June 2021

FlightCm African Commercial Aviation Edition 151 | June 2021

Hugh Pryor – Flying basics:

Cub or Jumbo?

EVOLUTION 1

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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

JUNE 2021 EDITION 151

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

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Cemair's New Livery: CFO Laura van der Molen Dassault Unveils the Falcon 10X Aerion Closes Shop Bush Pilot - Hugh Pryor History: Military Transport Aircraft Starlite Directory Atlas Oil Charter Directory Meet the pilot: AMS Donovan Kohl AME 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: As the impact of Covid-19 is limited through vaccination and the development of herd immunity, and perhaps also an acceptance of the new normal, I get a sense that the entire airline industry is moving into a new phase.

Most notable is the retirement of key industry stalwarts: Willie Walsh, the CEO of IAG has retired from the stress of running multiple huge airlines and become the head of IATA. Brian Pearce, IATA’s Chief Economist, who led much of the research that informs airline policy and that the industry and government has used for its planning, retired at the end of May. And in Africa, Chris Zweigenthal has taken early retirement from running the Airlines Association of Southern Africa.

used to webinars. By 2030, global passenger numbers are expected to have grown to 5.6 billion which is 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%.

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.

by the end of 2023 airline traffic should be back to normal

As the old order moves on, what can we expect from the brave new world? Brian Pearce’s farewell IATA media briefing presented a long-term view for airline recovery, which shows that 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. 2021 global passenger numbers are expected to recover to 52% of 2019 preCovid-19 levels. In 2022, global passenger numbers are expected to recover to 88% of pre-Covid-19 levels.

And in 2023, global passenger numbers are expected to be an amazing 105% of pre-Covid-19 levels. So yes – by the end of 2023 airline traffic should be back to normal.

However, the legacy of Covid-19 will linger in suppressed growth – perhaps as people have become

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 there is a possibility of a border re-opening, there is a surge in airline bookings.

Pearce says that consumers have accumulated savings in the lockdowns, in some cases exceeding 10% of GDP, and vaccination rates in developed countries should exceed 50% of the population by the third quarter of 2021.

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

E C A F O T E I R CF O FA CCEMA

L AUR A VA N DER MOL EN Cemair is an airline that epitomises the resilience of the private sector under the immense pressures of the Covid-19 crisis. Guy Leitch spoke to Laura van der Molen about how their airline survived Covid-19, and its growth plans for the recovery.

One of CemAir's eight CRJ200s in its new livery, fresh out of the paint shop.

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FEATURE OF THE AIRLINE that is van der Molen says, “It’s true that the turboprops are probably unique anywhere in the world a harder sell as passengers prefer pure jets. It would is that it is run by a husband and wife appear that passengers think that turboprops are old team of Miles and Laura van der Molen. and small. However, they perform an invaluable Laura is a former medical doctor who moved into function within our fleet and in particular, to serve our corporate finance and then met and married Miles at network of unique destinations, as we are able to get business school. Laura a 50-seat Q300 into Dr Laura van Der Molen -CemAir’s CFO and is the Chief Financial 1200 metre runways Officer and accountable AMO accountable officer. such as Plettenberg manager of the AMO Bay.” of CemAir and together Van der Molen they make a formidable explains that the team, although Laura is airline is aggressively often happier in public looking at the gaps to take a back seat to in the regional airline Miles. market created CemAir is gearing up by the demise of for a post Covid-19 SA Express, and boom. One of the bigger is focussed on changes it is making is optimising the use to freshen up the livery of smaller gauge of its fleet which up aircraft.

This to now had been kept has however not deliberately plain as the prevented them from aircraft were also used taking on the low cost for ACMI ‘wet’ leases. carriers who operate 186 seat Boeing 737After an inclusive 800s. CemAir has participative process therefore entered the with the airline’s intensely competitive Johannesburg - Cape Town staff, a new livery has been decided upon. They are and Durban ‘golden triangle’ market. However, moving fast – the first four aircraft have already been she says that they are only providing seats at peak painted with the blue and red on white colour scheme. times, such as Friday and Sunday afternoons and Reflecting the commitment Monday mornings. She notes of the airline to its new that the Bombardier CRJ900 branding, the new livery is is a particularly popular option being painted on, and does with its 31-inch seat pitch and not use decals. thus better leg room than some of its competitors.

The CemAir fleet currently consists of three types: Despite CemAir’s aggressive The pure jet fleet consists positioning for post-Covid of eight Bombardier CRJ growth, Van der Molen says 100/200 LRs, plus a -900. that the recovery from the The turboprop fleet consists Covid-19 lockdown has not been straightforward. of: two Dash-8 Q400s, two Dash-8 Q300s, a Q100 Notably, she says that there has been another drop off plus seven Beech 1900Ds. in demand from passengers in May with the arrival of When asked about passenger acceptance of turboprops, a Covid third wave.

how their airline survived Covid-19

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As it emerges from the Covid-19 crisis, CemAir is undertaking a fleet wide livery update.

How did the airline manage to survive the Covid-19 crisis? “We were fortunate in that we were able to successfully bid to handle more than 2000 repatriations from places as far as Iraq. A key advantage was our charter experience in that we had aircraft of a small enough gauge to cost effectively handle the specialised loads and destinations. Social media performed a key function in alerting people to these flights. We were therefore able to work with many NGOs. And I must add that the South African Department of International Relations and Cooperation (DIRCO) was extremely useful in terms of their ability to assist with arrangements for the necessary overflight clearances and customs and immigration formalities.

“Arranging these repatriation flights was very work intensive and so kept us busy. And most usefully, it kept our AMO working and our pilot proficiency up.

In addition, our worldwide charter operation has been very strong and is continuing to pick up. However, we were not able to do much in the way of cargo flying, as our aircraft are not specifically configured for cargo operations,” she says.

One of CemAir’s strengths is that it provides essential air connectivity to the smaller towns on the coastal routes, particularly from Johannesburg to Margate, Plettenberg Bay and George. By using their smaller gauge aircraft, CemAir has been able to link these towns for thin routes such as Cape Town to George and Plettenberg Bay.

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Van der Molen notes that there has been a steady move of people away from the cities to the coastal towns and that this helped underpin the CemAir route network.

She agrees with IATA that there is already a pent-up demand for travel, particularly to take advantage of the current special offer prices on accommodation. She is looking forward to the return of international tourists.

She says that they are already seeing positive signs in their passenger numbers, especially in tourists from the UK and Europe, although not much is coming from the USA and Canada yet.

To continue to feed and de-feed their routes CemAir has taken the opportunity to develop interline partnership arrangements with a number of other airlines, most notably Ethiopian, Qatar, Proflight (in Zambia) Emirates and LAM (in Mozambique). However, the Emirates interline agreement has not yet yielded the fruit it was hoped for, as Emirates is currently not flying to South Africa.

As an IATA member CemAir is currently renewing its IOSA certification and this audit has stood it in good stead to satisfy the interline partners on internal quality controls. However, she points out that for any airline, even a basic interline agreement can be expensive in terms of updating airline booking systems and the Global Distribution System (GDS), which can cost as much as $10,000. Fortunately booking time on the GDS for testing and implementation of interlining has not been a challenge due to the current low volumes of travellers.

Laura and Miles van der Molen a unique husband and wife airline team.

As it emerges from the Covid-19 crisis, the small CemAir team is agressively growing the airline's route network.

Van der Molen says that they are looking to expand their regional route network. The airline therefore has a number of applications submitted to the South African International Air Services Licencing Council.

She reports that CemAir has already been awarded the Johannesburg - Luanda route, which they are sharing with TAAG, and JHB – Lagos, as well as JHB-Maputo, JHB-Lusaka and JHB -Ndola. Even though the bilateral air service agreements are already in place, actually getting the approvals from other countries to start flying can take up to four years.

A case in point are the Cape Town – Gaborone, JHB-Gaborone, JHB-Maun and JHB-Kasane routes as the Botswana government has been particularly determined to protect its local airline.

The length of the Johannesburg-Lagos sector will require a significant fleet upgrade. Van der Molen confirms that they have been looking at either Airbus A320s or Boeing 737-800s. However, this will entail a gearing-up by the airline in terms of its maintenance capacity and pilot training. She points out that one of the core values of the airline is that it does its own

maintenance and a move to Boeing or Airbus products would require an upgrade to its AMO in terms of skills and tooling.

Van der Molen makes the interesting observation that, due to the decline in SAA Technical with its associated loss of skills, there has been a steady need for CemAir and other SAAT customers to build their own MRO capability for key components and services.

Just a few years ago CemAir was engaged in a bruising battle with the South African CAA. Van der Molen says that the airline’s relationship with the regulator has now stabilised. She notes that one of the key challenges faced by the CAA is that it has lost many of its key skills and expertise, some to Covid-19. Van der Molen describes the current relationship as one of professional courtesy. She says there is now a clear understanding between the Regulator and the airline that they are both committed to providing essential air connectivity that will grow the South African economy. 

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The Falcon 10X will be Dassault's largest cabin and longest range biz-jet.

D

ASSAULT AVIATION HAS launched its latest and largest biz-jet, the Falcon 10X. Still in development, the aircraft won’t be marketed for several years, but the company had a virtual rollout to highlight the features of what it claims will be the business jet with the world’s largest cabin.

both flight deck seats fully recline

The Falcon 10X will be an ultra long range business jet. Powered by twin Rolls-Royce Pearl 10X engines

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generating 18,000 pounds of thrust, it will have a range of 7,500 nautical miles (13,900 km). This enables nonstop from Paris to northwest Australia in about 15 hours at a fast Mach 0.925.

With 15 hour endurance, Dassault designed the Falcon 10X to be as comfortable as possible for both passengers – and crew. The cabin features an enlarged master suite with a full shower.

15 hour endurance demands a super-luxurious extra wide cabin with high pressurisation.

The new composite wing retains the Falcon’s shortfield landing capabilities—less than 2,500 feet.

passenger fatigue on 15-plus hour flights, the 10X’s cabin will stay at 3,000 feet up to FL 410.

Noise levels are kept low, and ambient light is maximised as the cabin has 38 windows that are 50 percent bigger than those in the Falcon 8X. To reduce

Always a leader in blending its fighter-based technology with bizjet specifications, Dassault has designed the 10X’s cockpit to be the first of its kind with a single Cabin features large master suite with full shower.

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Lie flats for the pilots.

Cockpit features Rafael fighter designed single power lever, autorecovery systems and reclining seats for the pilots to nap.

power lever to control both engines through the aircraft’s digital flight-control system.

A novel feature is that both flight deck seats will fully recline in anticipation of a future relaxation of the rules to allow pilots to nap at their station. If the pilots are literally caught napping by an emergency, there is an Auto-Recovery Mode and Active Flight Path Protection derived from Rafale technology.

The aircraft uses the company’s FalconEye combined vision system that uses Head Up Displays (HUDs) as 12

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the primary flight readouts, which provide enhanced and synthetic vision capabilities for zero ceiling/ visibility conditions.

Dassault believes the 10X will best its two major competitors inside the cabin, which is 9-ft 6-in wide as compared to the Gulfstream G700's 8-ft 2-in cabin and the Bombardier Global 7500's 8-ft wide.

The 10X is expected to enter service in 2025 with a $75 million price tag. 

AERION CLOSES SHOP

A

ERION SUPERSONIC IS shutting down operations, ending ambitious plans to bring a supersonic business jet to market later this decade.

Aerion Supersonic was launched almost twenty years ago, soon after the Concorde was retired from service in 2003. Ten years later it unveiled the first iteration of its supersonic business jet.

The AS2’s “boomless cruise” is also known as Mach cut-off flight and uses onboard and remote sensors to evaluate atmospheric conditions and limit the cruise speed to a setting at which a sonic boom would refract off warmer layers of the atmosphere or dissipate before reaching the ground.

The aircraft’s design also makes use of a natural laminar flow wing which reduces turbulence and drag to increase aerodynamic efficiency, making higher speeds achievable.

In a statement the company blamed an inability to raise sufficient capital to fund future development as the reason for the closure. The Nevada, USA-based company employs around 150 people.

Aerion’s planned the AS2 as a 12-passenger jet capable of a speed of Mach 1.4. Aerion had been aiming to fly the AS2 for the first time in 2024 and have it certificated and in operation two years later. Aerion’s approach to noise-reduction is different to NASA’s QueSST, which uses a technique called aerodynamic shaping and is expected to make its first test flight next year. Wind tunnel testing with models was completed last year.

Over the years Aerion has partnered with several high profile aerospace firms, including Lockheed Martin, GE, Honeywell and most recently Boeing and GKN.

“The AS2 supersonic business jet program meets all market, technical, regulatory and sustainability requirements and the market for a new supersonic segment of general aviation has been validated with US$11.2 billion in sales backlog for the AS2. However, in the current financial environment, it has proven hugely challenging to close on the scheduled and necessary large new capital requirements to finalize the transition of the AS2 into production. Given these conditions, the Aerion Corporation is now taking the appropriate steps in consideration of this ongoing financial environment.”

However, work stalled last year during the Covid-19 pandemic and a preliminary design review that was expected to be completed soon after was pushed back to this year, with first flight and certification also delayed to 2025 and 2027. 

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BUSH PILOT HUGH PRYOR

OR JUMBO? CUB

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What’s the difference between a Boeing 747 and a Piper Super Cub? – apart from the size? Not a lot really, if you think about it.

W

ELL OKAY, THE 747 IS pressurised and it has more engines, so it goes a bit faster and carries a few more people for longer trips.

Apart from that, they both have wings, ailerons, flaps, horizontal stabilisers, elevators, fins, rudders and wheels, and something to propel them through the air.

So there isn’t much difference, except that you could virtually fly a Super Cub inside a 747!

If the pilots of Air France Flight 447 had learned to fly in a Super Cub, they would not have crashed.

According to Airbus, Airbuses don’t stall or spin, because the on-board computers will not allow them to. If, however the computers turn themselves off... then that’s a different story altogether and they will stall and spin, just like any other aeroplane. Particularly if you put a couple of pilots up the front who only learned how to fly on computers, not the real thing.

As it so happened, he had thus handed the Snipe the precise recipe for a lively spin and it accepted the offer, hurling its terrified occupant round and round with frightening enthusiasm.

So horrified was the holy man by the imminence of violent death that his brain convinced him that it would be easier to enter the next world in an unconscious state and his mind closed down, causing the Reverend to pass out.

He fell onto the control column, pushing it forward and his throttle hand followed suit, inadvertently increasing the power.

The increasing air flow over the wings took them out of the stall and the spin developed into a spiral dive.

As the speed built up, the wind revived our pilot and he suddenly realised that Death had withdrawn its talons and left him in a perfectly controllable aeroplane, which he landed safely, bursting with enthusiasm to go up and try it again.

stall/spin accidents killed more pilots during WWI than enemy action

It’s worth remembering that stall/spin accidents killed more pilots during World War One than enemy action, because they simply did not know what was causing the aeroplanes to behave like that. In fact, so the story goes, it took a clergyman to discover the first secrets of fatal aerodynamics.

One glorious summer’s day he went up in a Sopwith Snipe, to chase the soft white puffs of sunlit cumulus.

While he twisted and soared among the cotton-wool canyons, his attention slipped away from the Air Speed Indicator and as he hung it out round a steep buttress of cloud, the wings gave him a gentle warning shudder before falling into a stall.

The vicar watched in horror as the world below appeared to fill his windscreen. He throttled the power and hauled back on the stick, while turning violently to avoid flying in to the next cloud.

It was thus that man discovered how to avoid the most common killer of early aviators. It did not stop them killing themselves and lots of their passengers, of course, as was proved by the A330 when it plunged from 38,000 feet into the sea while being held in the fully stalled condition by three pilots who did not understand how aeroplanes, big or small, actually stay in the air.

Maybe the older generation had more of a chance simply because they had to demonstrate their ability to recognise and recover from stalls and spins, both in visual and instrument flight conditions, before they were cleared to exercise the privileges of their licenses.

Maybe it is time for us to move back to ‘manual’ flying before we lose all hand-eye-brain co-ordination to the omnipotent computer. 

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HISTORY

The YC-130 first flight in 1954.

STEVE TRICHARD

MILITARY

TRANSPORT

AIRCRAFT

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By the end of World War 1, aerial operations had made an impact across all forms of warfare. The majority of air power roles and missions were operational, if not thoroughly tested. However, air transport was the very last role to emerge and mature, since contemporary technology could not meet the requirement.

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T THE BEGINNING OF WORLD War 2, no military activity could ignore the third dimension. Hard-earned experience confirmed the fundamental characteristics of air power in the minds of all military planners: speed, height, reach, ubiquity and flexibility.

Transport aircraft became a high-value asset during WWII. To satisfy the high demand, existing civilian air transport designs were modified as freighters and military transport aircraft. The Douglas DC-3 airliner became the hugely successful military transport C-47 Skytrain and C-53 Skytrooper. More than 16,000 DC-3 variants were built.

Loading these aircraft were time-consuming. The tail wheel and side door designs made cargo handling problematic. The search for a military transport aircraft began in all earnest. This led to aircraft purpose-built to move troops and heavy, bulky loads to semiprepared airstrips with little or no ground support.

These aircraft are the Junkers Ju 90, Arado Ar 232, Fairchild C-123 Provider and the Lockheed C-130A. Junkers Ju 90 When the Junkers Ju 89 long-range bomber programme was abandoned, the third prototype was, at the request of “Deutsche Luft Hansa”, rebuilt as an airliner with a wider passenger-carrying fuselage. The new design was designated the Ju 90 and made its maiden flight in August 1937.

It was a taildragger with four engines mounted on a low wing. Anybody that ever walked in a parked Dakota DC-3 will know that getting from the tail to the cockpit is uphill and not conducive to loading the aircraft.

One crucial innovation for cargo aircraft was thus introduced in 1939 on Ju 90 V5. For easier loading of passengers and cargo, the concept of the “trapoklappe” was formulated.

The “trapoklappe” boarding ramp, when lowered, raised the fuselage to the horizontal position and in doing so levelled the floor. Vehicles could be “wheeled” into the aircraft, and the ramp incorporated a personnel stairway. The Ju 90 evolved into the Ju 290, the first operational military aircraft with a ramp.

The Ar 232’s landing gear could “kneel”

Design features that are considered essential for modern cargo aircraft are a high wing, a box-shaped fuselage, with the main undercarriage accommodated in sponsons on the sides of the fuselage, a high tail with an integrated ramp and turboprop engines in, or flush under, the wings. Furthermore, it must be able to operate from austere airfields.

The DNA of the military transport aircraft can be traced through four aircraft that were products of exceptional innovations and groundbreaking designs.

We have to divert slightly from military air transport to discuss the production type Ju 90 A-1 (the airliner) in some detail because South African Airways (SAA) ordered two of these aircraft.

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The Junkers Ju 90 V1 was the forerunner of military transports.

designs for an “all-terrain transporter for use near the front”. The requirement called for a tactical aircraft with a rear-loading design, which could operate from “unprepared terrain”.

Arado Flugzeugwerke’s design was selected, and the result was the Arado Ar 232, the first purpose-built cargo aircraft. Arado’s development team, headed

by Wilhelm van Nes, faced two main challenges.

Firstly, to minimise the time spent in the loading and unloading without ground support, and secondly, to design an aircraft to cope with operations on extremely rough terrain.

Junkers Ju 90 V1 The Ju 90 A-1 had a range of 1 300 km at a cruise speed of 170 knots. The maximum passenger capacity was 40. The cabin was divided into five passenger compartments, each containing eight seats. The seat layout was four seats on either side of a central aisle.

The four seats were paired and facing each other. Two toilets and a cloakroom were in the rear of the aircraft.

The baggage hold was forward of the passenger compartments. The fuselage interior width was 2,83m, larger than the present-day Embraer 195 width of 2,74m. The loading ramp was not fitted to the A-1.

SAA ordered two A-1s with Pratt & Whitney Twin Wasp engines. These were known by the alternative designation Z-3 to distinguish them from the BMWpowered Z-2.

The Ar 232 design directly addressed the loading and unloading issues of contemporary aircraft. The cargo hold was a box-shaped design, with a winch installed in the roof. A hydraulically operated door was installed at the rear of the fuselage. The door consisted of two parts. The upper half hinged towards the ceiling, and the bottom part hinged downwards onto the ground, forming the loading ramp.

The high wings allowed the cargo hold to be closer to the ground and eased movement next to the aircraft.

The high mounted tail boom cleared the area behind the aircraft allowing vehicles to drive up to the loading ramp. Small vehicles could be wheeled into the cargo hold via the ramp.

The Ar 232’s landing gear could “kneel”, i.e. lower the fuselage for more effortless loading.

It was the blueprint for features now considered to

The two Junkers Ju 90 A/Z-3 (as referred to on the hugojunkers website) aircraft were assigned the South African Civil Aircraft Registration numbers of ZS-ANG and ZS-ANH. In the register, the type is indicated as Junkers Ju 90 B-1.

Neither of these aircraft was delivered to SAA due to the start of WWII. They were delivered to the Luftwaffe and were destroyed early in the war.

Arado Ar 232 In late 1940, the German Ministry of Aviation requested

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Junkers Ju 290 with Trappoklappe open - the tail wheel can be seen in the top right-hand corner.

be standard for military transport aircraft, with two noticeable differences. The main undercarriage was still centred in the wing, while the ramp and tail configuration were not integrated.

Arado fitted and tested a boundary layer control system on one of the prototypes. The design team went as far as using rocket units and a brake parachute, installed in the tail, to shorten the landing run.

The Ar 232’s ability to operate on extremely rough terrain must be briefly discussed. “Unprepared terrain” was defined in the requirement as a terrain with trenches 1,5 m wide, embankments of sand and rubble of maximum 80 cm high and fallen tree trunks up to 15 cm in diameter!

The unusual landing gear of the Ar 232 featured a conventional retractable tricycle undercarriage with a row of smaller non-retractable tandem wheel sets (bogeys) along the underside of the fuselage. The appearance of the row of small wheels led to the nickname “Tausendfussler” (millipede).

“...you will destroy the Lockheed Company”

The Arado design team focussed on reducing the approach and takeoff speeds to minimise ground rolls and to develop extremely robust landing gear. The takeoff and landing speeds were reduced significantly through the Arado designed ‘landing flap’. It consisted of double-slotted Fowler flaps on the entire trailing edge of the wings. The ailerons extended with the flaps while retaining their function. The wing area increased by 25% and the Ar 232-A (twinengined), at maximum takeoff weight (MTOW), could get airborne within 200 metres. The payload for the Ar 232-A was 2,500 kg, and for the 4-engined Ar 232-B payload was 4,700 kg.

The takeoff distance was further reduced by using jettisonable rocket propulsion units. The same method, referred to as JATO (Jet-Assisted Take Off) was demonstrated during the Lockheed-Martin C-130 airshow that formed part of the U.S. Navy “Blue Angels” formation displays.

During takeoff from a prepared runway, the landing gear was fully extended. In flight, the main landing gear fully retracted inwards into the wings. The nose wheel retracted until it reached the same height as the bogeys and was still exposed.

For loading purposes, the aircraft was lowered by hydraulically shortening the main landing gear and retracting the nose wheel, with the aircraft settling onto the bogeys.

The same landing gear configuration was used for operations from unprepared surfaces.

The Ar 232 had another kneeling trick up its sleeve, by extending the nose wheel while in the loading configuration, the fuselage tilted rearwards, lowering the ramp even closer to the ground.

On 13 June 1944 an Ar 232 piloted by Paul Bader

Arado Ar 232 showing the design features of modern-day cargo aircraft.

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Arado Ar 232 – with massive flaps extended increasing the wing area by 25%.

demonstrated the ability to meet the “unprepared terrain” requirements set four years earlier. A test track was prepared with trenches 1,5 m wide and sand embankments of 80 cm high. High-ranking officials attended the demonstration.

Independent technicians that watched the flying display as guests believed that the extreme shocks that the aircraft endured caused damage to the airframe.

after WWII by the Chase Aircraft Company for the USAF, built entirely of metal. With a wingspan of almost 34 m and an AUW of 31,751 kg, it was the largest glider ever built in the United States.

Fairchild C-123 Provider

The XG-20 introduced design innovations with the main landing gear mounted in the fuselage and a high tail configuration with an integrated loading ramp.

The airframe layout and features for military transport were now reaching maturity.

The Chase XG-20 was an assault glider developed immediately

The XG-20 did not enter production. However, two radial

engines were integrated into the airframe, evolving into the Chase C-123 AVITRUC. Chase began manufacturing the C-123 in 1953, but the contract was transferred to Fairchild due to a corruption scandal.

Fairchild C-123 Provider The Fairchild C-123 Provider saw extensive service during the Vietnam War as a short-range assault transport used for airlifting troops and cargo to and from small, unprepared airstrips.

Unfortunately, the C-123 is perhaps best known for spraying “Agent Orange”, a herbicide used to defoliate parts of South Vietnam.

Lockheed C-130A

In flight, the main gear retracted while the twenty-two small wheels remained extended.

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The American aircraft company Lockheed responded to a requirement from the USAF in 1951. The requirement was, in layman’s terms, for “a medium transport that can land on unimproved ground, be extremely rugged, be primarily for freight

transport with troop-carrying capability, and carry about 30,000 pounds for 1,500 miles.”

Willis Hawkins, head of the Lockheed design team, responded with a design that was to become the C-130 Hercules. The design had a similar layout to the C-123 Provider, with two noticeable design differences.

The main wheels retracted into fuselage sponsons that did not intrude into the cargo hold, and it used four Allison T56 turboprop engines.

on any aircraft, the first being on the Douglas C-124.

Senior Lockheed officials were sceptical, advising the vice-president of Lockheed not to sign the prototype proposal document. “If you sign that letter, you will destroy the Lockheed Company.” They thought that the Hercules would not sell enough to recover the development costs. The document was signed, and the company won the contract in July 1951.

The features for military transport were now reaching maturity

The Allison T56 turboprop engine weighed 794 kg and delivered 2,796 kW of power.

In comparison, the largest radial engine ever mass produced was the 2,600 kW Pratt & Whitney R-4360 Wasp Major at a weight of 1 585 kg. The T56 was developed specifically for the C-130 and was the final piece in search of the modern military transport aircraft.

The other engineering innovations on the C-130 were more than skin deep. The Allison engines generated sufficient power to allow the engineers to incorporate pressurisation into the design. The whole aircraft was pressurised, including the cargo bay. The fuselage was strengthened by the ‘double layer’ required and contributed to the durability of the aircraft.

A turbine Auxiliary Power Unit (APU) was installed in the C-130. It was only the second such installation

The first flight of the prototype YC-130 took place in August 1954. The aircraft was more manoeuvrable than expected and met or exceeded all USAF requirements.

The transport pilots were delighted. The C-130A, at a weight of 45 000 kg, was labelled as overpowered, could climb at 2 500 ft/min and comfortably fly with one engine out.

Lockheed-Martin describes it as “The C-130 is whatever is needed, it’s an ambulance, it’s a gunship, it drops paratroopers, it carries cargo, it’s a T.V. broadcast system, it’s launched drones, and caught satellites. You name it, the Hercules has done it at some point in its career.”

The military transport aircraft was now a mature design, and its versatility had an incredible impact on world affairs. 

The C-123 Provider spraying Agent Orange in Vietnam.

FlightCom Magazine

21

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Starlite Aviation Training Academy FlightCom Magazine

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23

: T O L I P E H MEET T

Text and images: Grant Duncan-Smith: Subiaco Photography

Flying a medical rescue helicopter is one of the most demanding roles for a helicopter pilot. Often it is literally a matter of life and death to get the patient to the hospital.

We chat to Air Mercy Service pilot Donovan Kohl about how he got to qualify as an AMS pilot and what it takes.

AMS pilot Donovan Kohl.

24

FlightCom Magazine

The AMS Agusta A119 Koala operating over Cape Town.

GDS: When did you first know you wanted to be a pilot?

DK: As far back as I can recall, but from the age of 9 years old my parents said I always had a keen fascination for flying.

GDS: Where were you born and where did you grow up?

GDS: Where did you learn to fly?

DK: Initially I completed a fixed wing PPL through the Defence Flying Club at Air Force Base Swartkop.

After leaving the SAAF I completed my helicopter PPL with Dave Mouton’s flying school, then Helibip, at Midrand. My CPL(H) was then completed with Starlite Aviation at Virginia. I earned my ATPL(H) during the course of my flying career.

The Agusta A119 Koala has been the most fun

DK: I was born in Salisbury (Harare) but grew up in Tzaneen where I completed my schooling at Merensky High School. Thereafter I joined the SAAF and my studies were all aviation related. I qualified as an Aircraft Maintenance Engineer and Flight Engineer on helicopters in the SAAF. I still hold a valid AME Licence as well.

GDS: What helicopters are you rated on?

DK: The Agusta 119 & 109, EC130, AS350; Sikorsky 76, Bell 212, RH22 & 44 and H269 helicopters, with Instrument and Night Ratings with NVG. I also have Sling and Winch and Test Pilot (Class 2) ratings. I no longer fly fixed wings.

FlightCom Magazine

25

Donovan Kohl holds both winch and sling ratings as well as an instrument rating.

You gain most of this understanding with experience

26

FlightCom Magazine

Winch operations require well practiced teamwork between crew and pilot.

weather conditions and wind can hamper a mission

FlightCom Magazine

27

Mountain flying is the most challenging, especially with Cape Town winds.

the start of my commercial helicopter career, as I was a lowly co-pilot back then with much to learn.

GDS: How long you have flown with AMS? DK: I have been with AMS for 14 years. My first 2 years were spent in Bloemfontein, the latter 12 have all been Cape Town based. When required, we also do relief duties at other AMS bases around the country.

GDS: What specific skills are important as a HEMS/Mountain Rescue pilot?

And what advice would you give pilots wanting to do AMS work?

DK: From my own experience, the best advice I can give is that to have a good knowledge and technical understanding of the aircraft type one operates is invaluable.

Respect your helicopter and know its limits – as well as your own.

Regarding skills: currently the most demanding is mountain flying as it is an ever-changing environment, particularly in Cape Town with the winds we experience.

GDS: What is your favourite aircraft?

DK: The Agusta 109 Grand thus far has been the most fun to fly.

DS: What has been your most memorable flight?

DK: During the course of my career I had the privilege to work on the Antarctic and Islands contract with CHC Africa. By far the most memorable flying was done in Antarctica using Bell 212s. That was basically

28

FlightCom Magazine

Every rescue is different and sometimes the weather conditions and wind can hamper a mission. It is all too easy to get caught out during a mission to save a life. You have to be careful not to get pressured, and ultimately to maintain a keen eye on all aspects of safety, for yourself, the crew, the patient and the helicopter.

Having a good understanding of mountain flying is important. You gain most of this understanding with experience, however there are many brilliant and skilled/experienced helicopter pilots out there and one should never be afraid to ask advice from them. 

BUMMPFFF: The used Raptor engines from SpaceX SN15's successful landing. The complexity, design for huge pressures and the signs of thermal stresses are evident

✗ ✗ ✗ ✗

Britz

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Valhalla

079 636 9860

churchbs@live.com

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Athlone Park

031 904 7460

dex.duplessis@intercare.co.za

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Benoni

011 849 6512

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Umhlanga Rocks

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

✗ ✗

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Midrand

011 315 5817

kaingham@hotmail.com

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Eugene

Mossel Bay

044 693 1470

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✗ ✗

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Chris

Pretoria Lynnwood

012 368 8800

chris.opperman@intercare.co.za

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Ernest

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011 825 5300

schutzfm@iafrica.com

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Stan

Rand Airport & JHB CBD

083 679 0777

stant@global.co.za

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013 751 3848

hctoerien@viamediswitch.co.za

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021 887 0305

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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 Magazine

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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

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

AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za

AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za

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

Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com 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

Atlas Aviation Lubricants Aerocore Steve Cloete Dart Aircraft Electrical Jacques Podde 011 917 4220 Mathew Joubert 082 565 2330 Fax: 011 917 2100 011 827 0371 jacques@aerocore.co.za Sales.aviation@atlasoil.co.za Dartaircraftelectrical@gmail.com www.aerocore.co.za www.atlasoil.africa www.dartaero.co.za

Aero Engineering & PowerPlant ATNS DJA Aviation Insurance Andre Labuschagne Percy Morokane 011 463 5550 012 543 0948 011 607 1234 0800Flying aeroeng@iafrica.com percymo@atns.co.za mail@dja-aviation.co.za

www.atns.com www.dja-aviation.co.za Aero Services (Pty) Ltd Chris Scott Aviation Direct Dynamic Propellers 011 395 3587 Andrea Antel Andries Visser chris@aeroservices.co.za 011 465 2669 011 824 5057 www.aeroservices.co.za info@aviationdirect.co.za 082 445 4496

www.aviationdirect.co.za andries@dynamicpropeller.co.za Aeronav Academy www.dynamicpropellers.co.za Donald O’Connor BAC Aviation AMO 115 011 701 3862 Micky Joss Eagle Aviation Helicopter Division info@aeronav.co.za 035 797 3610 Tamryn van Staden www.aeronav.co.za monicad@bacmaintenance.co.za 082 657 6414

tamryn@eaglehelicopter.co.za Aeronautical Aviation Blackhawk Africa www.eaglehelicopter.co.za Clinton Carroll Cisca de Lange

011 659 1033 / 083 459 6279 083 514 8532 Eagle Flight Academy clinton@aeronautical.co.za cisca@blackhawk.aero Mr D. J. Lubbe www.aeronautical.co.za www.blackhawk.aero 082 557 6429 training@eagleflight.co.za Aerotric (Pty) Ltd Blue Chip Flight School www.eagleflight.co.za Richard Small Henk Kraaij 083 488 4535 012 543 3050 Elite Aviation Academy aerotric@aol.com bluechip@bluechip-avia.co.za Jacques Podde www.bluechipflightschool.co.za 082 565 2330 Aircraft Assembly and Upholstery Centre info@eliteaa.co.za Tony/Siggi Bailes Border Aviation Club & Flight School www.eliteaa.co.za 082 552 6467 Liz Gous

anthony@rvaircraft.co.za 043 736 6181 Enstrom/MD Helicopters www.rvaircraft.co.za admin@borderaviation.co.za Andrew Widdall

www.borderaviation.co.za 011 397 6260 Aircraft Finance Corporation

aerosa@safomar.co.za Jaco Pietersen Breytech Aviation cc www.safomar.co.za +27 [0]82 672 2262 012 567 3139 jaco@airfincorp.co.za Willie Breytenbach Era Flug Flight Training www.airfincorp.co.za admin@breytech.co.za Pierre Le Riche 021 934 7431 Aircraft General Spares Bundu Aviation info@era-flug.com Eric or Hayley Phillip Cronje www.era-flug.com 084 587 6414 or 067 154 2147 083 485 2427 eric@acgs.co.za or hayley@acgs.co.za info@bunduaviation.co.za Execujet Africa www.acgs.co.za www.bunduaviation.co.za 011 516 2300 enquiries@execujet.co.za Aircraft Maintenance @ Work Celeste Sani Pak & Inflight Products www.execujet.com Opelo / Frik Steve Harris 012 567 3443 011 452 2456 Federal Air frik@aviationatwork.co.za_ admin@chemline.co.za Rachel Muir opelonke@aviationatwork.co.za www.chemline.co.za 011 395 9000 shuttle@fedair.com Aircraft Maintenance International Cape Aircraft Interiors www.fedair.com Pine Pienaar Sarel Schutte 083 305 0605 021 934 9499 Ferry Flights int.inc. gm@aminternational.co.za michael@wcaeromarine.co.za Michael (Mick) Schittenhelm www.zscai.co.za 082 442 6239 Aircraft Maintenance International ferryflights@ferry-flights.com Wonderboom Cape Town Flying Club www.ferry-flights.com Thomas Nel Beverley Combrink 082 444 7996 021 934 0257 / 082 821 9013 Fireblade Aviation admin@aminternational.co.za info@capetownflyingclub.co.za 010 595 3920 www.@capetownflyingclub.co.za info@firebladeaviation.com Air Line Pilots’ Association

www.firebladeaviation.com Sonia Ferreira Capital Air 011 394 5310 Micaella Vinagre Flight Training College alpagm@iafrica.com 011 827 0335 Cornell Morton www.alpa.co.za micaella@capitalairsa.com 044 876 9055

www.capitalairsa.com ftc@flighttrainning.co.za Airshift Aircraft Sales

www.flighttraining.co.za Eugene du Plessis Century Avionics cc

082 800 3094 Carin van Zyl Flight Training Services eugene@airshift.co.za 011 701 3244 Amanda Pearce www.airshift.co.za sales@centuryavionics.co.za 011 805 9015/6 www.centuryavionics.co.za amanda@fts.co.za Airvan Africa www.fts.co.za Patrick Hanly Chemetall

082 565 8864 Wayne Claassens Fly Jetstream Aviation airvan@border.co.za 011 914 2500 Henk Kraaij www.airvan.co.za wayne.claassens@basf.com 083 279 7853 www.chemetall.com charter@flyjetstream.co.za Algoa Flying Club www.flyjetstream.co.za Sharon Mugridge Chem-Line Aviation & Celeste Products 041 581 3274 Steve Harris info@algoafc.co.za 011 452 2456 www.algoafc.co.za sales@chemline.co.za www.chemline.co.za

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FlightCom Magazine

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

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

Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

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

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

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.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

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

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

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

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za

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

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

Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

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

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

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

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

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

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

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

Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.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

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

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