Flightcom Magazine February 2022

FlightCm African Commercial Aviation

Edition 158 | February 2022

Mike Gough:

Sanity returns.

SAAF – Serious dangers in Moz! 1

FlightCom: February 2022

Cessna’s Longitude in Africa

Africa’s

aviation recovery

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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

FEBRUARY 2022 EDITION 158

Layout & Design Patrick Tillman: Imagenuity cc

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

06 08 11 12 16 22 28 29 30 32

Bush Pilot - Hugh Pryor Airline Ops - Mike Gough AME Directory Aviation Employment in Africa Defence - Darren Olivier Cessna’s Longitude Starlite Directory Atlas Oil Charter Directory AVES Technics 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: ONE OF THE FEW CONSOLATIONS that we have had under the onslaught of Covid is that the disease will gradually become less virulent, even if only because, in the big scheme of things, it does a virus no good if it kills its host.

The good news is that we have solid reason to believe we are now in the end stages of the disease. As Covid-19 becomes less dangerous with the Omicron variant, so the world is taking faltering steps back to unrestricted airline travel. Unfortunately, the stopstart nature of the return to normal operations is immensely frustrating and very hard to plan for. So most airlines continue in survival mode. This is particularly the case for those African airlines that rely on tourism for a large part of their revenue.

IATA research shows that for 2021, the airline industry globally was still operating at around 50% of pre-Covid levels. If the recovery in 2022 is as expected, we should see a ‘new normal’ of around 80% of 2019 levels.

traffic should be back to normal.

However, the legacy of Covid-19 will linger in suppressed growth – perhaps as people have become used to webinars. By 2030, global passenger numbers are expected to have grown to 5.6 billion which is still 7% below the pre-Covid-19 forecast and an estimated loss of 2-3 years of growth due to Covid-19.

Beyond 2030 air travel is expected to slow, due to weaker demographics and a baseline assumption of limited market liberalisation, giving average annual growth between 2019 and 2039 of 3.2%. IATA’s preCOVID-19 growth forecast for this period was 3.8%.

by the end of 2023 airline traffic should be at a new normal.

What can we expect in the post-Covid industry? IATA reckons people are still keen to travel, both in the short and long-term.

The IATA projections are more optimistic than was hoped just a few months ago. 2022 global passenger numbers are expected to recover to around 70% of 2019 pre-Covid-19 levels. In 2023, global passenger numbers are expected to recover to 88% of preCovid-19 levels. And in 2024, global passenger numbers are expected to be an amazing 105% of preCovid-19 levels. So yes – by the end of 2023 airline

The recovery in passenger numbers is slightly stronger than the recovery in demand measured in revenue passenger kilometres (RPKs), which is expected to grow at an annual average of 3% between 2019 and 2039. This is due to the expected strength of domestic markets like China, with large passenger numbers and shorter distances.

The damage of the Covid-19 pandemic will be felt for years to come, but all indications are that people still have their need and desire to travel. This is evident in that, whenever a border re-opens, there is a surge in airline bookings.

It’s been a long and tough fight for airline survival, but the prognosis for a full recovery is good. 

BUSH PILOT HUGH PRYOR

Recently, a Belgian friend of mine, who will forgive me for guessing his age to be not far from mine, was expressing regret at never having flown the F104 Starfighter.

T

HE FASTEST MACHINE which I’ve flown is the Lear 25, which is a horrible little gremlin, and had a reputation for killing anybody it didn't like. It was based on a Swiss-designed fighter which never made it into production.

The Lear 25 had a straight wing and a Mach limiter set for Mach 0.84. At that speed, power would be reduced and the control column would be eased back automatically to keep the aircraft below Mach 0.84.

The Mach limiter could be disabled simply by pulling its circuit breaker.

An annoying, but less fatal feature of the aircraft was that its fuel tanks were on the wingtips and if they were empty and the refuelers filled only one, the aircraft would fall over onto the full wingtip. So the solution was to put enough fuel in the other tank, just to keep the thing upright. They could then fill one side before going back to top off the...err...where was I? And then there was its tiny cockpit. If you see a Lear 25 flight crew walking down the street, it’s easy to tell which one is the Captain. The Captain will be the one with his head leaning on his right shoulder and the Co-pilot will have his head leaning on his left shoulder, because that’s how they’re forced to sit in the confines of the mean little flight deck.

a noseover of such ferocity that occupants exit through the roof

The vicious nature of the Lear 25 was demonstrated dramatically at Mach 0.87, where it fell foul of the phenomenon known as 'Mach tuck'. At that speed the wave of compressibility moves the centre of lift aft across the chord of the wing, until the effectively stalled horizontal stabiliser no longer has the authority to keep the nose up and it stalls, thus pitching the aircraft into a nose-over of such ferocity that the wings fail downwards and the occupants exit through the roof.

That’s what happened to four Lear 25s during the year I flew the type as co-pilot. In each one the Mach limiter circuit breaker had been pulled, indicating that the pilots were involved in some kind of race, but sadly were unaware of the catastrophe to which their games would lead.

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FlightCom: February 2022

The F104 is of a similar temperament, particularly for pilots in the Luftwaffe. It killed more than sixty of them, possibly because the German Air Force insisted on hanging an extra ton on those silly little wings.

No, I prefer big honest slabs of lift to keep me off the ground. Give me a Twin Otter or a Pilatus Porter any day, so that I can last long enough to enjoy a good old age full of Happy Memories. 

FlightCom: February 2022

7

AIRLINE OPS MIKE GOUGH

SAN IT Y

SI LE NTLY

SLIPS BACK IN Without a doubt, the past two years have been off the clock and firmly past the redline of the crazy meter. Luckily, we cannot see into the future – we would not have believed what lay ahead for us – and would have probably jumped in front of a train (if we had any that might be functional).

H

ERE IN SOUTH AFRICA we had our unique brand of lunacy with the way our so-called government went about handling this pandemic. Which other countries have stripped parliament of its powers and oversight functions and introduced a Soviet styled ‘command’ council in an attempt to manage the situation?

My previous employer for the last twenty-four years of my airline career ceased scheduled operations, and carried out a handful of international repatriation flights.

The Airbus A320 fleet where I was a Training Captain carried out a significant amount of charter flights for the United Nations World Food Program (WFP), which was a wonderfully lucrative contract. True to form, the utterly inept and corrupt management at our national carrier could not keep things together, and the UN withdrew from the contract and started using another operator.

What happened in Benoni, stays in Benoni

We all have recollections of the hard lock down when we had a few hundred cases – which proves how ineffective those misplaced notions of control actually are. I remember locking up my fleet of light aircraft in my hangar and posting on social media ‘see you in three weeks’ time’. How naïve we all were…

Banning roast chicken and hot pies, forbidding the sale of tee-shirts and open-toe shoes perfectly illustrated the absolute cluelessness with which our idiotic leaders approached this invisible threat that had invaded our space.

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FlightCom: February 2022

As the instructor contingent was kept current after the initial lockdown, I was fortunate to have done several of these charters, which provided a few interesting flights compared to the scheduled operation.

One particular route for the UN WFP was JohannesburgLilongwe (the WFP HQ)-Maputo-Johannesburg. I found myself conducting one of these pairings, which saw me and my full crew (two flight deck and four

cabin crew) departing JNB to LLW completely empty, save for a coffin containing human remains in the aft cargo hold. On the next sector to MPM we had three passengers, and the last sector back to Joburg we had thirty pax. Not exactly optimal use of an A320, but the UN paid handsomely for the exclusive use of the service, and had every intention of making it a permanent aspect of their Southern African operation, but that was not to be.

My second last flight in that airline was to Addis Ababa and back in the same day. Not something that would happen on a schedule in terms of flight and duty periods (FDP), as each sector was just short of six hours, plus a couple of hours on the ground there.

The FDP issue was circumvented with an augmented crew (an additional First Officer), and as can be seen, I had one of the better looking crew compliments in a while – myself excluded.

The accompanying photograph of the two of us in the cockpit on arrival back from Maputo shows just how bizarrely we were expected to deal with the ‘exposure’ to the virus when venturing over border.

Extreme, to say the least, specifically considering that we would only have left the flight deck for the walk-around at each destination, and had no contact with any other personnel.

We had also given up on wearing the Tele-Tubby outfits, as it was utterly impractical to sit for fourteen hours in that get-up for no sane reason at the end of the day.

that massive pilot shortage on the (close) horizon

This was then followed by 10 days quarantine at a hotel in Benoni. As we all had an inkling that the writing was on the wall for the airline, we made hearty use of the facilities, to put it mildly. What happened in Benoni, stays in Benoni…..

The subsequent quarantine was much fun, again.

It was a year later, almost to the day of that flight, that I was retrenched and rehired as a First Officer at our national carrier. As I mentioned in a previous piece, I took great delight in declining that ridiculous offer.

I have taken a firm decision that sanity is in short supply, and in situations that I can control, sanity has to prevail.

Full Hazmat suits in the early days of the Covid lockdown.

FlightCom: February 2022

9

So where are we all now, in this most battered of industries?

My personal space has been occupied with my flight school at Lanseria. With me having been present full time for effectively the past 20 months, we have had exponential growth in terms of aircraft and students.

During winter of last year, we hit our all-time record of over 1,200 flying hours and 300 simulator and briefing hours in a single month. I’ve also kept my Airbus brain semi-functional with several simulator sessions, assisting ex-colleagues with their licence revalidations.

The latter has allowed me to stay very much in touch with the gradual return to something that we used to call normal.

As I have been experiencing at Lanseria, there is zero slow-down in the ab initio aspect of the flying industry. There is more business out there globally than the entire training industry could ever handle. We are actually over-full in terms of active students.

Nice problem to have, but it is a problem, none the less – and it is a problem of epic and far reaching proportions. The global pool of available (experienced) pilots is being rapidly depleted.

I kid you not.

A significant contingent of my ex-colleagues has a prospect in some form or another on the horizon. Even yours truly is faced with the prospect of an interview in a few days’ time. Oh, woe is me – whatever should I wear?

In all honesty, I don’t own a complete suit. The one and only suit that I have is missing the trousers, as they were left in a hotel room in Miami many years ago (long story, but nothing like Benoni).

Thus, the industry stirs. The forecast crew shortages by aircraft manufacturers

10 FlightCom: February 2022

and IATA are both heartening and scary at the same time. The free-thinking world is letting common sense back in.

We simply cannot train the required numbers of new pilots with the quantity of flight schools / universities / cadet and airforce schemes that remain functional around the world. Despite the hours I do at Lanseria, my 15-aircraft strong flight school produced 33 Commercial Pilots and 52 Private pilots (working towards their CPLs) in the last calendar year. A hopelessly small drop in that massive ocean of pilot shortage that is on the (close) horizon.

As one would say, fasten those seat belts. Things are going to get more than interesting. 

The last A320 flight for the UN World Food Progam.

QUOTE OF THE MONTH

QOM

The very vexed issue of affirmative action forcing the older more experienced (white) pilots out of SAA in favour of less experienced pilots from the “Designated Group” has led many in the aviation community to call for a boycott of SAA. Posting on Internet Forum www. avcom.co.za , ‘Evanb’ contributes valuable perspective: “I think you'll find a lot of airlines playing with seniority lists, sometimes for political reasons, other times because of economic or even legacy reasons. [If you boycott those] You'll very quickly run out of airlines to fly."

Other countries

E-MAIL

EASA registered

TEL NO

FAA registered

LOCATION

Off-site Specialist tests

FIRST NAME

On site Specialist tests

SURNAME

Senior Class 1, 2, 3, 4

AME Doctors Listing

Regular Class 2, 3, 4

“You'll find Middle Eastern and Asian airlines jumping local crew for political purposes (ultimately affirmative action). In the US and sometimes Europe you'll find an excessive preference for older crew, sometimes not medically fit to standards that I'd like to see, or more practically supply squeezes that put excessive pressures on younger crews in terms of duty hours and conditions, as well as lowering of medical standards. Do these create systematic safety issues? I actually think the affirmative action probably generates fewer systematic safety issues than excessive pressures on younger crews. So pick your poison.”

✗ ✗ ✗ ✗

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

✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

✗ ✗ ✗ ✗ ✗ ✗

FlightCom: February 2022

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FEATURE

AVIATION E M PLOYM E NT I N AFR ICA

by Guy Leitch

Up until the arrival of Covid-19 it was argued that the African aviation market is globally the one that has the most potential for growth, due to it being a comparatively young industry and servicing a large and rapidly developing population.

GROWTH POTENTIAL Pre-Covid, intercontinental air traffic to and from Africa had been growing at a world leading roughly 8% per annum from 2005-2015, with regional and domestic traffic growing even more. This was due to greater economic activity in the continent.

Analysis from Oxford Economics shows that the African aviation sector as a whole was expected to grow by around 5.4% per annum, a higher pace than most regions of the world.

African aviation sector as a whole was expected to grow

Oxford Economics repeats the by now familiar refrain that the economic potential of the African aviation industry could be further realised if efforts to liberalise the continent’s airspace finally bear fruit. They point out that African skies are

12 FlightCom: February 2022

subject to some of the most economically restrictive regimes in the world, with a host of individual bilateral agreements between states defining the regulatory environment.

This system has been recognised as being a barrier for decades, with African states agreeing the Yamoussoukro Declaration in 1988, which had the intention of opening African skies and working towards air services liberalisation. This Declaration was followed by the Yamoussoukro Decision in 1999, which worked towards the same principles. However, progress has stalled.

Industry associations, including IATA, AFCAC and AFRAA have long argued for the implementation of open African skies. However, the restrictive regulatory environment is further compounded by nonphysical barriers such as high

IATA is expecting strong employment growth in African aviation.

fees, visa requirements and inefficiencies in customs clearance procedures for goods.

Industry costs in Africa, including passenger fees, are among the highest in the world. The continent has many monopoly service providers in areas such as ground handling, fuel supply and catering which make it uncompetitive in an increasingly liberalised global operating environment.

EMPLOYMENT In terms of employment, the Air Transport Action Group (ATAG) calculated that air transport supports 6.7 million jobs and $67.8 billion in GDP in Africa.

The industry generated an estimated direct 450,000 jobs in 2019. 180,000 of those people (35% of the total) were in jobs for airlines or handling agents (for example, flight crew, check-in staff, maintenance crew, reservations and head office staff).

The airline industry has a job for everyone.

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13

African aviation has one of the highest growth rates in the world.

Another 45,000 people (10% of the total) worked for airport operators (for example, in airport management, maintenance, security and operations).

170,300 jobs (45%) were on-site in airports, at retail outlets, restaurants, hotels, nd so on and a further 24,700 people (6%) were employed in the manufacture of civil aircraft (including systems, components, airframes and engines).

Air navigation service providers employed an additional 15,300 people (4%).

In total, the industry supported 6.8 million jobs

As well as this direct employment in the operations of the air transport sector itself, the sector’s impact reaches further through African economies.

Including direct impacts, as well as the effect of the

14 FlightCom: February 2022

sector’s procurement of goods and services through its supply chain, and the benefits that arise when employees in the industry and its supply chain spend their wages in the local consumer economy, the air transport sector supported one million jobs and contributed $26 billion to GDP in Africa in 2017.

In addition, spending by foreign tourists — most of whom arrive by air — supported an estimated 5.8 million jobs and contributed $46 billion to GDP in Africa’s economies in 2019.

In total, the industry supported 6.8 million jobs and made a $72.5 billion contribution to GDP in Africa. This accounted for 11% of the jobs and 3% of the GDP supported by the air transport industry worldwide. 

NEWS

AIRBUS 2021

DELIVERIES

AIRBUS HAD A GOOD 2021. It doubled its gross order intake compared to 2020 with 771 new sales (507 net) across all programmes, signalling renewed market confidence.

Airbus announced that it met its targets and delivered 611 commercial aircraft to 88 customers in 2021.

Notably, the A220 won 64 firm gross new orders and several high profile commitments from some of the world’s major carriers. The A320neo Family won 661 gross new orders.

In the widebody segment, Airbus won 46 gross new orders, including 30 A330s, and 16 A350s, of which 11 were for the newly launched A350F, which also won an additional 11 commitments.

At the end of 2021, Airbus’ backlog stood at 7,082 aircraft. In number of aircraft units, Airbus recorded a gross book to bill ratio above one.

“Our commercial aircraft achievements in 2021 reflect the focus and resilience of our Airbus teams, customers, suppliers and stakeholders across the globe who pulled together to deliver remarkable results. The year saw significant orders from airlines worldwide, signalling confidence in the sustainable growth of air travel post-COVID” said Guillaume Faury, Airbus Chief Executive Officer. “While uncertainties remain, we are on track to lift production through 2022 to meet our customers’ requirements. At the same time, we are preparing the future of aviation, transforming our industrial capabilities and implementing the roadmap for decarbonisation.” 

Airbus deliveries in 2021.

Airbus deliveries for 2021 A220 Family A320 Family A330 Family A350 Family A380

Total

2021

2020

611

566

50 483 18 55 5

38 446 19 59 4

FlightCom: February 2022

15

DEFENCE DARREN OLIVIER

It is a basic axiom of military strategy that, when you opt to deploy your militaries into harm’s way to achieve a mission objective or goal, you need to equip it as best as possible with the optimum force size and composition, supplies, and supporting assets. When lives are at stake and the consequences of mission failure are so stark, it’s dangerous and strategically inept to under-resource a mission as badly as the Southern African Development Community (SADC) has done with its mission in Mozambique (SAMIM).

T

HE MISSION TO MOZAMBIQUE, which deployed there a few months to assist in the campaign against ISIS-linked Islamist insurgents, has received only a small fraction of the budget it needs for the tasks it has been set, and therefore it’s ridiculously undersized and under equipped.

Of course, there are limits to what can reasonably be provided and spent, given limited national budgets, and you obviously can’t afford to throw endless resources at every mission or engagement without

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bankrupting yourself rather quickly. Moreover, as Donald Rumsfeld pointed out in one of his few wise moments, “You go to war with the army you have, not the army you might want or wish to have at a later time.” Meaning that most of the time when war becomes a necessity, there’s no longer enough time to rectify the mistakes, neglect, and shortcuts of under preparing your military in peacetime.

However, short of an existential war on home soil, there is almost always still some level of choice that countries have before embarking on military action.

Just two Orxyes have been made available to support the entire SANDF mission in Mozambique.

To put it in simple terms, while they have limited control over the when and the where, and there’s an upper limit on what can be deployed, they still have enough leeway to make a rational decision and avoid rushing headlong into disaster. Most importantly, they also still have to ask themselves why a military course of action is being chosen and whether an alternative approach can be used to achieve the desired objectives.

should be circumspect in their use of military power, preserving and carefully marshalling it into areas of greatest reward for least effort.

This is not the approach that was followed with SAMIM, which is severely under-resourced in almost every way. It’s far too small for both its mandate and the size of the area it has to cover, as it still retains the numbers and force structure from the mission’s first phase, when the mission was primarily one of assistance to Mozambican forces and reconnaissance. Since then the mission has been extended at various SADC summits and its mandate expanded (typical mission creep!) to include assaults on insurgent bases, capture of high-value targets, and protection of civilians. They have also seen their area of operations grow massively, even expanding into Niassa to the west as insurgents relocate and try to

The exhaustion of the helicopter crews

In other words, when faced with overly restrictive financial and other constraints on a mission, the answer should almost never be to send in a smaller and less well-equipped force to do the same task envisaged for a larger one, but rather to look for ways to achieve the same goal with a reduced-in-scope mission or the avoidance of a military engagement entirely.

Countries and regions with severely constrained defence budgets and financial resources in general

FlightCom: February 2022

17

re-establish themselves in new areas.

All this while it remains tiny: Fewer than 500 soldiers are incountry, drawn from the special operations units of South Africa, Botswana, Lesotho, and Tanzania, with just under half of that number being drawn from the South African Special Forces regiments. In comparison, the Rwandan contingent in Mozambique is around 2,000-strong and deployed in only a relatively small segment of Cabo Delgado for a much denser soldier / km² ratio.

It’s also worth comparing it to the original SAMIM operational plan that SADC approved last year, which envisaged a full brigade for this phase of operations including three full infantry battalions of just over 1,000 soldiers each and substantially more supporting equipment such as aircraft.

Cabo Delgado is in furthest corner of Mozambique from South Africa.

Instead, in a surreal and absurd move, SAMIM has been allocated just two medium transport helicopters: A pair of South African Air Force Oryxes, which have to support SAMIM’s already-overstretched personnel across a massive area of operations that’s more than 200 000 square kilometres. The mission has no attack helicopters, not even utility types fitted with side-firing cannons.

The air and ground crews of those SAAF Oryxes have been working beyond the point of exhaustion for months trying to support the SAMIM troops who, by virtue of necessity, have had to split up into a number of small teams dispersed across

18 FlightCom: February 2022

a huge operational area while going against insurgent groups many times their size. Worse, the inhospitable terrain of northern Mozambique has meant that vehicles carrying heavy weaponry and other support gear usually cannot follow troops into the bush and provide assistance in any contact, leaving them outgunned and vulnerable. Ideally those systems should also be airlifted in, but there are too few helicopters to do the job.

Given the circumstances, casualties that would otherwise have been preventable became unavoidable.

First, a Tanzanian soldier was killed in September during a raid on an insurgent hideout near Chitama.

And in December a South African Special Forces operator, Cpl Radebe, was killed in action during raids against insurgents in the Chai area.

At Radebe’s funeral his fellow Special Forces soldiers reportedly said that he would not have died if not for the low availability of helicopters for transport and casualty evacuation.

In addition to those two, a number of soldiers have been wounded, some in the ever more frequent ambushes set up along the roads that SAMIM troops are forced to take.

if, when it’s time to rotate these troops out, the contributing countries are forced to send in less experienced soldiers from second tier units. The exhaustion of the helicopter crews and overuse of the two aircraft also increases the likelihood of a serious accident.

When you fight wars on the cheap, you end up paying for it in blood

When you try to fight wars on the cheap you end up paying for it in blood, and unless SADC agrees to provide SAMIM with the proper resources we should expect many more casualties. Especially

You can’t prevent all deaths and other casualties in war, obviously.

Some are inevitable, and the more dangerous the enemy, the higher the number of unavoidable casualties becomes. But that does not excuse allowing casualties to happen that it was in your power to reasonably prevent, at a reasonable cost, and in a way that doesn’t harm the mission objectives.

Next month, I’ll look at what level of helicopter support a mission like SAMIM really requires, using SANDF doctrine as the guide. 

Corporal Tebogo Radebe was the first SANDF casualty in Mozambique.

FlightCom: February 2022

19

NEWS

COMAIR MOVES TO

GOOGLE CLOUD DESPITE RECENTLY EMERGING from business rescue, Comair airline is fast moving to adopt new cloub based IT technologies.

Google Cloud and Comair airline are collaborating to accelerate the aviation group’s digital transformation plans in line with its mission to deliver seamless travel experiences for customers and help the travel industry regain momentum.

The migration to the cloud of traditional information technology infrastructure enables the airline to run key workloads that include important financial data, secure customer records, aerocraft navigation information and more on the cloud, Comair said.

Comair says it has been able to benefit from the security, reliability and flexibility provided by Google Cloud, which has helped increase the airline’s efficiency during high-traffic seasons and peak travel times, as it needed to scale to meet consumer travel demand.

It says it is now better positioned to build a data foundation using artificial intelligence and machine learning using Google Cloud tools.

Mining big data is part of the plan. “In particular, Comair will be able to analyse customer data in a deeper manner, creating personalised products and services, opening up more opportunities and improving the customer experience,” the airline admitted.

Comair's two brands will be customer “Google Cloud is data mining using Google Cloud. supporting Comair in "The sooner you modernising its legacy digitally transform, the applications, such as its quicker you’re able to kulula.com booking application, using prominent tools respond to uncertain times. As a result, the digital like Firebase and Flutter to upgrade its functionalities maturity measures we’ve put in place have helped  and provide the scalability the airline requires. Comair drive a post-lockdown recovery,” said Comair chief customers now turn to the Kulula application as the information officer Avsharn Bachoo. main channel to interact with the airline, following upgrades that have enabled more seamless booking and flight payments,” the airline added.

20 FlightCom: February 2022

NEWS

IATA’S 2021

PASSENGER NUMBERS THE INTERNATIONAL Air Transport Association (IATA) reports that passenger demand recovery continued in 2021. However, the Omicron Covid variant had a significant impact.

IATA announced full-year global passenger traffic results for 2021 showing that demand (revenue passenger kilometres or RPKs) fell by 58.4% compared to the full year of 2019. This represented an improvement compared to 2020, when full year RPKs were down 65.8% versus 2019.

Because comparisons between 2021 and 2020 results are distorted by the extraordinary impact of COVID-19, unless otherwise noted all comparisons are to the respective 2019 period, which followed a normal demand pattern.

• International passenger demand in 2021 was 75.5% below 2019 levels. Capacity, (measured in available seat kilometres or ASKs) declined 65.3% and load factor fell 24.0 percentage points to 58.0%.

• Domestic demand in 2021 was down 28.2% compared to 2019. Capacity contracted by 19.2% and load factor dropped 9.3 percentage points to 74.3%.

• Total traffic for the month of December 2021 was 45.1% below the same month in 2019, improved from the 47.0% contraction in November, as monthly demand continued to recover despite concerns over Omicron.

Capacity was down 37.6% and load factor fell 9.8 percentage points to 72.3%.

IATA Passenger numbers.

Willie Walsh, IATA’s Director General announced that; “Omicron travel restrictions slowed the recovery in international demand by about two weeks in December. International demand has been recovering at a pace of about four percentage points/month compared to 2019. Without Omicron, we would have expected international demand for the month of December to improve to around 56.5% below 2019 levels. Instead, volumes rose marginally to 58.4% below 2019 from -60.5% in November.”

“Overall travel demand strengthened in 2021. That trend continued into December despite travel restrictions in the face of Omicron. That says a lot about the strength of passenger confidence and the desire to travel. The challenge for 2022 is to reinforce that confidence by normalizing travel. While international travel remains far from normal in many parts of the world, there is momentum in the right direction. Last week, France and Switzerland announced significant easing of measures. And yesterday the UK removed all testing requirements for vaccinated travellers. We hope others will follow their important lead, particularly in Asia where several key markets remain in virtual isolation,” Willie Walsh said.

African airlines’ international traffic fell 65.2% last year compared to 2019, which was the best performance among regions. Capacity dropped 56.7%, and load factor sank 14.1 percentage points to 57.3%. Demand for the month of December was 60.5% below the yearago period, a deterioration from the 56.5% decline in November, owing to the impact of government travel restrictions in response to Omicron. 

FlightCom: February 2022

21

CESSNA’S

LONGITUDE – THE BIZJET FOR AFRICA

Guy Leitch

Textron Aviation’s largest jet, the Cessna Citation Longitude, is moving into the African supermidsize bizjet market. Johannesburg’s Lanseria based Textron agent, Absolute Aviation, has sold its first Longitude into southern Africa, with delivery expected in 2023.

22 FlightCom: February 2022

Cessna's Longitude is the ideal mid-size jet for African operators.

FlightCom: February 2022

23

TOP OF THE RANGE

THE LONGITUDE PROPOSITION

Textron has an almost complete general aviation solution: it builds single-engine piston aircraft that are used in flying schools across Africa. Through its Bell Helicopter subsidiary, it makes helicopters and through Beechcraft it builds business turboprops. And, through Cessna, it builds its market leading Citation business jets.

For the African corporate jet buyer, the top of the range Longitude has two key attributes – it has a large, quiet, stand-up cabin, and its range is a very useful 3,500nm.

This makes almost any place in Africa a non-stop flight from any other place.

Citations have achieved excellent market penetration into Africa.

The Citation range has an aircraft type and size that covers almost the entire bizjet market.

This long range capability is essential to many African business jet operators who need to avoid the security risks, costs and inconvenience associated with fuel or tech stops arising from shorter range jets.

the Longitude is a big step up from its sibling

One of the key factors behind the Citation range’s success is its worldwide service and support. Cessna has by far the largest network of both OEM and licensed service centres across the world – and is well represented across south, central and west Africa.

A key benefit for austere African operations is the Longitude’s low maintenance requirements. The Longitude claims the longest maintenance intervals in its class, being 800 hours or 18 months, making it the most cost-effective aircraft in its category.

Longitude Range circle with 6 passengers from Johannesburg.

24 FlightCom: February 2022

Full stand-up, flat floor cabin is quietest in its class.

To cope with Africa’s rougher runways, the Longitude has sturdy and impact absorbing trailing-link landing gear with the redundancy of a dual wheel nose landing gear. The emergency landing gear system is entirely mechanical, without the complexities of a nitrogen driven pneumatic backup system. Anti-skid carbon brakes are electronically controlled and powered by dual hydraulic sources, each of which can power the brakes by itself.

The runway requirements are also excellent. With a full-fuel payload of 1,600 pounds and eight passenger seats occupied, the Longitude can fly more than 3000 nm with a balanced field length takeoff distance of 4,810 feet. After taking off at maximum weight, the Longitude can climb to FL430 in 20 minutes.

A key African requirement is good hot and high performance. The Longitude’s FADEC controlled Honeywell HTF7000 series engines are particularly good in his department, with low flat ratings creating ample power reserves for high density altitude operations.

Another key feature is single-point refuelling, providing complete control of the fuelling process from outside

the aircraft. This allows selection of the fuel load at the aircraft’s control panel and prevents having to rely on the fuel truck driver to accurately load and distribute the fuel.

An auxiliary power unit makes the Longitude independent of ground power and keeps the cabin cool on the ground before engine start. Remote oil-level sensors for the engines shows engine and APU oil levels at the fuel panel, although pilots can also check oil levels with traditional sight glasses.

A BIG MID-SIZED JET Although it shares the flat-floor cabin width and height dimensions of the Latitude, the Longitude is a big step up from its sibling. With a maximum takeoff weight of 39,500 pounds, the Longitude is 3 feet, 5 inches longer in cabin length and 10 feet 11 inches longer overall. The Longitude’s extra 8,700 pounds maximum takeoff weight enables it to carry another 3,706 pounds of useful load. Most of that is allocated to fuel, being 14,500 pounds total, or an extra 3,106 pounds compared with the Latitude.

FlightCom: February 2022

25

The extra fuel translates into significantly added range, enabling the Longitude to carry a full-fuel payload of 1,600 pounds (1,000 more than the Latitude) and fly 3,500 nm, compared with the Latitude’s 2,700 nm (both with a typical load of four passengers plus bags).

The Longitude is also fast. Powered by two 7,665-pound thrust Honeywell turbofans, the Longitude’s maximum cruise speed is 483 KTAS and maximum operating limit speed Mach 0.84, putting it far ahead of the Latitude’s 446 KTAS and Mach .80. Key to its market penetration into Africa, the Longitude is faster than its nearest competitor and has greater range (3,500 nm with four passengers, versus 3,200 nm.)

Being the newest of the Citation family, the Longitude has the most modern avionics suite and options. Since a majority of African operations happen in and around the notoriously demanding inter tropical convergence zone, the Longitude features Garmin’s new solid-state GWX 8000 StormOptix weather radar with a large 14-inch antenna. Radar features include a high-definition 16-colour palette with "greater colour contouring," 3D volumetric scanning with automatic tilt adjustment to scan and depict hazardous weather, hail and lightning prediction, turbulence detection, advanced ground clutter suppression, and optional predictive wind-shear detection.

Another popular feature is the autothrottles. The Longitude’s Garmin autothrottle system helps lower pilot workload and protect the engines.

Autothrottles also add significantly to safety through functionalities such as the emergency descent mode, low- and high-speed envelope protection and coupled go-arounds after a missed approach.

In summary, the Longitude is an ideal midsized jet for Africa in that it has best in class performance, a pilot-friendly flight deck, and a cabin that is optimised for passenger convenience and comfort. There is good reason why the Longitude is one of NetJets’ most popular fractional-share options. 

26 FlightCom: February 2022

CESSNA LONGITUDE Dimensions Length

73 ft 2 in (22.3 m)

Height

19 ft 5 in (5.9 m)

Wingspan

68 ft 11 in (21.00 m)

Wing Area

537 sq ft (49.91 sq m)

Wing Sweep

28.6 degrees

Wheelbase

31 ft 7 in (9.63 m)

Tread

9 ft 8 in (2.95 m)

Maximum Ramp Weight

39,700 lb (18,008 kg)

Maximum Takeoff Weight

39,500 lb (17,917 kg)

Maximum Landing Weight

33,500 lb (15,195 kg)

Maximum Zero Fuel Weight

26,000 lb (11,793 kg)

Usable Fuel Weight

14,500 lb (6,577 kg)

Usable Fuel Volume

2,200 gal (8,328 l)

Basic Operating Weight

23,600 lb (10,705 kg)

Useful Load

16,100 lb (7,303 kg)

Maximum Payload

2,400 lb (1,089 kg)

Full Fuel Payload

1,600 lb (726 kg)

Performance Maximum Cruise Speed

483 ktas (895 km/h)

4 Passenger Range

3,500 nm (6,482 km)

Takeoff Field Length

4,810 ft (1,466 m)

Landing Distance

3,170 ft (966 m)

Maximum Operating Altitude 45,000 ft (13,716 m) Maximum Limit Speed

0.84 Mach (0.84 Mach)

Manufacturer

Honeywell

Model

HTF7700L

Engine Thrust

7,665 lb (34.10 kN)

FlightCom: February 2022

27

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If it can’t stand the heat, get it out of the engine.

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Can your oil beat the heat?

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FlightCom: February 2022

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SPONSORED BY Aves Technics - Qualified in Aircraft Maintenance, Airworthiness Management, Project Management, Quality and Safety Management.

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www.avesholding.com 2022 2021 FlightCom: February 2022

31

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

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

Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz

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

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

Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net AES (Cape Town) Alpi Aviation SA www.comporob.co.za Erwin Erasmus Dale De Klerk Corporate-Aviators/Affordable Jet Sales 082 494 3722 082 556 3592 Mike Helm erwin@aeroelectrical.co.za dale@alpiaviation.co.za 082 442 6239 www.aeroelectrical.co.za www.alpiaviation.co.za corporate-aviators@iafrica.com www.corporate-aviators.com AES (Johannesburg) Apco (Ptyd) Ltd Danie van Wyk Tony/Henk C. W. Price & Co 011 701 3200 + 27 12 543 0775 Kelvin L. Price office@aeroelectrical.co.za apcosupport@mweb.co.za 011 805 4720 www.aeroelectrical.co.za www.apcosa.co.za cwp@cwprice.co.za www.cwprice.co.za Aerocore Aref Avionics Jacques Podde Hannes Roodt Dart Aeronautical 082 565 2330 082 462 2724 Jaco Kelly jacques@aerocore.co.za arefavionics@border.co.za 011 827 8204 www.aerocore.co.za dartaero@mweb.co.za Atlas Aviation Lubricants Aero Engineering & PowerPlant Steve Cloete Dart Aircraft Electrical Andre Labuschagne 011 917 4220 Mathew Joubert 012 543 0948 Fax: 011 917 2100 011 827 0371 aeroeng@iafrica.com Sales.aviation@atlasoil.co.za Dartaircraftelectrical@gmail.com www.atlasoil.africa www.dartaero.co.za Aero Services (Pty) Ltd Chris Scott ATNS DJA Aviation Insurance 011 395 3587 Percy Morokane 011 463 5550 chris@aeroservices.co.za 011 607 1234 0800Flying www.aeroservices.co.za percymo@atns.co.za mail@dja-aviation.co.za www.atns.com www.dja-aviation.co.za Aeronav Academy Donald O’Connor Aviation Direct Dynamic Propellers 011 701 3862 Andrea Antel Andries Visser info@aeronav.co.za 011 465 2669 011 824 5057 www.aeronav.co.za info@aviationdirect.co.za 082 445 4496 www.aviationdirect.co.za andries@dynamicpropeller.co.za Aeronautical Aviation www.dynamicpropellers.co.za Clinton Carroll BAC Aviation AMO 115 011 659 1033 / 083 459 6279 Micky Joss Eagle Aviation Helicopter Division clinton@aeronautical.co.za 035 797 3610 Tamryn van Staden www.aeronautical.co.za monicad@bacmaintenance.co.za 082 657 6414 tamryn@eaglehelicopter.co.za Aerotric (Pty) Ltd Blackhawk Africa www.eaglehelicopter.co.za Richard Small Cisca de Lange 083 488 4535 083 514 8532 Eagle Flight Academy aerotric@aol.com cisca@blackhawk.aero Mr D. J. Lubbe www.blackhawk.aero 082 557 6429 Aircraft Assembly and Upholstery Centre training@eagleflight.co.za Tony/Siggi Bailes Blue Chip Flight School www.eagleflight.co.za 082 552 6467 Henk Kraaij anthony@rvaircraft.co.za 012 543 3050 Elite Aviation Academy www.rvaircraft.co.za bluechip@bluechip-avia.co.za Jacques Podde www.bluechipflightschool.co.za 082 565 2330 Aircraft Finance Corporation & Leasing info@eliteaa.co.za Jaco Pietersen Border Aviation Club & Flight School www.eliteaa.co.za +27 [0]82 672 2262 Liz Gous jaco@airfincorp.co.za 043 736 6181 Enstrom/MD Helicopters Jason Seymour admin@borderaviation.co.za Andrew Widdall +27 [0]82 326 0147 www.borderaviation.co.za 011 397 6260 jason@airfincorp.co.za aerosa@safomar.co.za www.airfincorp.co.za Breytech Aviation cc www.safomar.co.za 012 567 3139 Aircraft General Spares Willie Breytenbach Era Flug Flight Training Eric or Hayley admin@breytech.co.za Pierre Le Riche 084 587 6414 or 067 154 2147 eric@acgs.co.za or hayley@acgs.co.za Bundu Aviation 021 934 7431 info@era-flug.com www.acgs.co.za Phillip Cronje www.era-flug.com 083 485 2427 Aircraft Maintenance @ Work info@bunduaviation.co.za Execujet Africa Opelo / Frik www.bunduaviation.co.za 011 516 2300 012 567 3443 enquiries@execujet.co.za frik@aviationatwork.co.za_ Celeste Sani Pak & Inflight Products www.execujet.com opelonke@aviationatwork.co.za Steve Harris 011 452 2456 Federal Air Aircraft Maintenance International admin@chemline.co.za Rachel Muir Pine Pienaar www.chemline.co.za 011 395 9000 083 305 0605 shuttle@fedair.com gm@aminternational.co.za Cape Aircraft Interiors www.fedair.com Sarel Schutte Aircraft Maintenance International 021 934 9499 Ferry Flights int.inc.

Wonderboom michael@wcaeromarine.co.za Michael (Mick) Schittenhelm Thomas Nel www.zscai.co.za 082 442 6239 082 444 7996 ferryflights@ferry-flights.com admin@aminternational.co.za Cape Town Flying Club www.ferry-flights.com Beverley Combrink Air Line Pilots’ Association 021 934 0257 / 082 821 9013 Fireblade Aviation Sonia Ferreira info@capetownflyingclub.co.za 010 595 3920 011 394 5310 www.@capetownflyingclub.co.za info@firebladeaviation.com alpagm@iafrica.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

32 FlightCom: February 2022

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 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 Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

Owenair (Pty) Ltd Clive Skinner 082 923 9580 clive.skinner@owenair.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 Lanseria Aircraft Interiors Francois Denton 011 659 1962 / 076 810 9751 francois@aircraftcompletions.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

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

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

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

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

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com 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: February 2022

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