September 2021

FlightCm African Commercial Aviation

Edition 154 | September 2021

LIVE, VIRTUAL, CONSTRUCTIVE SIMULATION

SAA’S IMPOSSIBLE

PLAN

MIKE GOUGH – MID-EAST PILOT DEMAND 1

FlightCom: September 2021

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CONTENTS

TABLE OF

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 Patrick Tillman

SEPTEMBER 2021 EDITION 154

ADMIN: +27 (0)83 607 2335 TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0)15 793 0708

06 10 13 14 17 18 26 28 29 30 32

Bush Pilot - Hugh Pryor Airline Ops - Mike Gough SAA Letter Defence - Virtualised training AME Doctors Listing The Need for Speed Mini Feature - New Steyn City Helistop Starlite Directory Atlas Oil Charter Directory AEP AMO Listing Backpage Directory

© FlightCom 2021. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

A NOTE FROM

THE EDITOR: SAA is like one of the old pioneers of flight, charging ever faster downhill towards a cliff edge, frantically flapping wings that cannot fly. Yet the airline has announced a return to flight on 23 September.

In July, SAA announced that it would start cargo flights in early September. That made sense as the reduction in passenger flying and thus associated belly cargo capacity has pushed up demand for cargo flights enormously. But now SAA has instead said it will launch passenger flights – to many destinations that are already well served by Airlink and the low cost carriers.

Less than a month before it is due to resume flying, it is advertising to find a Chief Pilot. The announced Chief Pilot, Captain Themba McClain, seems to have resigned – or disappeared back to eSwatini, where he was moonlighting by flying the king’s Airbus A340.

If key appointments are already jumping ship, then the airline’s prospects are even more bleak than first thought.

In this issue we have published a letter by a well-informed reader, ‘HJK’ who has done some basic number crunching.

His projections for SAA’s return to flying are horrifying.

The airline expects to average just 43 passengers per flight – a load factor of 15-25%, yet globally, airlines cannot expect to break even with load factors less than 70%. It is hard to believe that the Takatso consortium’s committed R3 billion will be remotely enough to keep the airline flying. ‘HJK’ expresses the fear that the consortium is a front which will be used to mobilise funds from the hitherto largely sacrosanct state pension funds to keep SAA alive.

under immense political pressure

The unpleasant reality is that SAA is no position to restart.

That it is pushing ahead with a restart must indicate that it is under immense political pressure to start ‘flying the flag’ again. Perhaps too, SAA’s Star Alliance and codesharing partners are putting it under pressure to start feeding and de-feeding its hubs so the partners can improve passenger numbers.

The airline has had the remnants of its fleet in storage and will be incurring tolerable losses. However, once it starts flying and burning fuel, the costs multiply exponentially. And with Covid continuing, the revenue from passenger ticket sales will just not support even the operational costs. The implications are beyond frightening. The airline’s business plan allows an unconscionable cash burn of R60 billion in the first five years of operations.

Compounding the financial impossibility of its return to flight, at time of writing, SAA is still struggling to meet the basic requirements for legal operations.

Whichever way you look at the proposed numbers, they are horrifying. In the first year of operations the airline expects to carry 270,000 passengers – yet make a R3.2 billion loss. That means that the poor, who desperately need basic services, will be subsidising every SAA passenger by R11,000. And in the light of Covid dragging on, those are optimistic assumptions.

I cannot believe the public is not out on the street protesting this massive abuse of its taxes for a vanity project. 

BUSH PILOT HUGH PRYOR

PART 1 Libya was a particularly nice place to go on leave...from.

After a month of no booze and limited conversation, it was always exciting to get on the great aluminium bird and fly to freedom...particularly during the Gibli season.

G

IBLI WINDS COME out of the south and scare the hell out of pilots because they have the raw power to strip the paint off cars, sand-blast glass and smash aeroplanes. They occur during the months of March, April and May and to a lesser extent during September and October.

The Giblis are vicious little off-shoots from the ITCZ. During the northern summer the northern hemisphere gets warmer. The warm air is thinner than the cold air in the southern hemisphere and the thicker cold air, in the south, pushes the ITCZ northwards...which brings the Giblis to Libya.

These can last three hours, three days or three weeks.

The basic Standard Operating Procedure for pilots is, if you wake up in the morning and a Gibli is forecast, go back to bed again. You'll still get covered in sand because there has not been a house built yet that can keep a Gibli out. But at least you won't crash and burn as many people have done in the past.

It was in April that I first experienced one of these times when Mother Nature lost her temper. I was on contract to a seismic survey company and our camp was situated in the Murzuq Desert which shows up on satellite photos as a large red circular area in the south west of Libya. On closer inspection the Murzuq looks rather like a great big waffle with a grid pattern of massive red dunes which reach up twelve hundred feet above what used to be the floor of an ancient lake.

hardly anyone knew how to operate it

The first indications of the approach of a Gibli are some very high, fast-moving skeins of cirrus cloud coming flying in from the south. Once these clouds are in place, Giblis can strike at any time without further warning. Sometimes their approach is announced by an enormous rolling wall of blowing sand which comes crashing in from the south, sandblasting everything and anything in its path. Wind speeds commonly exceed 85 knots, but normally these sudden furies only last about three hours.

There are, however, other types of Gibli which start more gradually, building up over half an hour or so.

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Fifteen thousand years ago primitive people had flourished here, hunting for fish and game with stone-tipped arrows beautifully and intricately carved from local flint. The remnants of their tiny civilization still formed scattered groups upon the old lake-bed. Shards of decorated biscuit-fired pottery lay on the hard flat sand together with round grinding stones, complete with pestles and the blackened stones of their hearths.

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Arrow production sites were generally to be found on the gypsum-encrusted shores of little islands which had become mainland as the waters were chased away by the encroaching deserts.

These people were the progenitors of the race which the Lost Roman Legion were looking for in their quest for slaves and conscripts. Some say they were the Barbars, a race of possibly Celtic origin, who were forced out of the desert into the Atlas Mountains to the North, where they survive to this day as the Berber people.

Whatever the truth, the legion which went to hunt them and the gold it was carrying to buy slaves disappeared without trace and I have to admit, we did keep an eye out for them as we went about our work on the survey, just on the off chance, as you might say.

The Barbars left because the water left. Our water had to be trucked in from a well 245 km to the east at an oasis called Qatrun.

So, as you can see, the area wasn't exactly crowded.

Seismic survey lines have to be extremely accurately surveyed and mapped and you can't do that unless you know exactly where you are to begin with. In the old days this meant that you had to start the survey from some known point and go from there. If you wanted to make a survey in the middle of the Murzuq Desert, for example, the nearest accurately surveyed point could well have been several hundred miles away. So you and your surveyors would have had to trapse across miles and miles of desert, plotting trig points, before you could even start work on the real job.

FlightCom: September 2021

The Magnavox Receiver was a large box, about two-and-a-half feet cubed, with a few knobs and a little liquid crystal display on the top and if you set it up with its small tripod antenna and a couple of car batteries with a solar panel to keep them topped up, switched it on and left it for five days to commune with the satellites, it would tell you exactly where it was on the world's surface to within a few centimetres. It'd even tell you how high it was above mean sea level. Pretty clever stuff really. Of course now they put the whole thing into something smaller than a cigarette packet (sorry, are we still allowed to use those words?) and you can stick it in your pocket.

the great dune had grown a plume of sand

The camp was laid out in the form of a laager, with the trailers set up around a central square, in the middle of which was the main electrical distribution box for the lighting and air-conditioning. Each sleeping trailer was rather like a three-compartment third class railway sleeper carriage, two bunks up and two down in each compartment. Living conditions were, to put it mildly, severely constricted and uncomfortable by today's standards, but it was home.

8

Surveying in the remoter parts of the world could be a bit of a tedious and expensive pain in the backside in those days, Which is why Mr. Magnavox came up with the first satellite-based Land Navigator. It was a bit crude compared with the modern Global Positioning System or GPS that everybody and his dog uses nowadays to find home after a night on the tiles.

Anyway, back then this technology was so revolutionary that hardly anyone knew how to operate it. So the company had to call on the services of an old surveyor from Belgium who had been involved in the original research to set the whole thing up. His name was Paul de Fresne. He was small, bald, shy, frail and introverted.

Paul hated flying and the thought of going with me in a little single-engined ten-seater Pilatus Porter, up to the Ubar Hills, which define the northern boundary of the Murzuq, filled him with dread. The fact that there was no airstrip to land on when we got there confirmed his worst suspicions. We must all surely be mad and this whole thing must have been set up by his wife who had taken out an enormous life insurance policy on him and gone to live with her daughter by a previous marriage, since Paul had retired.

With the look of a condemned man, he reluctantly helped me load the Magnavox aboard the aircraft and we took off with Paul hanging on for dear life, eyes

firmly screwed shut, and flew northwards towards the Braspetro oil rig. They had erected the rig at the bottom of a majestic red dune which rose up from the old lake floor, the first one in a chain of dunes which stretched away towards the Algerian border in the West. As we passed the rig I noticed that the great dune had grown a plume of sand which was blowing northwards from its summit. I looked up into the sky above us and there, sure enough, were the tell-tale streamers of high cirrus cloud. We were in for a Gibli, sure as eggs was eggs.

We couldn't go back now, surely, I thought to myself.

Another fifteen minutes and we’d be in the Ubar Hills.

No, we’d keep going. We could always go to Sebha if it really started to blow. They had good facilities at Sebha.

We found a convenient little plateau almost exactly where we needed to set up the Magnavox and having checked at very low level for rocks we came in, with Paul once again almost comatose with fear, and plonked down, light as a feather, right in the middle of it. It took Paul some time to realise that we were actually on the ground and that he had survived the landing. He even perked up a bit. But, of course he didn't then know what Mother nature had in store for us. 

A Magnavox MX 1502 set up in a green field and not the Libyan desert.

QUOTE OF THE MONTH

QOM

Patrick Davidson

I

n August the South African National Aerobatic Championships were held in Phalaborwa. After landing from his Unlimited Class winning performance, Patrick Davidson said:

“I'm super chuffed! It's difficult to explain, when you land and you don't remember what has just happened in the flight. That generally means you had a good one, that you were in the zone - I was just very, very lucky that it was my weekend and I got to win it.”

FlightCom: September 2021

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AIRLINE OPS MIKE GOUGH

I have recently demonstrated to myself that the likes of Zoom are not king in the communications world. Nothing beats traveling for an in-person meeting where required for business.

T

HINGS STARTED OUT a little gloomy.

Boarding the Airbus A350 in Johannesburg, bound for Doha, it appeared that the prophets of doom about international airline travel may have a point – business class was essentially empty, and economy around a third full.

As a very recent retiree from what used to be my career position of airline pilot, due to the truly bizarre (and universally unique) process of creating eight con-current seniority lists based on skin colour and the dangly bits (or lack thereof) between one’s legs, I had to stump up for this trip as ID (Industry Discount) tickets are a thing of the past.

Once ‘processed’ through to the bustling transit departures area, my lack of recent overseas travelling showed, as I walked around like a stunned mullet staring at the hospitality and shopping on offer.

Everything from Lamborghinis to exotic food and drink were readily available, and just for fun I engaged with the vehicle salesman, bantering about a car that my entire pension fund would only suffice as a deposit.

I headed meekly toward the rear of the aircraft

After playing the Covid regulation game of pretending to social distance before cramming into an aircraft, I created space after take-off by claiming my own row in economy.

After eight hours of a somewhat bumpy trip up at Flight Level 430, the contrast of entering Doha’s Hamad International Airport could not have been more marked in comparison to the gloomy, abandoned and closed-up atmosphere of Johannesburg’s ORT. There is a reason as to why this modern wonder has taken first place in Skytrax’s World Airport Awards.

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My fears of my checked through luggage going astray (it always seems to happen to me) were somewhat allayed when the virtues of the systems in service were repeatedly displayed in several languages, while I waited for my connecting flight.

Right on time, another A350 was waiting for us at the designated gate, and this time there was a crowd of people descending with me through the airbridge. Knowing my new-found place in life, I headed meekly toward the rear of the aircraft and took up my seat in the 5th row from the back.

Somehow, I ended up with a row to myself again, much to my surprise, as it was pretty full in all classes.

One gent took up a seat next to me momentarily and then went elsewhere. I checked if I needed to re-apply deodorant, but all seemed well in that department.

The halting of airline cadet schemes has grown the market for privately funded training even more.

This sector was only two-and-a-half hours, but not having anyone in my immediate space was welcome.

A noticeable change of pace and condition of the airport building was immediately apparent as I stepped out into Cairo’s International Airport. I was back in Africa, that was no doubt. After the somewhat chaotic health ‘screening’, I rapidly passed through immigration, and thankfully retrieved my baggage from the carousel.

The operation that represents my flight school in the Middle East sent a delegation of three to fetch and escort me past the throng of taxi offers with appropriate Arab brusqueness. Luckily, being dark, my companion in the back seat could not see me holding on with white knuckles as we entered eleven PM traffic madness to the hotel. Our driving etiquette and the behaviour of our taxis in Johannesburg are positively saintly by comparison. Lane markings on the highways are merely a suggestion, and the deft use of hooters – reminiscent of Mumbai – ensured our safe passage.

I was to be entertained the next day with all things tourist, which, through the local knowledge of my hosts proved fascinating although somewhat exhausting, which was to be expected while cramming the entire Ancient Egyptian history into a single day.

The following day saw me enroute by car to the city of Alexandria on the Mediterranean coast. This was conducted at high speed on a surprisingly smooth sixlane (each way) highway. I had resigned myself to possible death at this point and relaxed to observe the relatively uninteresting desert landscape pass by.

Alexandria reminded me instantly of Durban, but on steroids. Chaotic traffic aside on the beach front roads, the mix of old and modern hotels and apartment blocks that towered massively next to the coastline was a stark reminder of how we have absolutely missed the boat in terms of developing our tourist infrastructure over the last three decades of decay in South Africa.

The enormous Tolip Hotel was to be my home for the next two days. The vast conferencing facilities made

FlightCom: September 2021

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very little attempt to comply with the much vaunted Covid regulations, published around the hotel. Our area was lavishly set up for around 140 delegates, and I set about preparing to expound upon the virtues of becoming an airline pilot.

Somewhat rich coming from a relatively youthful forced retiree of the same industry, but I was to give it my best shot.

than the entire training industry globally will be able to cope with.

There is a distinct shift in the market. Most traditional airline cadet schemes are on hold or cancelled indefinitely. This has, without doubt, shifted emphasis to the privately funded market, which is huge.

There is more business in the Middle East and India

The attendance and enthusiasm absolutely blew me away.

My pretty lady translator was kept busy with whispering the various presentations in my ear, and then doing a live translation of my speech as I elaborated on the virtues of the South African aviation training industry, specifically with reference to my operation, Skyhawk at Lanseria.

Finishing close to midnight, I am still somewhat overwhelmed at the energy and inertia in the ab initio training market as I sit and write this in my hotel room.

There is more business in the Middle East and India

As I have always concentrated on this particular area, the realisation that a significant expansion and establishment of an additional base of operations in the Johannesburg area, is now a certainty.

As South Africans, we decisively placed ourselves on the travel Red List, through sheer government ineptitude. Now as the vaccination programme falters, we need solid communication to get the ball rolling again and get ourselves back into the real world.

It’s booming out there, people.

And I get to do it all again tonight. Nice.



There is already a huge deamand in the Middle East and Asia for new pilots.

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LETTER

THE FANTASY OF FLIGHT FOR SAA V2?

I

N THE FINALISATION of the business rescue plan for South African Airways the Business Rescue Practitioners presented a business plan for the next 5 years. This business plan was the stepping stone to a new – viable and, in the long term profitable airline – or so they claimed.

Creditors of the “old” airline had to swallow their losses – staff lost their jobs and assets had been returned to their owners or lessors – but it was all done to save the airline, with the new promise of a bright future was it not?

The airline has proudly announced it is taking off again on the 23rd September. So the question must be asked, how viable is this newly created business – and will it fly?

This week the new business presented their long awaited re-start flight schedule: They are going to fly to 6 destinations with 8 aircraft (5 narrow body / 3 wide body aircraft). Counting the frequency of the flights gives a total of 4,888 flights per annum. If we divide the same expected revenue: R1.43 Billion / 4,888 flights = we need R293,211 per flight average yield.

If we divide the same passenger load 270,543 over the 4,888 flights – we have an average of 55 passengers per flight. That would lead to an average revenue per flight of R293,211 / 55 pax = 5.331 Rand per paying passenger per one way required on average!

If we take into account that the labour cost (wages bill) for SAA in the first year with 1212 Employees is estimated at R1.475 Billion, (that is over R1.2 million per employee average) - you do not need a lot of insight to realize that everything else – Fuel – Maintenance – and all other Operational costs will lead to an accumulation of the losses. Even an anticipated (yet unrealistic) revenue of R600 million in freight will not make much difference. It would seem the R3 Billion losses in the first year is optimistic.

A revenue of R1.43 Billion against a loss of R3.2 Billion

Let's have a look at some of the presented figures and hold them against the light of reality: In the Business Rescue plan the collective loss in the first 3 years of operations is estimated at R6.3 Billion – and there were some fancifully optimistic assumptions made.

On revenue of R1.4 Billion the projected loss is R3.2 Billion in the first year, then a loss of R2.2 Billion in the second year and a final loss of almost R1 Billion in the third year. How realistic is this? The original plan states that 6,204 flights will be made in the first year transporting 270,543 passengers, resulting in a total passenger revenue of R1.43 Billion. Let's take a closer look at this flight of fancy: The total of 270,543 passengers on 6,204 flights is an average of 43 passengers per flight.

The total amount of flights would have a revenue of 1.43 Billion / 6,204 flights = R231,015 average revenue per flight required. And that revenue of R1.43 Billion / 270,543 passengers equals R5,297 average per passenger per single flight. So it would appear they are expecting passengers to pay over R5000 average per one way flight on SAA aircraft that have over 70% empty seats?

A revenue of R1.43 Billion against a loss of R3.2 Billion implies that for every R1000 of revenue - more than double that amount would be lost.

How did anyone ever approve the plan for a business going forward and receiving financing (taxpayers funds) again?

We can look at the second and third year – but the improbability only gets worse.

It does not take much imagination to realise what has happened here. SAA was to be kept alive and the figures were massaged and manipulated until an “acceptable” solution (on paper that is) was found.

The reality of the market in South Africa is somewhat different though and we are bound to see SAA needing cash inputs or bail-outs again within a short time frame.

Who will pay the bill next time?

You as the tax-payer? Or a creative investment club “managing” your pension funds in the name of “infrastructure investments?” One wonders how much money will be syphoned into SAA again – and how long it will take before the realisation that it is a pipe dream with a political motivation will come to the surface. When will they finally realize that the airline should have been liquidated a long time ago?

HJK



FlightCom: September 2021

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DEFENCE DARREN OLIVIER

For almost as long as there have been military aircraft, there have been simulators to assist with the training of pilots, gunners, bombardiers, and other aircrew.

O

NLY A YEAR SEPARATED the introduction of the first military aircraft - a modified Wright Model A in 1909 - and the first simulator in 1910: the ‘Tonneau Antoinette’ (Antoinette barrel) was a simple controls demonstrator and 2-axis motion simulator.

Within two years it was followed by a wide range of motion and controls simulators, including the Wright Brothers’ ‘Kiwi Bird’ in 1911. After all, flying is still a difficult skill to master even with modern aircraft, let alone the underpowered, rickety, low-endurance, flimsy, and unforgiving contraptions of the pioneering aviation days.

It didn’t take long for military forces to realise that if they were going to train up cohorts of airmen, then they needed a way to do the initial parts of it more safely and cheaply on the ground before sending any up in actual aircraft. In all the years since, that principle has remained, with simulators being a central component of all military aircrew training.

By the First World War they had been extended to provide training to other roles such as aerial gunners, who used elaborate ground rigs to learn how to lead their fire onto moving aircraft. By the Second World War the primary simulator on the Allied side was

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the Link Trainer, able to simulate not only limited motion and controls but also the workings of flight and navigation instruments.

Nowadays, military flight simulators are enormously complex and expensive digital systems with exact cockpit and avionics replicas of the aircraft being simulated, high-fidelity flight models, wrap-around dome projection displays, and the ability to simulate most types of combat. Some are capable of limited movement, but most have given up simulating motion.

What’s more, whereas simulators were once used only to introduce new pilots to flying, they’re now a core part of every line all the way through to fighters. Most military pilots now spend around 10-20% of their time flying in simulators, rather than real aircraft, in order to practice certain skills and save costs.

But for all the improvement in accuracy and scope, simulators have still been seen as an inferior analogue of actual flying, incapable of delivering the full experience and having value only as a way to introduce aircrew to a new type or ab initio flying and offering a cheaper way to practice skills.

This is about to change. A combination of advances in networking, onboarding computing power, and both augmented and virtual reality headsets are converging

to bring about the most consequential change in military combat simulation in decades. The impact on both training and ongoing practice will be profound, as the boundaries between what’s real and what’s simulated become increasingly blurred and simulation goes from being a discrete part of training to something that’s infused through all activities.

First, advances in both processing power and radio protocols and bandwidth have enabled much greater use of networking in simulation to produce more realistic scenarios. It began at a small level by locally networking multiple co-located simulators together to allow pilots to train on combined tactical scenarios.

for not only familiarisation training, but also as a tool to develop and evaluate tactics at the realistic scale of two full flights of fighters.

The Swedish Air Force has made heavy use of this capability as an integrated part of mission planning and preparation. For instance, before the Swedish Air Force took part in the NATO-led coalition over Libya in 2011, its chosen aircrew first spent a few weeks at the FLSC practicing all the potential scenarios over the same simulated territory.

Trainers at the mission control / AWACS stations studied and adopted NATO-style protocols and terminology to familiarise aircrew with how to work alongside NATO forces, and proposed tactics were evaluated and changed when necessary.

As a result, the Swedish contribution to the operation was extremely successful with no time needed for local familiarisation, very few interoperability issues, and a high mission success rate.

military flight simulators are enormously complex and expensive

As an example, the Swedish Air Force’s Combat Simulation Centre (FLSC) has eight full cockpit simulator stations and four mission controller / AWACS simulator stations, all networked into each other. Most of the time the simulators are configured to be exact replicas of the Gripen, but it’s also possible to replace any aircraft station with an alternative cockpit and flight model to replicate other aircraft types, meaning that some could be configured to accurately simulate ‘enemy’ aircraft. What this allows for is the use of simulators

A more recent addition was the ability to network the FLSC to other simulation centres around the world, including an identical Gripen facility for the Czech Air Force and an F-16 simulation centre of the US Air Force, for up to 16 simulators networked and active

Red-6 was developed by an ex RAF fighter pilot for Augmented reality.

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Red-6 can simulate air to air refuelling with a much cheaper Berkut experimental aircraft.

at once. This obviously means you can test, evaluate, and train for much more complicated tactical scenarios including large numbers of enemy aircraft.

The South African Air Force’s Gripen training centre at AFB Makhado unfortunately has only two simulator stations and has not been networked to other country’s simulation centres. This seriously limits the value that can be gained from simulation, although the situation is at least ameliorated by the addition of a desktopbased mission scenario simulation tool developed by the CSIR.

capability built into its Hawk Mk120 radios and avionics and implemented via the indigenous Link ZA data link. The benefit of this approach is that the Hawks can receive data from every other Link ZA-enabled platform, including Gripens and the Navy’s Valourclass frigates. Not only does this open up new training opportunities, but it makes the Hawks useful as pointdefence fighters able to receive live radar data from other platforms to vector them onto targets.

This combination of real world systems and simulators all networked together is usually referred to as Live, Virtual, Constructive (LVC) simulation, where training exercises might involve any combination of actual aircraft and ground systems, fullblown simulators, and computergenerated forces. For many air forces LVC simulation is now the standard approach, to the point where in any given exercise no pilot or controller can be entirely certain that the aircraft or other system they’re seeing on their displays, or the people they’re speaking to, are in real platforms or in simulators.

So you can have much larger and more complicated training scenarios, testing a much wider variety of skills and tactics.

data can also be virtually constructed

But networking is not only useful on the ground: aircraft data links also provide the opportunity for training and simulation, because in any place that data is transferred it can also be virtually constructed. For instance, it has now become standard for radar-less lead-in fighter trainers, like Hawks, to be fitted with data links that share aircraft positions and simulate both radars and missile firing protocols in order to let pilots train in air combat scenarios without needing to fly much more expensive fighters.

In many air forces that’s implemented through Air Combat Manoeuvring Instrumentation (ACMI) pods that fit on a pylon, but in the SA Air Force it’s a

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However it’s the development of augmented reality solutions that open up some really intriguing options

LOCATION

TEL NO

E-MAIL

✗ ✗ ✗ ✗

Britz

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Valhalla

079 636 9860

churchbs@live.com

Du Plessis

Alexander

Athlone Park

031 904 7460

dex.duplessis@intercare.co.za

Erasmus

Philip

Benoni

011 849 6512

pdceras-ass@mweb.co.za

Govender

Deena

Umhlanga Rocks

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

✗ ✗

Ingham

Kenneth

Midrand

011 315 5817

kaingham@hotmail.com

✗ ✗

Marais

Eugene

Mossel Bay

044 693 1470

eugene.marais@medicross.co.za

✗ ✗

Opperman

Chris

Pretoria Lynnwood

012 368 8800

chris.opperman@intercare.co.za

✗ ✗ ✗

Tenzer

Stan

Rand Airport & JHB CBD

083 679 0777

stant@global.co.za

✗ ✗ ✗

Toerien

Hendrik

White River, Nelspruit

013 751 3848

hctoerien@viamediswitch.co.za

✗ ✗ ✗

Van Der Merwe

Johann

Stellenbosch

021 887 0305

johann.vdmerwe@medicross.co.za

Van Niekerk

Willem

Benoni

011 421 9771

http://willemvanniekerk.co.za

Other countries

FIRST NAME

EASA registered

SURNAME

FAA registered

AME Doctors Listing

Off-site Specialist tests

Organisations like the South African Air Force need to rethink their simulation approach and ensure they remain up to date and take advantage of these new trends. 

On site Specialist tests

Looking further ahead, the same technology can apply to all types in an air force fleet, to practice everything from close air support, to formation flying, to landing in hot LZs, to search and rescue, and to firefighting.

It’s clear that military aircraft simulation is about to enter a whole new era of both huge jumps in fidelity and realism but also new options to reduce flying costs and maintain skills with fewer resources.

Senior Class 1, 2, 3, 4

Red 6, an American company, is the current leader in augmented reality pilot training with a solution based around a headset that fits into standard fighter pilot helmets, and just recently received a $60 million contract from the US Air Force to build the system into a T-38 trainer. Their system can generate realisticlooking aircraft all the way from other fighters for realistic air combat training through to aerial tankers at ranges from many kilometres away to ones that appear to be flying right alongside, meaning even aerial refuelling could be practiced up to a point without using tankers. They’re also working on realistically projecting ground-based systems on real-world terrain, meaning that a pilot could train to avoid missile systems or attack ground targets on any random weapons range without the need for actual ground vehicles.

For now the technology is relatively new and still fairly limited, with some issues around occlusion, appearance, frame rate, and so on, but at the current rate of improvement it won’t be long before those are all resolved and it becomes difficult for a pilot on board an aircraft to tell apart a projected augmented reality aircraft or vehicle from a real one. Competing solutions from other companies are also emerging fast.

This will be the next step in LVC simulation, letting pilots jump between real aircraft with augmented reality displays (when realistic physical experiences are required) and simulators (to save costs) to realistically train for and practice every kind of tactical scenario while also saving money.

Regular Class 2, 3, 4

for fully blending live and virtual training by projecting simulated imagery over the real world.

✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

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FlightCom: September 2021

17

HISTORIC

It is said that technology advances fastest under the life-or-death imperative of war. But for aviation there was a massive step change in technology in the quest for the Schneider trophy – which became a national obsession – especially for the Italians under Mussolini.

Great Britain famously won the Schneider trophy three years in a row – but few appreciate the efforts of the Italians to unseat the British. Steve Trichard tells us the story of the amazing Macchi MC72.

The MC72 - Beautiful. Racing Red. Fast. Sexy.

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FlightCom: September 2021

I

N THE 1930S speed was the exclusive domain of the seaplane. On 23 October 1934 Warrant Officer Francesco Agello became the fastest man alive by setting the world speed record in the Macchi MC72 seaplane.

The MC72 was the pinnacle of racing seaplanes. At 383 knots, it was the fastest aircraft in the world. A distinction held for almost five years. It is still, to this day, the world speed record for internal combustion engine seaplanes.

The Schneider trophy The stage for the racing seaplane was set in 1912 when Jacques Schneider, son of a wealthy French industrialist, announced the annual Schneider Trophy competition. He intended to stimulate the development of commercial flying boats and seaplanes. However, it became a pure quest for speed.

It was the most important and prestigious international air race at the time. American and European military teams competed in the name of international prestige.

National pride was at stake.

The race was held twelve times during the period 1913 until 1931. The trophy was permanently awarded to Great Britain in 1931 after three consecutive wins, the last with the Supermarine S6B. It is not surprising that between 1931 and 1939 seaplanes held the world airspeed record.

Until the appearance of practical variable-pitch propellers in 1932, the lengths of existing runways limited the speed of landplanes. The extreme coarse pitch of propellers for high speed flight produced poor takeoff acceleration. Runways were just not long enough.

Water became the runway of choice as on water the maximum field length is close to infinity. However, water takeoffs had challenges. The torque of the engine pushed one float into the water resulting in continuous The Schneider trophy uncontrollable yaw. As the depicted a naked winged power output of engines female flying above The Schneider trophy that made it all happen. increased the yaw became and kissing a wave. The so pronounced that it female figure represents made takeoff impossible. the spirit of flight and the Innovative and novel designs lessened the impact, trophy symbolizes speed conquering the elements of but even so, the change in heading during takeoff was sea and air. in the region of 70 degrees. Float size increased to The race took the form of time trials, with aircraft improve the buoyancy of the float that took the brunt setting off individually in 15-minute intervals, flying a of the torque effect, but by doing so the total drag was multiple-lap course covering 350 km. The winner was increased during takeoff and once airborne, top speed the aircraft that completed the distance in the fastest was compromised. The fuel tanks were installed in the time. Competitors represented their countries and a floats and one float carried up to 4 times more fuel to win resulted in an annual prize and the opportunity for compensate for the asymmetric drag in the water. their country to host the next race.

Takeoff runs were over distances of three km and it The competition generated enormous interest from the took more than two minutes to get airborne. During public and attracted crowds of over 250 000 spectators. takeoff, the water spray produced by the propeller and Various sources state that 1 million spectators attended floats effectively blinded the pilot. He knew the aircraft certain races in Italy and Britain. This sounds farfetched, was yawing with no idea of the change in heading. but the sources are credible.

Pilots intensely disliked the takeoff.

FlightCom: September 2021

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ABOVE: The crowd attending a Schneider Trophy race makes todays Red Bull Air Races look small.

BELOW: The extreme coarse pitch of the MC72 fixed pitch contra-rotating propeller.

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FlightCom: September 2021

The brass coloured skin of the MC72 is surface radiators. The underside of the wing is also covered.

Takeoff technique involved the following; full rudder (to minimise the yaw), full aileron (to pick up the low wing) and full up elevator (stick fully back). These aircraft could not get airborne on glassy water, they needed choppy water. The rear end of the floats would not allow the nose to be raised. The seaplane floats were operating in an unfamiliar speed and purpose environment. A better understanding of hydrodynamics (hydrodynamics are similar to aerodynamics but totally different!) made takeoff controllable.

The landings were marginally less dangerous. The ultimate goal of speed dictated a very high wing loading, resulting in touch down speeds of up to 150 knots!

The increase in engine power was almost exponential.

In 1927 the most powerful engine produced 746 kW. In 1931, four years later, the engine power increased to 1,890 kW. The engines were monstrous and were designed with one purpose; to produce as much power as possible. The engineers used all the tricks in the book and then some in their search for every available

kilowatt. The only limitation was that the engine had to survive for one hour in racing mode.

The engines generated enormous heat by consuming exotic fuel. The Rolls-Royce V12 R engine used a mixture of 30% benzol, 60% methanol, 10% acetone and 0,1% lead. Furthermore, the engine cowlings were designed to fit like a glove around the engine, effectively stopping cooling airflow. There were legitimate fears from the pilots that these engines would melt in the air. Conventional radiators could not provide the answer, as they were extra drag.

The American Curtiss R3C, the last bi-plane to win the race in 1925, pioneered surface radiators. The oil and water-cooling systems were ingenious; the surface of the seaplane is used for cooling purposes, with the oil and water pumped through the systems under extreme pressure. Most surfaces of the Schneider racers were covered with these radiators, moulded flush into the skin of the aircraft. Reginald Mitchell, the designer of the British Supermarine racers, referred to the Supermarine S6 as a flying radiator.

FlightCom: September 2021

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There is a lovely story of the M39s being shipped to America. In America, prohibition was in full swing, and the Italian team decided to fill the fuel tanks of the M39s with Chianti red wine from Tuscany in Italy. Nobody knows what happened to the wine, but the M39 victory suggests serious consumption!

The designs of Mitchell (Supermarine) and Castoldi (Macchi) met head-on during the races of 1927 and 1929.

Both races ended in disappointment for Italy due to engine failures. Mitchell had the ace in his corner, Rolls-Royce engines.

Mussolini during his visit to the Macchi factory in 1934 after Agello’s record flight.

The Italians participated in the Schneider Trophy from the outset and won it on three occasions. During the latter part of the 1920s, engine reliability and unconventional designs hampered their success. Where Macchi followed the more traditional route in design, the Piaggio Pegna P7 raised eyebrows as it replaced floats with hydrofoils. The fuselage and wings were floating on the water while stationary. Although the hydrofoil concept had huge potential, the technical difficulties of changing from boat to aircraft could not be mastered successfully.

In 1926 Benito Mussolini, the dictator of Italy, expressed his wish to win the Schneider Trophy.

The Italian Air Force became involved with newly formed units and facilities at Lake Garda.

The Italian effort became more focussed and Macchi’s Mario Castoldi designed the official Italian entry for the 1926 race in Norfolk Virginia. The M39 introduced the basic aircraft configuration and layout that were followed by all participating teams. Castoldi integrated all the lessons learnt by the different teams and refined them further.

He concentrated on streamlining, with key features being a low monoplane wing, surface radiators and a minimum of external bracing. An innovation was moving the fuel tanks into the floats.

The Macchi racers were all painted racing red, the national colour of Italy’s racing teams. It was typical Italian; beautiful, red, fast, and with a question mark on reliability.

Benito Mussolini was not amused after the 1929 failure. He was determined to showcase Italy’s technical expertise and became personally involved, directing state resources to fund the development of the seaplane to represent Italy at the race of 1931. An Italian win would prevent Britain from winning the trophy for the third time and thus becoming the permanent holder of the trophy.

Touchdown on water at 150 knots

The truly amazing achievement was that the M39 was conceptualised, developed, put through a short test flight programme and won the race – all within nine months!

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FlightCom: September 2021

Macchi Aeronautica, in the person of Castoldi, was responsible for the development of the aircraft.

The aircraft was designated MC72. The C referred to Castoldi.

Fiat was contracted to develop the engine. Castoldi knew that engine power was crucial in designing a winning aircraft. He would not have been thrilled to be dependent on Fiat. He was a well-known critic of Fiat engines, and after the 1927 defeat said that in Fiat, "Power is measured in donkey-power".

The Rolls Royce R V12 engine that powered the Supermarine S6B produced 1,890 kW so it was clear to everyone that the MC72 engine had to be something extraordinary. Castoldi specified an engine with a power output of at least 1,715 kW, which could be

The Fiat AS.6 engine is 3,4 m long. Facing to the right.

increased to 2,088 kW in racing mode. It was a huge ask for Fiat, as the most powerful engine produced by them was the V12 AS.5, with an output of only 746 kW. The AS.5 engine was built to power the Fiat C29 to compete in the 1929 Schneider race. One of the requirements set to the engineers was that the AS.5’s frontal area must be as small as possible. Three C29s were built, of which two were lost during test flights.

The pilot, in both instances, was Francesco Agello.

Agello was very lucky to survive. The first accident involved the aircraft flipping backwards during landing and disappearing into Lake Garda nose first. The remaining aircraft did not compete in the 1929 race.

That is exactly what Zerbi did, Fiat gave Castoldi two engines. It was a unique solution. Although referred to as a V24, it is two V12s operating independently.

Effectively the MC72 is a twin-engine aircraft. The engine that Fiat produced is known as the AS.6 and is a liquid-cooled, supercharged V24 with a total displacement of 50,3 litres, producing 1,715 kW. It is fitted with contra-rotating propellers.

With the engine solution finalised, Castoldi designed the aircraft. The design went smoothly with minimal challenges. Castoldi had designed the ultimate seaplane racer.

Pilots intensely disliked the takeoff.

Castoldi required an engine for the MC72 as soon as possible.

The entire aircraft would be engineered around the engine.

Fiat was pressured into a very short development phase. The Fiat engine team, led by Tranquillo Zerbi, realised that there was not enough time to start the engine design from scratch. The engine would have to be based upon an existing engine. A supercharger was developed for the AS.5 and other technical upgrades were incorporated. But Zerbi knew the upgraded AS.5 engine could not develop the power needed to power the MC72 to victory.

So we can perhaps picture the following scenario playing out in the Zerbi team: “If Castoldi wants more power – then give him two engines.”

The basic concept of the AS.6 was to couple two upgraded AS.5 V12 engines in tandem.

They are arranged nose-tonose, with the front engine turned around. They share a crankcase, induction manifold and supercharger. The engines start independently, with the rear engine starting first.

The crankshafts rotate in opposite directions with independent co-axial driveshafts, resulting in the propellers contra-rotating. The driveshaft of the front engine is hollow and the driveshaft of the rear engine passes through it. The front engine drives the rear propeller.

The rear engine powers the supercharger and supplies air to both engines. The power required to drive the supercharger is 186 kW.

FlightCom: September 2021

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The narrow engine and streamlining are quite evident.

The tandem engine layout resulted in the desired narrow engine (a legacy of the AS.5), which had a far smaller frontal area than other engines with similar power output. Castoldi put this to good use. The MC72 is superbly streamlined.

separate accidents, both involving the AS.6 exploding in mid-air.

The contra-rotating propeller neutralised the torque effect, allowing Castoldi to design floats that were smaller than those fitted to the other racers. The smaller floats produce less drag, resulting in shorter takeoffs and less water spray. In addition, once airborne the penalty on top speed is less. The fuel is evenly distributed between the floats.

The purpose of developing the MC72 was lost.

However, Macchi, with support from the Mussolini government, continued their work. There was a new goal, to break the world speed record.

The AS.6 suffered many technical difficulties during development. The Zerbi team worked determinedly to resolve the issues. By April 1931, the engine completed a one hour run, producing 1,715 kW. The MC72 started test flights in the summer of 1931.

During high speed flights, the engine suffered from severe backfires. The cause was a mystery to the engineers. The engine ran flawlessly on the test bench but not during flight. Test flights were continued in an attempt to identify the problem. Two test pilots died in

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With the Schneider Trophy race one month away and the cause of the backfires unknown, the MC72 was withdrawn from the race. The aircraft was grounded.

Fiat believed the backfire issue was fuel related. Rod Banks, the engineer that developed the special fuel used for the Rolls-Royce R engine, was contracted as a consultant. Banks developed an exotic fuel for the AS.6, boosting the engine output by 220 kW. He realised that fuel was not the main cause of the backfires. The Fiat engineers did not fully account for the ram effect on the engine intake during high speed flight. Banks knew how Rolls-Royce solved the ram effect issue. The Italian team constructed an enginedriven blower that, through a duct, delivered ram air to the AS.6’s intake. A modification to the AS.6 solved the backfire problem.

The sprint version of the AS.6 developed 2,312 kW. Whereas the racing engine was required to produce full power for an hour, the sprint engine’s requirement was considerably less. The speed was measured over four sprints of 3 km each. For the speed record flight, the flying time from takeoff to landing was less than 20 minutes.

Francesco Agello, the last surviving pilot trained at the Scuola Alta Velocità (High Speed Flying School), set the speed record of 383 knots. The MC72 never flew again.

The Schneider trophy legacy Arthur Sidgreaves, managing director of Rolls-Royce from 1929 until 1946, believed that the Schneider races forced 10 years of engine development into two years. Although engines were critical in the pursuit of speed, a better understanding of aerodynamics cannot be overemphasised.

Reginald Mitchell designed the Supermarine Spitfire and the Rolls-Royce R engine laid the foundation for the Rolls-Royce Merlin engine.

Mario Castoldi designed the Macchi MC.205 Veltro fighter. The Veltro is not well-known outside of Italy but Capt. Eric Brown, the legendary Royal Navy test pilot, remembered the MC.205 as “One of the finest aircraft I ever flew,…. beautiful and up to anything on the Allied programme.”

James Doolittle, the winning pilot of the 1925 Schneider race, led the famous Doolittle Raid when American bombers attacked several Japanese homeland targets in April 1942.

A final thought: “Air Racing may not be better than your wedding night, but it’s better than the second night.”

Mickey Rupp



Designers and participants became household names in their countries and annals of world aviation.

He survived - Francesco Agello after his record-setting flight.

FlightCom: September 2021

25

MINI FEATURE

NEW

STEYN CITY

HELISTOP

In a welcome development for helicopter operators in the northern suburbs of Johannesburg, a new “Ultimate Helistop’ has been opened.

Style and quality in keeping with the exclusive estate.

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FlightCom: September 2021

The Steyn City Heli stop is at the entrance to Steyn City.

S

TEYN CITY IS AN UPMARKET residential and commercial estate north of Johannesburg. In keeping with its exclusive nature if has now opened a heliport to enable improved connectivity with the estate, as the roads around the estate have been the subject of a prolonged upgrade and carry traffic to Diepsloot township further north.

The new heliport offers shuttle services from the estate to Sandton and OR Tambo Airport.

The Steyn City Ultimate Helistop is operated by Ultimate Heli, which offers helicopter charter across the country. Ultimate Heli opened South Africa’s first privately-owned heliport at Midrand in 2018. The new helistop features a 650 sq metre hangar and three helicopter pads. It also features an office suite with meeting ‘pods’ and washroom facilities.

Steyn City is a 809-hectare gated residential estate with a golf course, restaurant, school, equestrian centre, indoor heated swimming pool and business park. 

The top class lounge facility for the Heliport.

FlightCom: September 2021

27

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RAND AIRPORT

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AMKA Aviation Pty (Ltd) Aerospace Electroplating Aviation Rebuilders CC Clifton Electronics Dynamic Propellers

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FlightCom: September 2021

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827 9896

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lyn@aviationrebuilders.com

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086 689 5645 086 548 2651

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Composite Manufacturing

Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments

Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments

FAX NO

Interior

CODE TEL NO

Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint

NAME OF AMO

RAND AIRPORT CONTINUED Emperor Aviation

(082)

497 1701

FLYONICS (Pty) Ltd

(082)

686 2374

michael@flyonics.co.za

Heli-Afrique cc

(011)

827 8632

086 503 1870

Placo (Pty) Ltd

(011) 827 9301

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086 613 9922 082 565 2330

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RICHARDS BAY Alton Aero Engineering

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SPRINGS AIRFIELD Legair Maintenance

WONDERBOOM AIRPORT - PRETORIA

208 Aviation Aerocore Aircraft Maintenance @ Work Pty Ltd Adventure Air Aerotric Aero Engineering & Powerplant

Alpha One Aviation

AviSys Aviation Systems APCO Pty Ltd AVIA Instruments Breytech Aviation cc

(083) (012) (012) (012) (087) (012) (082) (083) (012) (082) (012)

567 3500

Sport Plane Builders cc

(083)

361 3181

TAM Interiors

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455 0215

Propeller Centre cc

(012)

567 1689

543 2323

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aerotric@aol.com

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543 9447

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NIGERIA - MURTALA MUHAMMED INTERNATIONAL AIRPORT ExecuJet Aviation Nigeria Ltd

+2341 295 5110

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JOHANNESBURG F Gomes Upholsters

(011)

614 2471

614 9806

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Comporob CC

(012)

940 4447

086 502 3689

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M&N Acoustics Services Pty (Ltd)

(012)

689 2007

086 211 469

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• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines; •Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227

FLIGHT SAFETY THROUGH MAINTENANCE

FlightCom: September 2021

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BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za 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

Algoa Flying Club Sharon Mugridge 041 581 3274 info@algoafc.co.za www.algoafc.co.za

Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za

Alpha One Aviation Opelo 082 301 9977 on@alphaoneaviation.co.za www.alphaoneaviation.co.za

Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za

Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za

Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za

C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za

Dart Aeronautical Jaco Kelly 011 827 8204 dartaero@mweb.co.za

Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com

Aerocore Atlas Aviation Lubricants Jacques Podde Steve Cloete 082 565 2330 011 917 4220 jacques@aerocore.co.za Fax: 011 917 2100 www.aerocore.co.za Sales.aviation@atlasoil.co.za

Aero Engineering & PowerPlant www.atlasoil.africa Dart Aircraft Electrical Andre Labuschagne ATNS Mathew Joubert 012 543 0948 Percy Morokane 011 827 0371 aeroeng@iafrica.com 011 607 1234 Dartaircraftelectrical@gmail.com

percymo@atns.co.za www.dartaero.co.za Aero Services (Pty) Ltd www.atns.com Chris Scott DJA Aviation Insurance 011 395 3587 Aviation Direct 011 463 5550 chris@aeroservices.co.za Andrea Antel 0800Flying www.aeroservices.co.za 011 465 2669 mail@dja-aviation.co.za

www.dja-aviation.co.za Aeronav Academy info@aviationdirect.co.za www.aviationdirect.co.za Donald O’Connor Dynamic Propellers 011 701 3862 BAC Aviation AMO 115 Andries Visser info@aeronav.co.za Micky Joss 011 824 5057 www.aeronav.co.za 035 797 3610 082 445 4496 monicad@bacmaintenance.co.za andries@dynamicpropeller.co.za Aeronautical Aviation

www.dynamicpropellers.co.za Clinton Carroll Blackhawk Africa 011 659 1033 / 083 459 6279 Cisca de Lange Eagle Aviation Helicopter Division clinton@aeronautical.co.za 083 514 8532 Tamryn van Staden www.aeronautical.co.za cisca@blackhawk.aero 082 657 6414 www.blackhawk.aero tamryn@eaglehelicopter.co.za Aerotric (Pty) Ltd www.eaglehelicopter.co.za Richard Small Blue Chip Flight School

083 488 4535 Henk Kraaij Eagle Flight Academy aerotric@aol.com 012 543 3050 Mr D. J. Lubbe bluechip@bluechip-avia.co.za 082 557 6429 Aircraft Assembly and Upholstery Centre www.bluechipflightschool.co.za training@eagleflight.co.za Tony/Siggi Bailes www.eagleflight.co.za 082 552 6467 Border Aviation Club & Flight School anthony@rvaircraft.co.za Liz Gous Elite Aviation Academy www.rvaircraft.co.za 043 736 6181 Jacques Podde

admin@borderaviation.co.za 082 565 2330 Aircraft Finance Corporation & Leasing www.borderaviation.co.za info@eliteaa.co.za Jaco Pietersen

www.eliteaa.co.za +27 [0]82 672 2262 Breytech Aviation cc

jaco@airfincorp.co.za 012 567 3139 Enstrom/MD Helicopters Jason Seymour Willie Breytenbach Andrew Widdall +27 [0]82 326 0147 admin@breytech.co.za 011 397 6260 jason@airfincorp.co.za aerosa@safomar.co.za www.airfincorp.co.za Bundu Aviation www.safomar.co.za Phillip Cronje Aircraft General Spares 083 485 2427 Era Flug Flight Training Eric or Hayley info@bunduaviation.co.za Pierre Le Riche 084 587 6414 or 067 154 2147 www.bunduaviation.co.za 021 934 7431 eric@acgs.co.za or hayley@acgs.co.za info@era-flug.com www.acgs.co.za Celeste Sani Pak & Inflight Products www.era-flug.com Steve Harris Aircraft Maintenance @ Work 011 452 2456 Execujet Africa Opelo / Frik admin@chemline.co.za 011 516 2300 012 567 3443 www.chemline.co.za enquiries@execujet.co.za frik@aviationatwork.co.za_ www.execujet.com opelonke@aviationatwork.co.za Cape Aircraft Interiors Sarel Schutte Federal Air Aircraft Maintenance International 021 934 9499 Rachel Muir Pine Pienaar michael@wcaeromarine.co.za 011 395 9000 083 305 0605 www.zscai.co.za shuttle@fedair.com gm@aminternational.co.za www.fedair.com Cape Town Flying Club Aircraft Maintenance International Beverley Combrink Ferry Flights int.inc.

Wonderboom 021 934 0257 / 082 821 9013 Michael (Mick) Schittenhelm Thomas Nel info@capetownflyingclub.co.za 082 442 6239 082 444 7996 www.@capetownflyingclub.co.za ferryflights@ferry-flights.com admin@aminternational.co.za

www.ferry-flights.com Capital Air Air Line Pilots’ Association Micaella Vinagre Fireblade Aviation Sonia Ferreira 011 827 0335 010 595 3920 011 394 5310 micaella@capitalairsa.com info@firebladeaviation.com alpagm@iafrica.com www.capitalairsa.com www.firebladeaviation.com www.alpa.co.za

Century Avionics cc Flight Training College Airshift Aircraft Sales Carin van Zyl Cornell Morton Eugene du Plessis 011 701 3244 044 876 9055 082 800 3094 sales@centuryavionics.co.za ftc@flighttrainning.co.za eugene@airshift.co.za www.centuryavionics.co.za www.flighttraining.co.za www.airshift.co.za

Chemetall Flight Training Services Airvan Africa Wayne Claassens Amanda Pearce Patrick Hanly 011 914 2500 011 805 9015/6 082 565 8864 wayne.claassens@basf.com amanda@fts.co.za airvan@border.co.za www.chemetall.com www.fts.co.za www.airvan.co.za

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FlightCom: September 2021

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za Foster Aero International Dudley Foster 011 659 2533 info@fosteraero.co.za www.fosteraero.co.za

Gemair Andries Venter 011 701 2653 / 082 905 5760 andries@gemair.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 Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za

Integrated Avionic Solutions Gert van Niekerk 082 831 5032 gert@iasafrica.co.za www.iasafrica.co.za International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za Investment Aircraft Quinton Warne 082 806 5193 aviation@lantic.net www.investmentaircraft.com Jabiru Aircraft Len Alford 044 876 9991 / 044 876 9993 info@jabiru.co.za www.jabiru.co.za Jim Davis Books Jim Davis 072 188 6484 jim@border.co.za www.jimdavis.co.za

Joc Air T/A The Propeller Shop Aiden O’Mahony 011 701 3114 jocprop@iafrica.com Kishugu Aviation +27 13 741 6400 comms@kishugu.com www.kishugu.com/kishugu-aviation

Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

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

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Orsmond Aviation Gavin Brown 058 303 5261 031 202 5703 info@orsmondaviation.co.za info@landingeyes.co.za www.orsmondaviation.co.za www.landingeyes.com

Owenair (Pty) Ltd Lanseria Aircraft Interiors Clive Skinner Francois Denton 082 923 9580 011 659 1962 / 076 810 9751 clive.skinner@owenair.co.za francois@aircraftcompletions.co.za www.owenwair.co.za Lanseria International Airport Pacair Mike Christoph Wayne Bond 011 367 0300 033 386 6027 mikec@lanseria.co.za pacair@telkomsa.net www.lanseria.co.za Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za

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

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za 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 Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com

Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

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

Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za

Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com

Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

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

Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com

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

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za

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

Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

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

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za

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

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

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

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

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

FlightCom: September 2021

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