March 2020

FlightCm African Aviation

Global 6500

Edition 137 | MARCH 2020

- the biz-jet for africa SAAF ROODEWAL WEAPONS DEMO

SAAF DENIES ITS 100TH BIRTHDAY

HOW TO READ THE AIP S WHAT HAPPENED TO DENEL PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00

AMO 227

FLIGHT SAFETY THROUGH MAINTENANCE

Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines

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

SA Flyer 2019|12

Overhaul Engine Components Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers

AERO ENGINEERING AND POWERPLANT Aero Engineering and Powerplant is one of the foremost aircraft engine overhaul facilities in South Africa. It was founded in 1997 and in 2006 highly qualified aircraft engineers Andre Labuschagne and the late Derek van der Walt took up the reins. Andre continues to lead his dedicated team to date.

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ERO Engineering and Powerplant (AEP) is situated in Hangar 4 at Wonderboom Airport, just off the main apron, making access to this world class facility a breeze. They specialise in the maintenance of aircraft engines and propellers – basically anything forward of the firewall.

With their vast product range and specialised knowledge on both Lycoming and Continental piston engines of all power and thrust categories AEP are the perfect partners for maintenance, service and repairs of your engine and all associated components. In addition AEP have earned

a reputation for expert non-destructive testing inspections as well as cadmium plating.

AEP has four divisions: Engine Shop, Component Shop, Propeller Shop and Non-destructive testing.

The Engine shop caters for the complete engine overhaul of both Lycoming and Continental engines to the highest standards. Fully equipped with an advanced engine test bench, they carry out shock-load testing when and if necessary, re-boring and honing of cylinders and can repair damaged starter clutch assemblies.

The Component shop specialises in the overhaul of constant speed units, including McCauley, Hartzell, PCU 5000 and Woodward. They also overhaul and

repair fuel systems, carburettors and turbocontrollers as well as complete overhauls of magnetos.

The Propeller shop supplies and overhauls Hartzell, McCauley and any fixed pitch propellers. In addition, they are experts in dynamic propeller balancing.

The Non-destructive testing shop offer many forms of testing including: Eddy Current, Ultrasonic, Magnetic Particle, Fluorescent Penetrant and Borescope/ visual methods for complete peace of mind.

AEP has over the years built up a large client base which includes many clients Botswana, Zambia, Zimbabwe, Namibia and as far as the DRC. These clients either ferry their aircraft or ship engines and propellers to AEP for the required maintenance work. Many of the local insurers also rely on the professional workmanship and competitive pricing delivered by the relatively small AEP team of twenty-one dedicated personnel.

Aero Engineering and Powerplant strives to be a pace-setter in the aviation industry and to always render quality and cost effective services to their clients. With AEP the client is always first.

Contact AEP on 012 543 0948/51 or Mobile Number: 082 334 6153 ďƒź

Ed's note...

MARCH 2020 Edition 138

5 Bush Pilot - Hugh Pryor 9 Airline Ops - Mike Gough 13 Leagle Eagle - Prof. Salazar 17 Defence - Darren Olivier 19 Companies: Capital Air 21 SAAF Prestige Day Parade 23 Roodewal 2020 31 Subscriptions 40 AEP AMO Listing 41 Civil Aviation News 43 Back Pages 44 Global 6500

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T’S hard to know what to make of the much-vaunted claim that the pilot shortage has finally arrived.

On the one hand we have reams of evidence of airlines increasingly struggling to find pilots – yet on the other hand I get reports of qualified pilots finding it almost impossible to break into an airline job.

In this editorial I will briefly look at some of the evidence of the pilot shortage and offer some conclusions as to why pilots are struggling to find airline jobs.

The evidence for the pilot shortage is overwhelming: In Europe Flybe and Ryanair have been cancelling flights. Three years ago Norwegian, one of the industry’s fastest expanding carriers, described crewing issues as a fundamental problem for the business and the airline group has already had to cancel flights at peak times in summer 2017 due to lack of human resources. In the USA the airline industry is facing a shortage of pilots for both cargo and passenger aircraft.

Estimates suggest that there will be 1,600 unfilled pilot positions in the USA by end 2020. According to the FAA, the U.S. needs to train 87 new airline pilots every day for the next 20 years to meet the demand.

FedEx, the world’s largest airline by freight tonne-kilometres flown, acknowledges a still impending pilot shortage. The Memphis-based carrier is expected to lose 150-200 of its 4,500 pilots this year and a similar number each year for the foreseeable future.

In Asia the appetite for pilots seems insatiable. Yet IndiGo, India’s largest passenger airline, reportedly grounded ten brand new Airbus A320-neos and has cancelled 30 flights per day partly due to the

pilot shortage. Australian airlines reportedly cancelled more than 10,000 domestic flights in 2019.

Yet the airlines are being cautious about taking on new pilots. Perhaps because of the threat of a global Coronavirus contagion and trade wars pushing the world into recession, airlines are choosing to cancel flights and delay aircraft deliveries, rather than employ and train-up new pilots. Thus, a passionate South African pilot who funded his own ATPL by being a building contractor and even paid for a A320 conversion, is finding it impossible to get an airline job.

And then there is the looming overhang of pilots from the failure of non-sustainable airlines – particularly SAA. If as may well be the case, SAA is forced to close, there will be approximately 600 highly trained pilots dumped into the market. And global airlines are still being hesitant about making offers to these highly regarded pilots. A Senior SAA Captain with 900 hours of A330 command was apparently declined an interview with a far eastern carrier as it had a minimum requirement of 1000 hours PIC – yet this captain had many thousands of hours of command on the A340.

I can only conclude that the pilot shortage is here, yet the airlines are still being very selective about who they take on.

Guy Leitch

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

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Editor

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Aircraft Profile G uy L eitch

GLOBAL 6500: THE RIGHT BIZJET FOR AFRICA

In May 2018 Bombardier unveiled the Global 5500 and 6500 developments of its hugely successful Global 5000 series. The 6500 entered service in September 2019 and, as reported in FlightCom last month, the company’s demonstration Global 6500 paid a flying visit to Africa in January.

From Lagos the Global 6500 can reach almost anywhere non-stop.

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OMBARDIER have steadily developed their range of highend business jets into world leaders.

The key components of this success are the supercritical wing, latest generation engines and industry leading cabins. The 6500 is typically fitted with three cabin zones, including crew, club, conference, private, and en-suite. An in-flight accessible baggage compartment is also integrated into the cabin.

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Communication connectivity is essential. The 6500’s Ka-band technology is approximately 35 times faster than other aviation internet systems and uses the latest satellite technology. It facilitates inflight streaming, video conferencing and downloading. The aircraft’s onboard cabin management system is supported by fibreoptic technology. It provides an ultra-highdefinition entertainment experience for passengers.

Speed and range are the key performance requirements. The Global 6500 features a transonic optimised wing for a Mach 0.90

top speed, and updated Rolls-Royce BR710 Pearl engines with up to 13% lower fuel burn for better range and operating costs.

Most relevantly for Africa, the engines provide better hot and high performance and 600 nm of additional range over the Global 6000.

Range is an important concern for those seeking the security and convenience of non-stop flights. The Global 6500 can connect Lagos non-stop to almost anywhere else in the world, other than far-east Asia and the US west coast.

Passenger comfort is a key ingredient

and the Global 6500’s high wing loading gives it a smoother ride through turbulence than its rivals. Yet runway requirements and slow speed handling is not compromised.

Despite the wing area being smaller than the Gulfstream G650ER and having a 11% higher MTOW, it has lower V speeds and better runway performance due to the high-lift system with leading-edge slats and doubleslotted flaps for a similar power loading.

The cabin is the best in class, featuring the recently unveiled Nuage chaise: unique seating that transforms from a chaise longue into a flat surface for sleeping or to banquetstyle dining around a table. The cabin height is a full 1.88m with a flat floor, and width is a spacious 2.41m so passengers can pass without bumping. Like its bigger brother, the Global 7500, the 6500 has a crew rest area forward, across from the galley, leaving the cabin undisturbed. Aft is the private suite with a natural-light-filled bathroom, optional shower and large closet.

In the cockpit, Bombardier’s Vision flight deck avionics suite offers a combined vision system, which merges enhanced and synthetic images into one view, increasing situational awareness. Controls are full fly by wire, as developed for Bombardier’s C-series airliners, providing better efficiency, comfort and envelope protection.

Bombardier’s biz-jets have proven to be the company’s jewel in the crown, with the problematic civil airliner and even train businesses being sold off. The Global 6500 lists for $56 million. For more information contact Mr Omar Kuwatly, the MEA Marketing Manager for Bombardier Business Aircraft. Mobile: +97156696030. 

The first Global 6500 to arrive in South Africa touches down at Lanseria.

Cabin can accommodate three zones - with en-suite shower and toilet.

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Morné Booij-Liewes

USAF B-52H SEEN OVER SOMALIA

A B-52 over Somalia.

On 15 February a United States Air Force B-52H bomber was photographed flying low over the Somali island of Koyama, about 42km south-west of Kismayo.

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HILE it sowed panic amongst local residents the purpose of the flight was not immediately clear until the U.S. Africa Command posted a statement on Twitter acknowledging the bomber mission, stating that “in concert with partners, a B-52 training mission occurred in East Africa. This longrange, unarmed training mission showcases the global reach and agility of U.S. forces. It also reflects our versatility and continued commitment to our partners.

B-52Hs are currently forward-deployed to Diego Garcia, America’s outpost in the Indian Ocean and it is thought the bomber was operating from this base.

In 2017, President Donald Trump’s Administration designated the southern part of Somalia, as an “area of active hostilities”. This led to a significant expansion in U.S. military activities aimed at combating Al Shabaab, including an increase in airstrikes against members of the terrorist group.

While this particular flight was described as a ‘training mission’ it is also perhaps a veiled warning to the terrorist group based in Somalia. On 5 January the group launched a brazen attack on an airstrip that U.S. military personnel and contractors use in neighbouring Kenya known as Manda Bay and nearby forward operating location, known as Camp Simba. The attack killed one US military serviceman and two American contractors as well as destroying fixed and rotor wing aircraft. 

FORMER BRAZILIAN MI-35MS FOR LIBYA? Reports in the French media indicate a possible sale of at least six former Brazilian Air Force (Forca Aérea Brasileira - FAB) MiL Mi-35M attack helicopters to the Libyan National Army (LNA).

The helicopters were sold back to Rosboronexport and the purchase will be funded by the United Arab Emirates, which backs the LNA.

T

WELVE Mi-35Ms (called the AH-2 Sabre in FAB service) were ordered in 2008. Deliveries were halted after the first six arrived due to serviceability and quality issues. They were all finally delivered by 2015 and were operated by 2°/8°GAv ‘Poti’ from Porto Velho, Rondônia state, in the middle of the Amazon for border protection and anti-narcotic duties.

The LNA is a military organization formed in 2014 by Marshal Khalifa Haftar with the aim of overthrowing the Islamist leadership in the country. This faction has been trying to take control of the capital Tripoli over the past few months after expelling Islamic groups from Bengazi, Libya’s second largest city.  .

Boeing Max ungrounding/Undelivered Boeing Maxes fill car parks in Seattle.

A Brazillian Air Force Mi-35 Hind - going to the Libyan rebel group.

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Marcelo Lobo da Silva

Defence

Global 6500

Smooth ride into service Longest range | Largest cabin | Smoothest ride

The Global 6500 aircraft has the largest cabin, longest range and smoothest ride in its class. Please see businessaircraft.bombardier.com for more details or speak to your sales representative.

Bombardier, Global, Global 6500 and Exceptional by design are registered or unregistered trademarks of Bombardier Inc. or its subsidiaries. Š 2020 Bombardier Inc.

FlightCom Magazine

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BUSH PILOT HUGH PRYOR

UGLY IS PRETTY As you might well know, when you go to a party where you don’t know anybody...always go for the ‘ugly’ girl, because she will be so happy that you chose to spend time with her.

M

ORE than likely, you will enjoy a splendid evening together filled with great conversation and laughter.

Chances are, that should you meet again, you will once again enjoy each other’s company. There is none of the hassle that you get when escorting a racy blonde bombshell.

The ‘Piper Super Cub’ is hardly ‘sexy’ but is fun and a great friend in difficult circumstances.

The Lear 25 on the other hand, looks racy and sexy, but like many beauties she can be cantankerous and occasionally extremely dangerous.

Based on a failed Swiss jet fighter, it was born in the days before supersonic flight became the norm for fighter aircraft.

People still did not fully understand the problems associated with ‘compressibility’ in transonic flight. The pilots of the day did not appreciate that, as the wings approach the speed of sound, a shock wave builds up above and below the wing, rather like the bow-wave of a ship.

As the speed increases, the shock wave moves back across the chord of the wing.

The problem is that the lift in the subsonic air behind the shock-wave is much greater than the lift in front of it and eventually at precisely .87 of the speed of sound (Mach .87) the horizontal stabiliser loses the authority to keep the nose up. When

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the Lear 25 stalls, it is so vicious that the subsequent nose-over imposes negative ‘Gs’ on the airframe powerful enough to eject the passengers and crew through the roof with their seats and for the wings to fail downwards. For this reason, they installed a ‘Mach Limiter’ to pull the nose up at Mach .84 in order to prevent the plane from nosing over into ‘Mach tuck’.

During the year when I was a co-pilot on the aircraft, seven Lear 25s fell out of the sky under similar circumstances.

The violence of the destruction spread the remains over such a wide area that it was difficult to identify the primary reason for the disintegration. It was not until investigators recovered two of the primary circuit breaker boards that they discovered the probable cause of the disasters...on each of the circuit breaker boards, the Mach limiter circuit breaker had been pulled.

On further investigation, after talking to other Lear 25 crews, it turned out that there was an ongoing competition among Lear 25 crews to see who could get from San Francisco to Las Vegas the fastest.

By pulling the circuit breaker, they could operate at Mach .86 with literally a couple of knots between ‘winning’ and losing everything.

There were several other details which I found vaguely annoying about the Lear 25. The type-rating involved a course in gymnastics so that the flight crew could access the cockpit, without breaking any switches or bones.

Question: if you see a Lear 25 crew walking down the street, how would you know which one is the Captain and which is the 1st Officer? The Captain will have his head resting on his right shoulder and the co-pilot’s head will be on his left shoulder, because that is how they must sit on the flight deck.

The fuel tanks are installed like torpedoes on the tips of the wings and when refuelling an empty aircraft, it is necessary to half fill one tank and then fill the other one, before topping off the first one, because if you fill one tank with the other one empty, the plane will fall over!

Then there are the leading-edge deicing strips on the wings. In order to work efficiently, they have to be spotlessly clean.

There was a joke among the engineers...”

What has more fingerprints than the FBI?” And the answer was the Learjet de-icing strips.

And did I mention the windscreen?

They are made from Perspex, more than an inch thick and are difficult to polish without introducing distortions and scratches, so it was tempting just leave it until it was virtually opaque and then cleaning and polishing it would take an age.

Okay, the Lear may turn heads with its sleek lines and sexy figure, but give me the good old Super Cub any day! We go back a long way and she gave hours of trouble-free friendship and fun.

Maybe I am just an old Bush Bumkin, but I prefer to fly aeroplanes which can take me places where there are no officials trying to justify their existence by giving me a lot of ‘up-hill’, through airspace molested by unintelligible controllers and air-traffic-jams of enormous flying hotels, flown by ‘pilots’ who spend their lives being told what to do by computers.

I don’t know about you, but I would prefer a Cub over a Learjet any day. 

AIRLINES MIKE GOUGH

TO NOT FEAR THE REAPER My first encounter with South African Airways was in 1979, when I was ten years old. Our family was travelling from Salisbury, Rhodesia, to London, and it was an adventure of epic proportions for this kid.

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E had flown with Air Rhodesia to Johannesburg in a Boeing 720. This was a shorter-range development of the B707 and three of these variants were acquired by the Rhodesian government under a cloak of secrecy from Germany, in 1973.

Our flight to London, via Ilha do Sal, was in a Boeing 747-200, ZS-SAN. I had seen a Jumbo Jet before, but had not flown in one, and was completely beside myself with excitement at the prospect of the flight ahead.

During the cruise to Sal, a request to visit the flight deck was happily accommodated.

My brother and I were duly stunned by the complexity of the flight deck, and the clever trick the Flight Engineer did with the light test that seemingly caused everything to light up with a wave of the hand.

I remembered the registration as I asked what the letters meant, and my childhood fantasy of flying such an impossibly complicated aircraft became reality when I operated as a crew member in that same aircraft in 1998.

On the ground in Sal Island, we were all obliged to disembark while the aircraft was refuelled. As we filed out of the cabin, we walked past a middle-aged lady lying across a row of economy seats, in desperate medical distress, being attended to by multiple cabin attendants armed with oxygen bottles and first aid kits. I was

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horrified at her obvious gasping for life, and it is an image that has been etched forever in the mind of the younger me.

She died whilst on the ground at Sal, and for whatever reason, accompanied us on the next sector to London, wrapped in blankets and secured on the last row of seats at the rear of the aircraft. We did not land at Heathrow as planned, but diverted to Gatwick, and I have no recollection as to why this happened.

Overall, an eventful introduction to long range flying.

I joined SAA on the 3rd of November

1997 and commenced training on the 747 Classic a few days later, as a third pilot.

The company, the aircraft and its complex type rating course, combined with the personalities involved completely redefined my outlook on aviation.

Part of the induction course saw our intake of seven (me being the most junior, and the only non-SAAF pilot in the group) being taken to each division of the operation, and the capability of the company then was truly remarkable.

The need to fly around ‘The Bulge’ of Africa (as I did on that memorable flight 17

years earlier) had been politically re-negotiated a few years prior to my joining, and direct Europe and UK flights were then the norm.

However, while this was in effect, the need to push Boeing’s products to the absolute limits of performance resulted in some significant innovation and technical prowess being developed at the company. This was further compounded with the ‘hot and high’ conditions of our home base of Johannesburg, as well as the embargos and sanctions that had previously been in effect on the Nationalist government.

As a result, we could do complete overhauls of all the jet engines on the fleet and had a fully functional test rig for post-maintenance

FROM DAY ONE, ZUMA OPENED THE SPIGOT OF ‘ACCEPTABLE CORRUPTION’ engine certification. This capability extended to modifying the 747’s engines to Gold Star standard, which allowed ‘Bump Thrust’ for extreme heavy-weight take-offs. This essentially allowed us to legally over-boost the engines for a few minutes at take-off, and I remember seeing on a few occasions all four red warning lights illuminate on the EGT (Exhaust Gas Temperature) gauges.

We had approval from Pratt and Whitney as well as Rolls Royce to weld-repair high pressure fuel lines – which is a big deal. Our welding, structural fabrication and repair capabilities were legendary world-wide.

Component and sub-assembly overhaul and repair covered everything from generators to the massive landing gear assemblies of the Boeing and Airbus A300 fleets.

I recall the tour of the instrument and avionics sections, housed in the only ‘tremor-proof’ building in the country. This allowed complete rebuild and calibration of the highly sensitive flight instruments and INS units (Inertial Navigation System), used by the long-range aircraft. Any seismic activity could adversely affect these calibrations, and through a complex design of the structure and foundations of this building, nothing short of a significant earthquake would register within it.

The training section was (and I will confidently say – still is) a globally acknowledged centre of excellence. I was initially completely overwhelmed as to the depth of experience of the individuals involved, which was the daily norm for the classroom and then the Full Flight Simulator (FFS) phase. This twin-turbine greenhorn had to suddenly find his A-Game just to keep up.

Innovation and self-reliance were evident in the simulator section. In the early ‘70s, the quality of Eskom’s product was not to the liking of the engineers in this department. I suppose then there was at least a reliable supply of it…

In the basement beneath the building a device was built to smooth out the spikes and frequencies of the incoming power, which

consisted of a huge electric motor driving a generator, which in turn powered the 747 simulator. Ironically, this now fairly ancient device still powers the modern A320 FFS, which resides where the Classic sim used to be.

With so much innovation, technical and flying expertise, why has the place gone to hell in a handbasket?

Originally, as part of Transnet, independent financial reporting was not required and did not happen. The earliest ‘independent’ financials I can find are from 2001, which indicates performance back to 1998.

However, this report is then contradicted with the 2003/4 annual report, and the practice of re-stating financials seems to be a recurring theme in just about every subsequent report.

Unbundling from Transnet happened at the end of 2006, and the ‘new’ SAA was immediately saddled with a R7bn fuel hedging loss, despite this happening under Transnet’s watch. Fingers were pointed, and a few heads rolled, but the impairment remained on SAA’s balance sheet.

This period (2007 to 2009) was characterised by some serious political turmoil, from which the entire country has taken political, economic and reputational blows from which we are all still reeling.

This, of course, was the beginning of the Zuma era, and the same year of his inauguration (at which I crewed one of the fourship A340 fly-past), was the same year the ruinous Dudu Myeni was installed at the SAA board. From day one, Zuma opened the spigot of ‘acceptable corruption’ and almost without exception, the entire deployed ANC cadre body joined in with wild abandon.

The apparent pre-disposition to outright criminality exhibited

by South African politicians, their minders and minions, has been showcased to the world ever since.

There was actually a turnaround plan in action at SAA during this time that yielded positive results. Three years of profits, 2009 to 2011, ensued. The rest is a horror story, as good people were hounded out of the organisation, and completely unsuitable individuals were placed in positions that they had no chance of coping with.

When Myeni became chairperson, the financial collapse gained momentum.

SAA Annual Financial performance: 2010/11 782m profit 2011/12 843m loss 2012/13 1.2bn loss 2013/14 2.6bn loss 2014/15 5.6bn loss 2015/16 1.5bn loss 2016/17 5.6bn loss 2017/18 5.7bn loss Over this period, the entire country simply looked on in morbid fascination, and the ANC government when not actively looting, looked the other way.

Now, there is a strong call within civil society to shut the airline down. The ANC, as ideologically and factionally conflicted as ever, cannot as usual, speak with consensus on this.

The logic of killing off the victim as opposed to dealing with the abuser is bizarre to say the least, but understandable in the climate of zero accountability in South African politics. Frustratingly, even the official opposition would like us buried, instead of uniting with civil society groups (such as OUTA) and with our pilots’ association SAAPA, to take the corruption on head-first.

The government guaranteed a raft of loans to SAA as well as

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doling out a few small cash injections.

These overlap and replace each other and therefore are difficult to assimilate in a factual manner. Actual debt has been bandied about as anywhere between 25 and 40 billion by the press, although additional debt taken on to pay off historical debt, combined with rolling some debt over, makes it a murky picture.

It has emerged in the past few weeks that only 12 to 18 billion of SAA’s debt is actually guaranteed, with around 9 billion being paid off in the next three years by government.

Arguments that money spent on keeping SAA alive could have been better spent elsewhere is simply laughable in terms of how our government works. The very recent 3.5 billion from the Development Bank would not have built schools or hospitals as some may fantasise. It would just find its way into back pockets through other nefarious schemes. Get real. This is South Africa.

That money will have been burned through by the time you read this.

Which brings us to our current and very real, dire situation – Business Rescue.

Having conversed with people close to the process, things are indeed desperate.

There are a few options available, with the first always top of mind.

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1.

utright Liquidation. Creditors O will get nothing, and the government is the biggest one.

2. Structured Liquidation.

Creditors to line up and hope for a few cents on the Rand.

3. Downsize, reduce and retrench.

Government is adamant that no jobs shall be lost. Typically, in line with socialist thinking, and impossible to achieve.

4. Hang in for further government guarantees, as this is to be announced in the State of the Nation Address, but we will financially starve to death before this materialises in July.

5. Restructure and open up to an equity partner. Not as fanciful as some may think – some serious players want a piece of us, but our conflicted government won’t let us go.

The actual BR process currently underway is not a restructuring or turn around in any way. It is a slash-and-burn exercise. Actuaries are looking at cold numbers, dividing cash by days ahead to calculate the moment when the lights will be switched off. Flights dispatched daily depend on cash up front for fuel.

It’s not a pretty thing at all.

The very reason that South Africa punches way above its weight in aviation globally is due, by no small measure, to having a national airline of our capability that turned 86 years old this month, and the second oldest Airforce in the world, that turned 100, also this month.

The cross-pollination of skills from these two entities have positively affected every other aviation operation in southern Africa and has literally sown the seeds of our own success in this most complex field of human endeavour.

The loss of either or both will broad side the entire industry in ways that the average detractor or politician would ever be able to comprehend.

What the current level of management, both within government and the airline, has done to the once proud institution of South African Airways, is criminal.

Around the time this is being printed, The Plan is supposed to be released, and anything and everything could change between now and then.

I am reminded of that desperately ill passenger during our stop in Sal Island.

The situation is dire and the chance of not making it is real.

I am not ready for Last Rites. 

AMO 1427

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PROFESSOR PHILIPPE-JOSEPH SALAZAR

LEGAL E AG LE:

GETTING TO GRIPS WITH THE DETAILS OF AIPS If you think the weather may be below limits, what should you do? The first thing would be to check what the limits actually are.

Y

OU start by checking the latest changes to rules, regulations and all the stuff that is still part of the ‘Integrated Aeronautical Information Package’. I say “still” because a proposal was made to take out “Integrated” from the list of Definitions at the beginning of the Civil Aviation Regulations (CARS).

Anyway, integrated or not, the Aeronautical Information Publication (AIP) is fascinating reading, especially when parliament is caught in the turbulence of political grandstanding, and aviation legislation lies in the proverbial doldrums.

Let’s take a look at a type of document related to the AIP that general aviation pilots tend to disregard, the Aeronautical Information Circulars (AICs). What is an AIC? “An AIC is a notice containing information that does not qualify for the origination of a NOTAM or for inclusion into the AIP, but which relates to flight safety, air navigation, technical, administrative or legislative matters . . . AICs are classified into the following subjects—General, Operation of Aircraft, Personnel Licensing, Air Navigation Services, Aerodromes and Airworthiness” (see my Air Law, section 2.5.2).

Quite important, don’t you think?

AICs are organized in alphabetical order with sub-categories: A for General (admin, legislation, registration, training, reports, events), B for ops, medical, safety, navigation and landing aids, equipment, military, C for licences, D for air navigation services, E for aerodromes. You begin to realise why they are important to safe flying.

Here is an interesting AIC recently posted that might have gone unnoticed: AIC Series A 001/2020, 27 FEB 2020 (That is the proper reference style).

It provides a list of aerodromes and helistops, updating AIC 007/2019. A slate of helistops have been removed (mostly at hospitals) as their licences expired, and a whole lot have been updated, usually at industrial, mining or resort venues. BTW: “licence” and not “license” as this AIC says erroneously. Refer CARS: “licensing” as in “personnel licensing, licensing authority”, but “licence” as in “pilot licence”. Oddly there is no definition of a “licence” in CARS 1.01.1. And another BTW: Licentious takes a ‘t’.

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FlightCom Magazine

Back to this new AIC. It has practical implications: if on a nav you want to land somewhere, first check the list and see whether your intended airfield is legit. Surprise! It is not there! Has it vanished into thin air?

You think I’m being funny? Negative. FANY has disappeared!

You thought, let’s stretch my legs at Nylstroom. Well, you still can, provided that you make sure you are allowed to land and you reconnoitre the strip before putting wheels to the ground – it is no longer licensed, so you have to take precautions to cover yourself against liabilities. That is the practical implication of this little unnoticed AIC. My personal dream is not FANY but FAME – I don’t mean fame, but Marion Island added to my logbook.

But how could you have missed the vanishing of FANY? Perhaps the diligent club member-in-charge had better things to do (buying beer), but to make his, or your case worse, a notice by way of a recent Amendment (AMDT) to the AIP should have alerted you: AIP AMDT 1/20 of 15 JANUARY 2020 (that is the other, proper reference style) states, unequivocally (typo included), that “FANY AD license withdrawn”.

This brings us to take a look at how to read and use Amendments to AIP, and to AMDT 1/20.

AIP Amendments come up on the CAA website on a dedicated page, http://www.caa.co.za/Pages/Aeronautical Information/ Aeronautical Information Publication.aspx On that page you’ll find a Control sheet, AIP AMDT, which is published every 15th of January, April, July and October, and the relevant documents, all in PDF. The Control sheet only lists changes.

How do you navigate that information? First, you read the Control sheet, then you select what interests you, finally you access the relevant updated section of AIP. Where is it? On the CAA website, on the page mentioned. Now you have in front of you the updated AIP section. Simple! … But wait. Don’t taxi yet.

Let us look at the AMDT 1/20 effective 15 January 2020.

First change of note (among many others): it indicates a change of frequency for FAD 183 (AD: danger area), in plain English the Johannesburg Helicopter General Flying Area (caps as in the AIP).

The Control sheet says, “ENR 5.1: FAD183 Johannesburg Helicopter General Flying Area frequency”, but it does not tell you what the new frequency is. To get it you have to access the relevant PDF of the updated pages, in this case ENR (ENR= en route) 5.1.

And at 5.1-30 (“30”, you find out when you look at the page itself), voilà: FREQ: 124.4 MHz. Not so fast. How do you spot the change on the updated page ?

Easy: on the new page itself a vertical black line, alongside the boxed text, alerts you to the change. However that marking is not always very intuitive. In this specific case, because it is set against the entry “Lateral limits -The area bounded by lines drawn as follows” you might think, rashly, “gosh! they’ve changed the lateral limits!”.

No, my chopper friend, it only relates to FREQ, as you will see if you first look at the AIP Control sheet, which says: “ENR 5.1: FAD183 Johannesburg Helicopter General Flying Area frequency”.

But again, it can be quite confusing. In short: look for the black line, then read again what the Control sheet says, and look back at the updated page.

Under normal circumstances, an AMDT should have found its way into the relevant section of the AIP books owned by your club, school or yourself, the new pages of which should have been inserted in those heavy blue volumes that are gathering dust on top of the bar fridge where the mascot cat surveys the lay of the land.

The Control sheet is actually helpful, spoon feeding you even: it explains exactly what pages are to be inserted or replaced in the AIP and how to do it. If you check in the books themselves, do make sure you are looking at the updated page : check if in the footer of the page there is the mention AMDT 1/20 and in the header the date 15 JAN 20 (in this quoted AIC). Or just read it online as mentioned, where it should be correct.

What to do with old pages, in those blue books? Make sure they are put away, and marked, in red, DISUSED. Accidents can and will happen if a student or a club member uses old information.

For now you are good to go, but remember to check again on 15th April, July, October.

Staying up north and with this latest AMDT 1/20, the Control sheet itemises changes to “ENR 2.1: Revised FAKN TMA, revised Johannesburg North East airspace” and to “ENR 2.2: FAKN Special rules area, Johannesburg North East frequency”. But the Control sheet is somewhat confusing.

At a closer look the amended pages for ENR 2.2 (in effect 2.2-13) do not reflect a frequency change but a significant airspace change:

Let us see whether you can spot the difference between previous and current rules (if you do, you win a transparent, untethered windsock courtesy of SA Flyer): Previous: The airspace below the Kruger TMA, excluding that part of the Kruger National Park, between ground level and 2500FT ALT, which falls below the Kruger TMA, is declared as a Special Rules Area and termed as the KRUGER SPECIAL RULES AREA. Current (effective 15 January): The airspace below the Kruger TMA, excluding that part of the Kruger National Park, between ground level and 2500 FT ALT, which falls below the Kruger TMA excluding FAKN TMA E, is declared as a Special Rules Area and termed as the KRUGER SPECIAL RULES AREA. However there is a frequency change, affecting Johannesburg North East but it falls under ENR 2.1 (2.1-39, to be exact) and not,

as listed by the Control sheet, under ENR 2.2. The new frequency is 134.40 MHz:

Again, note the black line and do not get more confused than necessary.

But the AMDT 1/20 phraseology is correct in signalling a (massive) change with regard to airspace under “ENR 2.1: FAKN TMA, Johannesburg North East airspace”: a Class C airspace has been added to Johannesburg Northeast, as reflected in the updated section 21.1-40:

All of this reminds us, both seasoned and unseasoned pilots, to apply the golden rule given to me by a highly respected airline pilot, ex SAAF, and handed down to him by a WWII aviator and instructor military: “In God we trust, the rest we check”.

And on this note, till next time, check the rest, please – and fly safe!  Postscript: From a Personal Communication to Prof Salazar from Dr Sifiso Eric Ngesi, Researcher, Portfolio Committee on Transport, SA Parliament: The Civil Aviation Amendment Bill [B44-2018] is currently before the Portfolio Committee on Transport (of the National Assembly). The call for submissions (comments) commenced on 26 November 2019. By 15 January 2020, nine submissions had been received by the Portfolio Committee and the tenth one missed the deadline. Public hearings on the Bill have been scheduled for 4 March 2020.

The two other aviation Bills that were revived and referred to the Portfolio Committee on Transport in the 6th Parliament by resolution of the National Assembly on 29 October are the Airports Company Amendment Bill [B5-2018], as well as the Air Traffic and Navigation Services Company Amendment Bill [B6-2018]. The Portfolio Committee on Transport deliberated on these two Bills on 11 February 2020 and recommended that the National Assembly pass the Bills.

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Defence D arren O livier

DENEL

What will it take to save it – and the SAAF?

Frank Boekkooi

If Denel does not get the bailout it needs, the Rooivalk will be grounded, despite its proven combat success record.

In the first part of this piece, published in the January edition, I explored the tragic fate of Denel’s aerostructures business as a result of State Capture, along with the impact on the rest of the company. This month I’ll look at what options exist to rescue Denel in a way that it no longer requires direct government support and can become sustainable in its own right.

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N 10 February, the ratings agency Fitch removed Denel from its Rating Watch Negative (RWN) list and gave it a ratings outlook of ‘Stable’. While it reaffirmed Denel’s long-term credit rating as B(zaf), unchanged since it downgraded the company from AA-(zaf) a year ago, this still represents a sharp improvement in the

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way Denel is perceived by the investment community.

Fitch based this decision on the combination of the restructuring that has already occurred under the new executive team, led by Danie du Toit, as well as the R1.8 billion capital injection by the South African government late last year that allowed Denel to finally emerge from its crippling cash crunch and begin resuming

deliveries. However, Fitch’s statement noted that many challenges remain, mentioning Denel’s weak short-term capital structure, a year on year decline in revenues from R5.8 billion to R3.8 billion, ongoing liquidity constraints, and an inefficient operating setup.

They’ve essentially stated that unless Denel can restructure itself over the next few years to substantially reduce its cost base, improve cash flows, cut non-core businesses and refresh its product lines it’ll be stuck in a short-term loan and liquidity cycle that’ll bring it right back to the same point in a few years. A more permanent solution is needed.

To this end Denel provided a dramatic turnaround plan to both the government and Parliament. In it, the company announced plans to shut down (or sell) its aerostructures, properties, satellite, gear manufacturing, foundry, demining and canine training, in-house insurance, and Land Mobility Technologies divisions.

Aerostructures was already closed at the time of writing. Divisions and business areas that are regarded as non-core and will be spun off into joint ventures or strategic equity partnerships, as Denel did in the past with Optronics and RDM, are the Rooivalk MkII, the MRO business within Denel Aeronautics, UAVs, armoured vehicles, small and medium calibre munitions, infantry weapons, optronics, mechatronics, and maritime MRO. Then only listed core business areas are infantry systems, artillery systems, missiles and precision-guided munitions (PGMs), integrated systems, cyber systems, and the Overberg Test Range. The remaining stake in Hensoldt Optronics will be sold.

underinvesting in its UAV product line, a joint venture in this area might be a net positive from a SAAF point of view.

Yet this all must be done if Denel is expected to be a sustainable standalone business. The company’s operating structure has never truly made sense, being organised along the lines of a conglomerate of mostly independent subsidiaries and divisions that for the most part don’t share technologies, facilities, or projects. It was formed in 1992 not with much thought to operating efficiencies and synergies but only as a way

at the time, as it merely postponed the reckoning and prevented Denel from being made self-sufficient earlier. It also left Denel acutely vulnerable to the effects of State Capture during the Zuma era thanks to its precarious cash flow and reliance on bridging finance.

It’s vitally important that the same mistake is not repeated this time around.

First, Cabinet must decide which capabilities within Denel it considers to be so critical and sovereign that they cannot be lost, and it should commit to keeping those operational

to remove all manufacturing from Armscor, allowing the latter to focus on procurement, project management, and defence-related research.

The first real effort to rethink its structure was in 2006 under the leadership of Shaun Liebenberg, which resulted in selling off majority stakes in Denel Optronics (now Hensoldt Optronics) and Swartklip, Somchem, and Naschem (now Rheinmetall Denel Munition) and some internal re-organisations. It was mostly effective, but incomplete: While it meant that Denel was able to make a profit by 2011, it did not go far enough, and it did not remove the company’s dependence on shortterm financing.

The biggest reason for this failure was that, even though it had approved Liebenberg’s turnaround plan and its required funding, the government never provided a R1.7 billion capital injection required to complete the restructuring and renew old manufacturing equipment. It also blocked some joint ventures, such as an attempt by MBDA to buy part of Denel Dynamics. In hindsight this was foolish short-term thinking on the part of Cabinet

with direct and ring-fenced funding if necessary. It’s unreasonable to expect Denel to maintain those capabilities even at a loss while at the same time insisting that its executive team must make the company profitable. That funding does not have to be in the form of direct subsidies, it can be done via a guaranteed regular stream of production and R & D orders, as is done

by European, Asian, and North American governments in support of their critical defence industries.

Second, the second tranche of the agreed-upon cash injection, amounting to a further R1 billion, must be made available in this month’s budget. Without it the restructuring will stall part way, leaving Denel in more or less the same state as before. This is not the time to focus only on the short-term, the objective must be to solve the problem for good.

Note: The first part, published in January, contained an error that crept in during the publishing process. It contained a reference to ‘Denel Aerospace’, which of course does not exist, when it should have said ‘Denel’s aerospace divisions’. We regret the error. 

Denel's divestment plans.

Therefore, if Denel’s proposed restructuring goes ahead, and is completed as planned, the only aerospace business that will definitely remain a core part of Denel is the missile and PGM side of Denel Dynamics and the Overberg Test Range.

Everything else might be sold or spun off, depending on the outcome of case-by-case evaluations.

The implications for the South African Air Force (SAAF) are broad. As the MRO side of Denel Aeronautics is the OEM for the Oryx and Rooivalk, as well as for the C-130BZ upgrade, if it shuts down it will likely force the SAAF to retire those types from service. Moreover, as Denel Aeronautics also performs critical maintenance on other aircraft in the SAAF’s fleet, such as the A109s, a folding of the business could make the ongoing support of all those types prohibitively expensive by requiring outsourcing to foreign MROs. In short, the South African Air Force will be utterly crippled if the repositioning of Denel’s aviation MRO side into a sustainable business fails and must shut down. The possibility of this happening has been keeping SAAF planners up at night, yet with the force’s limited budget they’re largely powerless to affect the process.

Similarly, whatever happens to the Rooivalk MkII business will affect the SAAF deeply, as it’ll determine whether there is any upgrade path from the present Mk1 Block 1F standard as used operationally. Denel has proposed a Mk1.1 upgrade to the SAAF, which would include refreshed avionics and a few modernisation steps to sharply reduce operating costs, but the capabilities to carry out those upgrades might be spun off into the Mk2 business.

Denel’s goal of course would be for the Rooivalk Mk2 business to become a joint venture with a cash-rich defence company in another country that could provide the funding to complete development and industrialisation, but that seems an ever more distant possibility as the years go past. It also means that while the SAAF might benefit from not having to fund future development itself, it would also lose any control over the direction of that development.

UAVs, too, will be a concern as Defence Intelligence operates a number of Denel Dynamics Seeker 400s, and the SAAF still has a standing requirement for which the Seeker 400 was downselected. However, given that there are no other local UAV manufacturers producing systems in the same class, and that Denel has been

FlightCom Magazine

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Companies

CAPITAL AIR

is now a BLR representative Rand Airport based helicopter specialist, Capital Air, has been named

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BLR’s newest FastFin® System Service Centre.

ITH performance enhancing products on more than 5,000 helicopters and fixed wing aircraft world-wide, BLR is committed to providing excellent field support and backup by providing worldwide training on their systems. To this end they carefully select product support and installation partners.

For Southern Africa, BLR has selected Rand Airport based Capital Air as their newest certified service centre for BLR’s FastFin® Systems and Dual Tailboom Strakes.

Mike Carpenter, President of BLR Aerospace says, “We expect great things from our partnership with the experienced technicians at Capital Air and are thrilled to bring all the performance and safety benefits that come from our systems to South Africa.”

BLR TAILBOOM STRAKES BLR’s Dual Tailboom strakes have been conclusively shown to provide more performance, with less pilot fatigue. They have been shown to be the most costeffective, multi-functional, value-added modification ever developed for single-rotor helicopters with enclosed tailbooms.

BLR Tailboom strakes work by organising and controlling rotorwash,

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reducing undesired sideways lift on the left side of the tailboom. By reducing turbulence under the tailboom, Dual Tailboom Strakes reduce tail rotor pedal reversals by up to 38 percent. Performance Highlights for the Bell 206L include up to 150 lbs of additional out of ground effect hover performance.

FASTFIN® TAIL ROTOR ENHANCEMENT BLR has developed and certified its FastFin® Tail Rotor Enhancement and Stability System for installation on Airbus H125 helicopters. The system is available for all models of AS350, and certified performance is available for the B1, B2, B3 and H125/B3e.

FastFin uses advanced airflow management to increase the effectiveness of the H125 anti-torque system for significant increases to hover load and stability. The FastFin is comprised of an Advanced Tailboom Aerodynamic Cowling (ATAC), a Tailboom Strake and Vortex Generators.

The H125 (AS350 Series) FastFin System is

ABOVE: How the tailboom strake works.

LEFT: The BLR Tailboom strake on a Squirrel.

available to the aftermarket and as a factoryinstalled option on new H125 helicopters and most of the Bell 200 and 400 series helicopters.

CAPITAL AIR Capital Air is an experienced helicopter and turbine engine sales and support company with over 200 employees. Based at Rand Airport, Capital Air Ltd, Capital Control Centre Ltd, and Capital Air Security Operations Ltd, functions as one to provide a complete professional and effective inhouse aviation solution.

For more information visit BLR’s website at www.BLRaerospace.com and Capital Air’s website at www.capitalairsa. com. 

Feature G arth C alitz

SAAF PRESTIGE DAY PARADE Not a Centennial Celebration

The South African Airforce has historically celebrated its birthday on the Friday closest to 1 February. All the major milestones were deemed worthy of a special badge or emblem. But not this year, which many old SAAF members thought should have been the greatest of all milestones - the centenary of its founding – its 100th birthday.

A

S the SAAF geared up for their Centenary Celebrations an order came from up the chain of command that no mention of the word Centenary or the numerals 100 were to be used in any form regarding the SAAF. The exact origin of this order is not known, it does however appear to be political, so it is considered likely that it originated from ANC headquarters

at Luthuli House. The slogan “Embrace our collective heritage” was then chosen to represent the day. Many consider this ironic as the opposite appears to have been the case, in that a strong attempt was made to expunge the initial 75 years of SAAF history.

On the day, the ‘Prestige Parade’ was on a much larger scale than has been seen any time in the past few years, with many current operational aircraft taking part, despite severe budgetary constraints. In the past the fly-pasts were made up of

A 21-ship helicopter formation opened the 'centenary celebration'.

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FlightCom Magazine

predominantly of SAAF Museum aircraft with a few operational aircraft thrown in the mix.

On arriving at AFB Swartkop, guests could feel the anticipation in the air with the apron full of aircraft and the excitement at levels that haven’t been seen for many years.

Once the parade had been brought to ease, the sky was filled with a multitude of parachute canopies from the Golden Eagles Parachute display team, Special forces and the Pretoria Defence Skydiving Club. The huge 85kg South African National flag was part of the drop.

Lieutenant General Fabian “Zakes” Msimang Chief of the Air Force then made his way to the podium, amid a 15gun salute provided by members of the SA Army Artillery. Once the CAF and revue officer for the parade had taken his place, a two-ship flag formation of Agusta A109 helicopters flew past proudly flying the National and SANDF flags.

A mass flypast of SAAF assets followed with the CAF proudly saluting the waves of aircraft that passed overhead. The first flight, a twenty-one ship helicopter formation was made up of both current and museum aircraft. The next flight was a twoship formation of a SAAF Museum Cessna C185 and an Atlas C.4M Kudu. They were followed by a five-ship formation of North American T6 Harvards, “the school master of the skies.” The Harvards were from

Flying the flag - Agusta A109s.

the SAAF Museum and the Harvard Club of South Africa.

A transport formation followed. Led by a now rarely seen TP-47 Dakota, three Cessna C208 Caravans from 41 Squadron and two Casa 212s from 44 Squadron completed the six-ship formation. This was followed by a tight eight-ship formation of four Saab JAS 39 Gripen fighters and four BAE Hawk MK120s. Both types are based at AFB Makhado in the Limpopo Province.

“Inkwazi” the SAAF’s Boeing 737-7ED (BBJ) used as a presidential aircraft led the next flight. The BBJ was joined by a Dassault Falcon 50, and accompanied by the “Silver Falcons” aerobatic display team in their Pilatus PC7 MkIIs. Lt-Gen Msimang then called upon the officer Commanding Air Force Base Ysterplaat, Col Moatshe, to join him on the podium and receive the trophy for the Prestige Base of the Year, this is the second year in a row that AFB Ysterplaat has won this award.

Lt-Gen Msimang, despite the political limitations placed on him, delivered an inspiring speech highlighting the formation of the SAAF by Gen Jan Smuts and Gen Pierre van Ryneveld, a process that started in 1917. Gen Msimang referred to himself as the 21st Air Chief in the pre and post 1994 history of the South African Airforce and said “My prayer today is, as we acknowledge the history of our Air Force and as we celebrate 25 years of a democratic SAAF” in those few words he acknowledged the 100 years of proud SAAF history.

Gen Msimang addressed the increasing threat of terrorism, ethnic nationalism and fundamentalism known as TENF. “As our Armed Forces modernise and become more technologically advanced, careful attention must be

given to having a balanced and broad enough suite of capabilities that can address the challenge of TENF. Developing a common understanding of the extent of the threat is the first step in coordinating a national and integrated regional counterterrorism response,” he said.

“Our borders are the physical manifestation of our national sovereignty. Yet we experience unprecedented illegal cross-border migration, human trafficking, the smuggling of small arms and light weapons, trafficking in stolen goods and property and the illegal harvesting and transfer of natural resources. Similarly, we are also challenged by maritime crime in our Exclusive Economic Zones, piracy on the high seas, the illegal exploitation of maritime resources and the uncontrolled movement of people and goods at sea. The international response thereto has seen Multi-National Joint Task Forces being formed and deployed to high-risk areas. One of the difficulties such task forces face is reliable shared-maritime domain awareness.”

Gen Msimang concluded his address with a passionate plea; “Ladies and gentlemen, I present to you: Your Air Force – The Peoples Air Force which is here to serve and defend you unconditionally. Nurture it and keep it relevant. Let us Love, Respect and Protect our beloved country.”

A group of young children were brought onto the parade ground, they released a flock of white doves and balloons printed with “SAAF 2020”.

A mass Harvard shutdown and a flypast by the SAAF Museum’s De Havilland Vampire brought an end to the celebration. 

Gripens and Hawks.

Presidential Boeing and Falcon lead PC7-Mk72s.

Lt-Gen Msimang hands Col Moatshe best air base trophy.

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JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need.

Contact Maartin Steenkamp: C +27 (0)82 807 6701 Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za

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SA Flyer 2019|03

For our list of available aircraft head over to our website www.ascendaviation.co.za.

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COMPANIES

SKYSOURCE INTERNATIONAL Quality is our Passion

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KYSOURCE INTERNATIONAL South Africa, a South African Civil Aviation Authority (SACAA) approved Aircraft Maintenance Organisation, as well as an approved USA FAA approved facility, situated at Lanseria International Airport, and strives to provide its clients with only the best quality service, ensuring a relationship with trust, confidence, integrity and peace of mind in a job well done.

Specialising in turbo prop aircraft Skysource International SA deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe, avionics and sheet metal repairs.

With highly skilled and experienced and professional technicians, Skysource International SA strive to only deliver the best quality service beyond its client’s expectations. “As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it,” said Manny Skysource International Group is a family owned and operated business that takes great pride and puts great emphasis on instilling family values into how it conducts business.

Skysource International SA also offers; aircraft pre-purchase inspections, aircraft maintenance management, aircraft recoveries, and aircraft re-weighing. Contact South Africa Manny Farinha: +27 72 036 3433. Telephone South Africa +27 10 900 4300 Contact USA Luke Overstreet: +1 406-698-2413 E-Mail: info@skysourcesa.com

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Aero Services

A

ERO SERVICES (PTY) LTD is a SACAA Approved Design and Manufacturing Organization (DMP21) supported by our AMO (1429) specializing in aircraft composite repairs. Our approvals make us uniquely suited to provide turnkey services for your rotor or fixed wing aircraft, whether it be spare parts made per sample (PMA) composite manufacturing and refurbishment or a full supplemental type certificate (STC) Our services include, Reverse engineering and bespoke design, CNC Routing, Pattern making, Vacuum forming, Robotic trimming, FRP molding, PU and elastomer casting for any industry.

Our composite AMO repair processes are supported by highly trained technicians with on wing hot bonding repair capability to assist with AOG situations. To reduce the repair turnaround time we offer a full turnkey repair to include painting of the part if the customer requires it.

Even though our main industries are in Aerospace, Rail and Defence, we provide services to a multitude of other industries.

Please contact us at: sales@aeroservices.co.za Tel: +27 (0)11 395 3587 Cell: 082 601 7376 http://aeroservices.co.za Northern Perimeter Road, Safair Operations Complex, OR Tambo International Airport, Bonaero Park,1619

SA Flyer 2015|07

C W Price & Co Aircraft Headsets For over 50 years, Peltor has led development in protection and communication for anyone who spends time in noisy environments. All headsets in the Aviation 8000 series have ambient noise compensated differential microphones. The earphones have a broad frequency range for good sound reduction in Fixed Wing Aircraft and Helicopters.

Ground Power Unit You can depend on Hobart for full support of your aircraft’s power requirements AC or DC. Hobart has earned the reputation of being the “standard” in the industry, trusted for the superior power quality and excellent durability.

The Red Box RB Series These man-portable GPU’s use the latest in dry lead acid military / aviation technology which offers many valuable features. Very rugged, they can be operated, stored or transported in any orientation, even inverted. Safely transported in aircraft, land or sea, they produce massive power for comparatively low weight and small size. They hold their charge for long periods when on standby or in storage.

Eagle Tow Tug Nothing moves you like an Eagle tug. Designed and built to meet the varying demands of regional airlines, corporate flight departments and military flight ops. The Eagle TT series All-Wheel Drive aircraft tractors pack a lot of power in a small package. The advantage of All Wheel Drive provides safe controlled traction on all surface conditions.

C W Price and Co Tel: (011) 8054720 Fax: (011) 3156275

Email: cwp@cwprice.co.za

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COMPANIES

Mistral Aviation SPIDERTRACKS Services A LEADING PROVIDER OF Mistral Aviation was founded in 2002 with the aim of addressing the high cost of operating aircraft thousands of miles from the original equipment manufacturers.

(OEM).

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T Mistral we believe that by utilising the favorable labor rate and local expertise within South Africa, the cost of importing the spares can be offset whilst producing a product comparable to that of the European and US

facilities.

Mistral Aviation is an independently owned company and has always traded as Mistral Aviation Services.

We are in no way linked with Mistral Aviation, based in the DRC, orany other companies with similar names.

S

PIDERTRACKS, a leading provider of satellitebased real-time flight tracking, active flight following and communication solutions, recently announced the launch of their nextgeneration hardware - Spider X. Built on the advanced functionality of its predecessors, it makes flight data monitoring (FDM) accessible for general aviation as a simple, easy to install, lightweight and affordable solution.

Expanding on the power of Virtual FDR™, it introduces an attitude and heading reference system (AHRS) - data is transmitted over the air, providing simple & easy access to information about an aircraft’s orientation and position. Designed in-house, specifically for aviators, it’s packed with forward-thinking tech such as WiFi, Cellular, Bluetooth, USB-C, and serial port interface capabilities.

Spidertracks are carving out a unique opportunity for digital transformation within a traditionally analogue industry. They’re looking to redefine the way data is accessed & received from an aircraft, delivering more usable insights & solve problems the industry faces.  SA Flyer 2017|07

Contact Details Telephone: (27) 011 397 7 478 Fax: (27) 011 397 1143 E-Mail: Peter@mistral.co.za Website: www. mistral.co.za Address: Unit 2B,46 Kelly Rd, Jet Park Gauteng, South Africa 

SATELLITE-BASED REALTIME FLIGHT TRACKING.

WE OFFER THE INDUSTRY INTEGRITY, RELIABILITY, EXPERIENCE AND A DEPTH OF KNOWLEDGE

We overhaul, repair, test and modify wheels, brakes and land ing gears

Safair North Perimeter Road, OR Tambo International Airport, Bonaero Park, 1619 Tel: 081 755 2534 Fax: 011 395 1291 Email: peter@mistral.co.za

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w w w. i n ve s m e n t a i rc r a f t . c o . z a

SA Flyer 2020|03

Hangar 11, Rand Airport, Germiston, 1401.

1968 Piper Cherokee PA28-140

2002 EC 120

2007 Bell 206-L IV

AFTT: 7,040 Hours MPI Done: 28.03.2019 SMOH: 1,375 Hours

AFTT: 9,157 Hours Cycles: 11,887

IFR Panel, Pilot Toe Brakes, 625 Hours Rem on Engine.

AFTT: 3,200 Hours Total Landings: 7,526 SMOH: 102 Hours Well Equipped, Well Maintained, Freshly Overhauled Engine, Re-Painted in 2017.

Composite Baggage Door, Van Horn Tail Rotor Blades, FDC/AeroFilter Barrier Filter.

Price: R 325 000.00 +VAT (If Applicable)

P.O.A

Price: $ 1 195 000.00 +VAT (If Applicable)

2010 Pilatus PC12/47E

2012 Robinson R66

1981 Beechcraft King Air B200

AFTT: 1,866 Hours Total Cycles: 1,776 Engine TBO: 3,500 Hours Additional Air-Conditioner, Well Maintained, Executive 8 seat Interior, Cargo Kit, Low Airframe Time

AFTT: 890 Hours Active Collective Time: 800 Hours Engine TBO: 2,000 Hours

P.O.A

Price Reduced, 800 Hours Total Time, Air-Conditioning, Dual Controls, 9 Hole Panel.

AFTT: 12,424 Hours Total Landings: 10,801 Cycles Engine TTSN: LH: 12,367 Hours RH: 12,343 Hours Date of last OH: LH/RH: 21 May 2008 Prop TTSN: L/ RH: 2,972 Hours Hartzell 4 Blade Aluminium Propeller Upgrade, HF Radio, VIP Configuration Interior, Full Status, Professionally Flown & Maintained.

Price: $ 540 000.00 + VAT (If Applicable)

Price: $ 595 000.00 +VAT (If Applicable)

Quinton Warne  0 8 2 8 0 6 5 1 9 3

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Unlock a new horizon of aircraft data insights, connectivity, safety, and efficiency.

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Packed with forward-thinking technology, the Spider X expands the power of Virtual FDR™️ by delivering even more data with the introduction of AHRS, providing the clearest picture yet of your aircraft’s flight path and movements.

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FlightCom Magazine

30

Defence G arth C alitz

ROODEWAL 2020 SANDF Armed Forces Day 2020 - Weapons Capability Demonstration The SANDF Armed Forces Day commemorates the sinking of the SS Mendi in the English Channel on February 21, 1917 which resulted in the deaths of over 600 soldiers from the South African Native Labour Corps.

The demonstration also commemorates all South African soldiers that paid the ultimate price to defend freedom‚ peace and justice.

31

AnFlightCom Oryx deploys troops to protect 'a downed airman'.

Magazine

O

VER the years the Armed Forces Day has been extended to a week of activities hosted by one of the four branches of the SANDF, namely the SA Airforce, SA Navy, SA Army and the Military Medical Health Services.

The weapons capability demonstration section of Armed Forces Day is probably the most anticipated event of the week. This year the spectacle was held at Roodewal Bombing Range, 63 km north of the

Limpopo city of Polokwane Roodewal is the official bombing training range of the South Africa Airforce and as a result this year’s demonstration, despite being hosted by the SA Army, was rather “SAAF heavy”. For the benefit of the large crowd of military personnel, foreign military attaches and some fortunate members of the public, large screens were erected that showed live footage taken from the SAAF’s Koiler system that linked from a circling Cessna Caravan.

The action began with a Para drop

LEFT: A CASA 212 unloads supplies to the ground troops.

MIDDLE: A SAAF Caravan with an Optronics sensor provides Telstar coverage.

BELOW: A Gripen pulling hard.

of Special Forces from a SAAF Oryx helicopter. The “path finders� were to simulate the clearing of the intermediate area to allow for the mechanised unit to move in. The SANDF displayed their mechanised vehicles ranging from the tiny Gecko to the mighty Olifant Tank.

Two Gripen JAS39 fighters then intercepted a lone BAE Hawk Mk120; a rather unfair fight, as the Hawk was quickly eliminated by the superior Gripen fighters.

The air then filled with the sound of rotorblades as the SAAF created a scenario of a downed aircraft. Oryx helicopters carrying troops from 500 squadron inserted their troops using various methods from fast roping to fast landing and evacuation.

The troops on the ground then prepared the injured crew members for casualty evacuation. One was hoisted into an Agusta A109 LUH by means of a sling, the other more seriously injured member was lifted in a stretcher into an Oryx. The remaining troops were then extracted by

FlightCom Magazine

32

the long rope method whereby the soldiers attach themselves to a long rope and are lifted out the battle area dangling from the rope. A 16 Squadron Rooivalk Helicopter was providing top cover throughout the operation, firing with both rockets and cannons.

During the mock battle a CASA 212 from 44 Squadron replenished the ground forces by means of a cargo drop. Four pallets were released, each being brought gently to the ground with individual parachutes.

Enter the fast jets, four BAE Hawks entered the theatre releasing four 120kg bombs exactly on target. The Hawks then doubled back and again ran in on their target, this time for a strafing run with their 30mm cannons. The Gripens entered the range for both a bombing and strafing run, performed with impressive accuracy.

The SAAF Gripens are equipped with two Mauser BK 27mm cannons and 120kg bombs. Before the dust had cleared the Rooivalk AH2 entered the arena letting loose with its 70mm rockets. The Rooivalk is celebrating its thirtieth birthday.

The flying demonstration closed with a beautiful flare drop by the Gripen, Rooivalk and Oryx helicopter followed by a massive wall of fire. The SAAF, in spite of their limited budget, still manages to inspire confidence in the citizens of South Africa and has always executed their mandate to protect the republic from any airborne threat. ďƒź

A Hawk Mk120 uloads its 4 250 kg bombs.

Celebrating its 30th, year a Rooivalk shows off its devastating rocket salvos.

The spectacular finale - a Oryx discharges its 'angel flares'.

33

FlightCom Magazine

COMPANIES

BNT International to support Honeywell Wheels and Brakes in Africa

The five-year agreement ensures that regional customers have access to 100% genuine Honeywell parts and reliable, local maintenance services.

B

NT INTERNATIONAL was selected by Honeywell to provide Africa-based airline operators with wheel and brake maintenance services.

The agreement enables BNT International to provide maintenance, repair and overhaul (MRO) support in Africa to airline operators that fly Boeing 737 Classic and NG aircraft fitted with Honeywell’s

Cerametalix wheels and brake technology.

Cerametalix wheels and brakes average an amazing 5.5 million aircraft landings a year. Proven to reduce operating costs while providing improved performance and reliability, Cerametalix brakes are particularly well-suited for quick-turn applications due to their superior energy absorbing capability.

“Having effective maintenance, repair and overhaul service is imperative to the reliability and performance of operators’ wheels and brakes technology. With inregion capabilities, we can provide support to Africa-based operators in a much more cost- and time-efficient manner,” said Paulo Mateus - Managing Director, BNT International.

BNT International offers Africa’s

airlines a trusted in-region MRO capability to maintain their Honeywell wheels and brakes, improving Turn-Around-Time (TAT), reducing maintenance cost per flying hour and providing the peace of mind that installating 100% genuine OEM parts brings.

Honeywell Channel Partners are carefully-selected companies chosen to provide customers with an authorized source of parts, support for components, installation, maintenance, repair, service, warranty and special program applications.

BNT was selected based on our proven ongoing high standards of performance, our track record in terms of integrity and compliance and our investment in a new and growing facility in Johannesburg, plus planning to establish a repair shop in Ghana.  AMO 1288

Your one-stop-shop for repairs and overhauls of aviation rotables and special processes.

BNT International (PTY) Ltd. Unit D3, Denel Industrial Park, Denel North Entrance (off Atlas Road), Kempton Park, Gauteng, South Africa, 1619 Tel. +27 11 395 1677 Email: info@bnt-int.co.za Website: www.bnt-int.co.za

• Quality • Safety • Service Excellence • Honest Pricing

SA Flyer 2020|03

SA Flyer 2019|05

Aviation Services • Composites & Aircraft Structures • Wheel overhaul and Repair Services • Brake Overhaul and Repair Services • Non-Destructive Testing on Aircraft • Hydro Static Testing • Oxygen bottles • Fire Extinguishers • Safety Equipment • Aircraft Weighing o Small aircrafts up to larger B737, A320, L-382

FlightCom Magazine

34

COMPANIES

AVISYS AVIATION SYSTEMS AviSys Aviation Systems is an established Maintenance Organisation (AMO 1089) with SA CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating.

C

URRENTLY, AviSys is equipped to cater for our clients’ needs as per the SA CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA CAA Component • Release to Service (Authorised Release Certificate) on the following OEM Makes; • ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems.

• Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul.

• Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver service excellence and quality workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked staff members.

AviSys looks forward to establishing long and just relationships with our client base, in order to meet our high standards of customer satisfaction.

Hangar 17 Wonderboom Airport Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Website: www.avisys.co.za 

35

FlightCom Magazine

Morné Booij-Liewes

Companies

Valentine’s Day Maiden Flight for G700

The best kept secret - Gulfstream's G700 maiden flight.

Gulfstream Aerospace’s new flagship G700 ultra-long-range business jet took to the air on its maiden flight on Friday 14 February from the company’s base at Savannah-Hilton Head International Airport in Georgia USA.

T

HIS is in a remarkably short four month period since the aircraft’s launch in October 2019. The flight, lasting two hours 32 minutes, was flown using a 30/70 blend of sustainable aviation fuel. The flight test programme will use five airframes – all of which have already been built, to gain certification and begin customer deliveries in 2022. All structural load tests have already been completed.

Gulfstream plans to wrest back the crown of ‘longest range bizjet’ from Bombardier’s Global 7500 with the G700. The G650, Gulfstream’s current flagship model, has seen more than 400 units delivered around the globe since the type’s entry into service in December 2012.

A full-scale cabin mockup of the G700 was unveiled at the NBAA during October 2019. They showed video footage of the first test aircraft taxiing under its own power, having managed to build the aircraft in near total-secrecy.

Gulfstream claims the G700 has the longest, widest and tallest cabin fitted with 20 signature Gulfstream oval windows and up to five living areas. The aircraft introduces many all-new interior differentiators, including an ultra galley with more than 10 feet of counter space and a crew compartment or passenger lounge; the industry’s only ultra-high-definition circadian lighting system; speakerless surround sound; and a master suite with shower.

It is powered by a pair of Rolls-Royce Pearl 700 turbofans while the 31.39m span wing features an all-new winglet. The G700 can fly at a high-speed cruise of Mach 0.90 for 6,400nm (11,853km) or 7,500nm (13,890km) at its long-range cruise of Mach 0.85. The aircraft also includes the Gulfstream Symmetry Flight Deck with the bizav industry’s only electronically-linked active control sidesticks, extensive use of touchscreen technology and Gulfstream’s awardwinning Predictive Landing Performance System.

The G700 will have a maximum takeoff weight of 48,807kg, carry 22,407kg fuel. It measures 33,48m in length and stands 7,75m high. The finished cabin measures 17,35m in length with a width of 2,49m and height of 1,91m. The G700 is 3,07m longer than the G650ER. The new Rolls-Royce Pearl 700 engine was specifically designed for Gulfstream’s G700. The engine has a brand-new low-pressure system, resulting in an 8% increase in take-off thrust at 18,250lb compared to the BR725 engine.

The engine offers a 12% better thrust-to-weight ratio and 5% higher efficiency. 

2-4 July 2020 Wonderboom National Airport,, Pretoria, Tshwane, South Africa

www.aerosouthafrica.com

The African Show For General Aviation AERO Friedrichshafen and Messe Frankfurt South Africa have joined forces to bring you AERO South Africa, the largest general aviation trade show on the continent.

The event will expose visitors to the latest advances, developments, products and services from exhibitors in the aviation industry.

Why exhibit at AERO South Africa?

AERO South Africa gives your company the opportunity to: Interact with industry professionals and buyers Generate new sales leads Nurture relationships and interact with your customers Create brand awareness Launch new products and services to the industry

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FlightCom Magazine

36

Defence Morné Booij-Liewes

KENYA DEFENCE FORCE STEPS UP DELIVERIES

37

The Kenya Defence Force (KDF) has bolstered its transport and light attack capability with the recent delivery of two new Leonardo C-27J Spartan transport aircraft and six MD530F Cayuse Warrior combat helicopters. These are part of bigger orders for three C-27Js and 12 MD-530Fs placed to better equip the KDF in its fight against Al Shabaab insurgents. Later this year the KDF will also take delivery of three C-145 Skytruck light transport aircraft.

and is primarily used to assist Aviation Foreign Internal Defence (AvFID) missions of the Air Force Special Operations Command (AFSOC) in numerous theatres of operation, including East Africa. The aircraft are equipped with a modern Honeywell Bendix King avionics suite. The Skytruck is powered by two Pratt & Whitney PT6A-65B turboprop engines rated at 1,100shp. It operates at a service ceiling of 25,000ft while its STOL capability confers excellent rough-field capabilities.

CAYUSE WARRIORS The Cayuse Warrior helicopters are part of a 12-aircraft order placed in 2016. The U.S. State Department had, in May 2017, approved the sale of these helicopters to replace Kenya’s ageing fleet of MD500 aircraft. The $253 million sale included 4,032 M151 high-explosive warhead rockets, 1,536 2.75-inch M274 smoke signature warhead rockets, and 400,000 rounds of .50 calibre ammunition.

The order is supplied by the United States Government as part of a 150 order by the US Army under a five-year $1.4B contract for allies and partner countries.

The helicopters were handed over to the KDF at a ceremony held at Embakasi Barracks on 23 January and attended by some 100 guests including U.S. Army MajGen. Michael D. Turello, Commanding General of Combined Joint Task Force-Horn of Africa (CJTF-HOA) and numerous KDF officials. The ceremony underscored the strong US-Kenya partnership and ongoing efforts to combat terrorism in the region.

CJTF-HOA supports the Kenya Defence Force in its fight against the Somaliabased al-Shabaab Islamist militant group.

Kenya contributes to the African Union’s AMISOM mission against the group.

The helicopters are capable of performing a variety of scout, attack and close air support missions, which will enhance KDF operations. Included

C-27J SPARTANS The first two C-27J Spartan transport aircraft were delivered to Jomo Kenyatta International Airport in Nairobi on 30 January where they were welcomed by President Uhuru Kenyatta and numerous military officials. These aircraft will most likely replace the ageing fleet of DHC-5 Buffalo transport aircraft in KDF service.

These aircraft were part of a larger order placed with Leonardo in 2017 but only announced in mid-2018, for the delivery of three C-27Js and an undisclosed number of Agusta Westland AW139 utility helicopters.

Kenya joins Morocco, Chad and Zambia in operating the C-27J on the African continent. 

FlightCom Magazine

with the purchase of the helicopters is a multi-year sustainment package, which will ensure the longevity of the aircraft.

C-145A SKYTRUCK The KDF had, in December 2017, requested the supply of three C-145A Skytruck transport aircraft from the United States under the Excess Defence Articles (EDA) programme. The C-145A Skytruck is a variant of PZL M28 Skytruck light twin-engine aircraft manufactured by Polskie Zaklady Lotnicze (PZL) Mielec, a Sikorsky owned company, based in Poland.

The C-145A Skytruck was specifically manufactured for the US Air Force (USAF) Kenya is taking delivery of its first C-27J Spartans.

W

SA Flyer 2019| 07

N ond W EW er e b h TE oom ave L: m +2 Airp ov 7 or ed 12 t , to 56 Han 7 gar 00 1 46 7

AviSys Aviation Systems is an established Maintenance Organization AMO 1089 with SA-CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating. Currently, AviSys is equipped to cater for our Clients needs as per the SA-CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA-CAA Component Release to Service (Authorised Release Certificate) on the following OEM Makes; ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems.

• Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul.

• Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver Service Excellence and Quality Workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked Staff Members.

AviSys looks forward to establish long and just relationships with our client base, in order to meet our high standards of customer satisfaction.

 '

7 ;

Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Web: www.avisys.co.za

Civil Aviation News Morné Booij-Liewes Bell's EDAT electric tail rotor system.

BOMBARDIER

to only do bizjets

Bombardier’s future as a bizjet manufacturer was called into question by recent media reports of a possible sale of its business aircraft unit to Textron.

BELL TESTS A REVOLUTIONARY ELECTRIC TAIL ROTOR SYSTEM

B

ELL has revealed that it has been developing and flight-testing a revolutionary new electric anti-torque tail rotor system for its commercial helicopter line. This innovation, Bell says, will enhance safety, lower operating costs and reduce the noise footprint versus conventional tail-rotor equipped helicopters. The manufacturer has installed its prototype Electrically Distributed Anti-Torque (EDAT) system on a Bell 429 demonstrator at its Mirabel, Quebec facility. Flight testing commenced in great secrecy on 23 May 2019 and to date, has logged about 25 hours of flight time.

EDAT is composed of four small fans within a tail rotor shroud in an offset two-by-two pattern. Each of the rotors has four blades, and are powered by four separate motors, with the electrical energy provided through generators driven by the turbine engines. The blades are fixed pitch but constantly change their RPM as required.

This system removes all of the conventional tail rotor components including the tail rotor hub and blades, driveshaft and associated gearbox. This not only reduces complexity, weight and cost but has other benefits to operators and passengers - especially with regard to safety. When the aircraft is on the ground the fans are stationary while redundancy ensures the helicopter remains controllable in flight with only three fans operating.

The system’s anti-torque fans are controlled through pedals, as on a traditional helicopter, but the link between the pedals and the motors is entirely electric “fly-by-wire” without any of the conventional mechanical linkages and the control tubes. Removing conventional components such as lubricated gearboxes and greased bearings will also reduce operating costs. The electric fans also make the helicopter a friendly neighbour with much reduced noise levels.

Bell points out this is a proof-of-concept design that is still early in its development and has therefore not given any indication of a timeline for the commercialisation of this new technology. 

D

ENYING any sale of this unit was pending, Bombardier hopes to have quelled these rumours, at least temporarily, with the recent announcement of the proposed sale of the company’s Bombardier Transportation (BT) train manufacturing unit to Alstom in a deal valued at $8.2 billion. This move will see the company dramatically reduce its debt burden of $9.3 billion.

In February Bombardier revealed plans to sell its share of the Airbus A220 airliner programme (formerly known as the Bombardier C Series) to Airbus for $600 million. It had already concluded agreements, in the latter part of 2019, to sell its training business to CAE for $645 million and its Q400 program to Viking Air for $300 million. These sales followed announcements earlier in 2019 of its intention to sell its aerostructures business in Belfast as well as the CRJ program.

Bombardier’s Business Aircraft unit will be the sole remaining manufacturing concern in the Group. This unit currently employs some 18,000 staff and has a healthy $14.4 billion order backlog.

Bombardier plans to deliver at least 160 aircraft in 2020, including a ramp-up of its flagship Global 7500, and sees strong growth coming from the large-cabin sector of the bizav market. 

Flying the brand - the Global 7500.

39

FlightCom Magazine

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FLIGHT SAFETY THROUGH MAINTENANCE

FlightCom Magazine

42

Civil Aviation News

EgyptAir's first A320neo.

Morné Booij-Liewes

EGYPTAIR TAKE DELIVERY OF ITS FIRST A320NEO

E

GYPTAIR has become the first north African airline to take delivery of the Airbus A320neo with the handover in mid-February of the first of 15 ordered by the carrier.

The order comprising eight A320neos and seven A321neos was announced in 2017 as part of a lease agreement with AerCap. The aircraft is finished in a two-class configuration with 16 business and 126 economy-class seats. The carrier has been a longtime Airbus client operating many of the European manufacturer’s commercial jets. EgyptAir’s remaining four legacy A320 passenger jets will be retired during 2020. 

MANGO WITHDRAWS FROM LANSERIA

Mango is stopping Lanseria flights.

Nigeria’s Green Africa signs for 50 A220s Nigerian start-up carrier Green Africa Airways has signed a Memorandum of Understanding with Airbus for 50 A220-300 airliners, making this the largest commitment to date for the type on the continent.

T

HE carrier obtained its Air Services Licence (ASL) from the Nigerian Ministry of Transport in mid2018 and is now in the process of obtaining its Air Operator’s Certificate (AOC) from the Nigerian Civil Aviation Authority (NCAA).

Green Africa plans to start operations by August this year with three A220-300s leased from GTLK Europe pending the finalisation of the 50-plane order signed with Airbus.

Green Africa was founded by Babawande Afolabi, a former investment banker for Morgan Stanley who started planning to launch the carrier in 2014. Green Air first hit the aviation news headlines in December 2018 when it announced a commitment for fifty firm, and fifty optioned B737-MAX8s but there is no clarity on the current status of this order in light of the lengthy worldwide grounding of the Boeing 737 MAX. 

I

N a surprise move, low cost carrier Mango has announced it is to stop all scheduled flights from Lanseria International Airport effective 31 March.

The carrier offered scheduled flights from Lanseria to Cape Town, Durban, Zanzibar. It is thought that the carrier’s decision was motivated by the decision of the SAA Business Rescue Practioners to halt all domestic flights by SAA except those between Johannesburg’s OR Tambo International Airport and Cape Town and Mango being tasked to fly the former routes and honour SAA tickets sold on these routes after March 2020.

Some sources also indicate that the carrier had not renewed its lease on two Boeing 737-800 jets, resulting in a loss of capacity forcing the consolidation of its Gauteng operations at OR Tambo International Airport. 

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FlightCom Magazine

Green Africa is yet to start flying.

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