Flightcom Magazine April 2022

FlightCm African Commercial Aviation

Edition 160 | April 2022

Cessna’s Skycourier -certified Hugh Pryor – what is a real pilot?

Airbus & Boeing duopoly

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New Kenyan Columnist: Caravan prop runaway FlightCom: April 2022

Ukrainian war – effect on Africa Op-ed – Social media and China eastern crash

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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

APRIL 2022 EDITION 160

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 10 14 24 29 32 33 34 36

Bush Pilot - Hugh Pryor Defence - Darren Olivier Feature - Airbus VS Boeing Pilots: Iris McCallum: Part 2 AME Directory Alpi Aviation SA: Flight School 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: THE CHINA EASTERN BOEING 737-800 crash has prompted a mass of disinformation from the internet. These range from duplicitous videos which only at the end say that it was not another Boeing Max crash, to outright deceit with fake videos from other crashes – most notably the Silk Air 737-300 crash that happened 25 years earlier, where the video shows the empennage having broken away.

Many analysts are weary of having to point out that the crash is unrelated to the 737 Max. The requirement to do so shows that the Max, and Boeing’s reputation, are still very much in the public consciousness, even as hundreds of Max jets fly unremarked around the world.

Unfortunately, the China Eastern crash might further extend the long wait for Max jets to fly again in China, on the grounds of its stained reputation.

The lack of ATC transmissions by the aircraft is puzzling.

Despite the paucity of reliable data, the airline industry’s ability to connect the world depends on it doing everything possible to establish why catastrophic incidents have occurred, before acting on any recommendations. In this crash the first part of that process may take considerable time.

Darren Edward O’Neil is our artist responsible for Hugh Pryor’s illustrations. He remarks that, in the light of the tidal wave of; “fake news following any world event, who are these people who create these fake stories and fake imagery, and what is their motivation?

It is incredibly juvenile in that it achieves nothing - it's one thing to make fake news in a campaign during a conflict or war situation, but in a tragedy like this what possible gains can be had from publishing a fake story as fact when we all know the cause and truth will ultimately come to light?

click-bait lies which African airlines would do well to study

For China’s huge aviation industry, this crash is the first fatal one since 2010. And within the wider context of airline safety, the industry has a remarkable safety record, as was reflected in IATA’s data.

Those with an understanding of the industry quietly aver that more information must emerge before conclusions can be drawn. Yet they get drowned out by the worthless noise. Thankfully, at time of writing, both the China Eastern Cockpit voice recorder and Flight Data recorder have been recovered. Hopefully they will have survived enough to yield key information.

The few fresh details released via official Chinese media channels show failed attempts by air traffic control to contact the aircraft as the incident occurred.

“[It is] just bizarre, my general thinking is that any theory released before the preliminary and final report is speculation and hearsay - particularly in a crash as puzzling and devastating as this with so much riding on the answers.”

The tragedy of this crash shows the interweb at its worst. The web is spewing misinformation and clickbait lies which African airlines would do well to study as part of their own disaster management plans. 

BUSH PILOT HUGH PRYOR

Now listen, please, because I think that you should be sitting down when you read this, after all these years of me telling you stories about the fun which I have enjoyed while flying aeroplanes...So here we go.

I

AM NOT A ‘REAL’ PILOT! I was not born with Avgas or Avtur in my blood.

I never dreamed of dancing the skies on laughtersilvered wings, because I knew that I was just a simple 26-year-old soul, who had just enough of ‘The Right Stuff’ in me to build a dairy to milk forty seven Friesian cows on Kilimanjaro. Flying aeroplanes was simply not even on my horizon.

Basically I was just too ‘thick’ even to think of becoming one of those Heroes who had so recently won the Second World War, which had incidentally cost me the loss of my Father and four of my Uncles, not to mention the fifty-two thousand unbelievably brave aviators who had launched into the flame-filled skies over Europe, night after night, never to return.

The farm belonged to some cousins of mine and the ‘Boss’ was Sue, the Mother of the Family and she ‘Ran the Show’, so I had to ‘Do exactly as I was told’, which included learning how to speak ‘Swahili’, which took about three months and then to organise my team, which started with the ‘Muster Roll’ at 07:00 each morning, to tell the guys what we were doing that day.

This included getting Danielli to teach me how to weld galvanised piping together. Now I don’t know if you have ever done this, but it is much more cosmetic if you start with black skin because the galvanising spits red hot shards of molten metal on to your arms as you go and Danielli reckoned that I was ready to be allowed to weld on my own, when I stopped screeching and I still bear the scars to this day!

I was not born with Avgas or Avtur in my blood.

No...Flying was definitely NOT on my list of ‘Career Opportunities’...maybe I simply didn’t have the ‘Guts’ for that sort of thing.

Little did I know.

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Then, one morning, before ‘Muster Roll’, Sue came to me and said, “I need to see you, in the Office, after Muster Roll to discuss your future on the Farm.”

Well, I thought that, since the Dairy was now working and the milk was flowing very nicely, this was my invitation to go back to the UK and find a ‘proper’ job.

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So I approached my interview with Sue with some misgivings and I sat down by her desk and waited for my commitment to a life of ‘teaching in the UK.’ To my surprise, Sue then announced that ‘the Family’ had decided that, if I was going to stay on the farm, I would need to go to Nairobi, buy an aeroplane and learn to fly, so that I could get on with the ‘Shopping’, because it was costing The Company too much for me to drive up to Nairobi in my 4x4 every month, when I could do it much quicker and cheaper, by air.

So I was not going to become a ‘Pilot’ to win World War Two and walk off into the sunset with the most beautiful Blonde in the World...I was simply going to learn to fly an airborne shopping trolley!

I would never have flown myself across the Atlantic.

I would never have flown a single-engined aircraft, pre-GPS, from Zurich to Johannesburg. I would never have experienced dodging SAM 7 missiles for real in Angola. I would never have known what it feels like to be shot at and hit, not personally of course, but one 7.62 round came up through the floor of the Twin Otter and took out the radios, but luckily I had a personal hand-held transceiver which got us back to Beira...but that is another story!

Basically, I am not a ‘REAL PILOT’, with ‘Gold Scrambled Egg’ on my cap and my shoulders.

Yes, I was a fully-qualified ‘Airline Transport Pilot’ in Kenya, the USA, Norway, Switzerland, and South Africa, with appropriate IRTs and medicals for each, but I was still just a ‘Bush Bum’ pilot underneath.

Without my ‘Dragon’, which is how Annie describes herself, I would never have LIVED

Now this sounds like a recipe for ‘Disaster’ but it actually leads on to me buying a 1947 Piper PA 12 Tail-wheel Super Cruiser and marrying the tiny girl who sold it to me. And that lead me on to the forty-four years of FUN which I am still enjoying from aeroplanes and forty-four years of marriage to a person without whom I would now be an extremely boring retired teacher, living out my remaining years boring myself and anybody who is not deaf, to a slow and boring death

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For me, aeroplanes are animals, built by humans... every stitch of the fabric and every rivet and weld were put there by people, who in their heart of hearts, knew that if they got it wrong, then the folk who were trusting them to keep air and ground in survivable parameters would probably not survive their miscalculations.

Without my ‘Dragon’, which is how Annie describes herself, I would never have LIVED (and by LIVED, I mean years, rather than ‘visits’,) in Kenya or Sudan or Ethiopia or Yemen or Libya or Angola or Mozambique or Algeria or Oman or Tanzania or South Africa or Mali.

And that is why I have so enjoyed talking to you guys during these delightful years. You have the same fascination that I have for the immense privilege of being able to leave the Earth and explore the boundless halls of air which was denied to our forebears for so many millennia before we came along.

I would never have learned how to do a ‘Wheels-up’ landing in a Buffalo, in front of a cheering crowd and then perform an IRT in the same aircraft, twelve days later.

We really are the luckiest people ever to have inhabited this tiny jewel in the vast cosmos which we are now only beginning to explore and long may we appreciate that privilege and treasure our priceless little jewel. 

FlightCom: April 2022

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DEFENCE DARREN OLIVIER

THE UNEXPECTED IMPACT ON

AFRICAN DEFENCE FORCES OF RUSSIA’S

INVASION OF UKRAINE Russia’s disastrous invasion of Ukraine has resulted in the deaths of thousands of innocent Ukrainian civilians, the destruction of entire cities, and the justified imposition of extraordinary sanctions against Russia.

O

N TOP OF THIS, it’s causing severe and dangerous wider global impacts, ranging from wheat shortages, to inflation and economic losses.

For many African air forces, however, there is another major problem as highlighted by Ekene Lionel writing for Military Africa: All three of the countries that provide the vast majority of spare parts for ex-Soviet/Russian aircraft and can service and upgrade them, namely Belarus, Russia, and Ukraine, will be unable to provide support to anyone for the foreseeable future because of either sanctions or the war itself.

even aircraft parts production for long.

Belarus may be in the same position soon, being under a similar level of sanctions as Russia.

Moreover, even if Russian facilities are able to maintain a high enough level of production, it’s likely most or all will first be reserved for Russian needs, given the losses they have sustained in Ukraine.

While there are other companies in other countries that could pick up some of the slack in terms of maintenance support, they’re still reliant on Russia and Ukraine for parts and components which aren’t made elsewhere. In fact, even Ukraine, which had an enviable domestic industry before the war, and vast experience with former-Eastern Bloc aircraft, was unable to reverse engineer many key parts for its fighter aircraft after it was cut off from Russian purchases in 2014. Instead, it had to covertly

we will all be affected by the knockon economic effects

Russian forces have been systematically destroying the Ukrainian defence industry, hitting aircraft construction, maintenance, and parts production facilities. Russia, in turn, is now under such severe sanctions that it’s unlikely it will be able to maintain a significant level of aircraft or

10 FlightCom: April 2022

A Ukrainian Mi-24 Hind before its withdrawal from MONUSCO.

acquire the necessary parts via other countries, while cannibalising large numbers of aircraft.

For perhaps a few months the demand could be met by existing parts in supply and a similar type of cannibalisation. But if, as expected, this crisis continues for some time, then African forces operating ex-Soviet, Ukrainian, or Russian aircraft in key roles need to begin making alternative plans now – or face wholesale fleet groundings. These African forces need to be identifying alternative suppliers, locking in as many guarantees as possible, and looking for reverse engineering opportunities, both domestically, and from companies trying to fill the gap. Even if there ends up being no support and supply crisis, perhaps because Russia withdraws and sanctions are lifted, or other countries somehow make up the slack, this will still have been a useful exercise.

South Africa will escape the most severe impact, as the South African Air Force does not operate any significant Russian systems, but the future of its students studying in Russian military academies is less certain.

However, we will all be affected by the knock-on economic effects of this war which may in turn have serious political, social, and security implications.

Rising food prices driven by a wheat shortage, a high oil price, and the general supply problems of the past two years are already causing discontent in a number of countries. Especially the Middle East and North Africa.

It was similar food price hikes and the resulting mass protests that kicked off the Arab Spring a few years ago.

entirely dependent on Russianmade aircraft

This may also affect countries operating Chinese aircraft, as China has yet to replace Russian systems in all areas of its designs, in particular when it comes to modern turbofan fighter aircraft engines.

For instance, both the JF-17 and L-15 use Russianmade engines, an RD-93 and a pair of AI-222K25Fs respectively, though older Chinese fighters like the F-7 use Chinese-made licence-built variants of older Soviet-era turbojets and should be minimally affected.

It’s too early to predict whether we will see similar mass protests leading to governments falling and strategic realignments on the continent, but we definitely can’t rule it out.

Those may in turn result in shifts in governments, or in government policy, that upend decades-long assumptions regarding the stability of many regions on the continent.

Somewhat related, the invasion of Ukraine has had another major impact: Ukraine needing to urgently withdraw its aviation unit from the United Nations peacekeeping mission in the Democratic Republic

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of the Congo (MONUSCO). The eight Mi-8s and Mi-24s deployed there until the war began represented a full third of MONUSCO’s aviation capability and the most crucial part of its offensive and reconnaissance capabilities as MONUSCO’s dwindling budget meant it could not rely too heavily on the more costly South African Rooivalks deployed.

The UN has already begun casting around for replacement aircraft for the mission, but any replacements are going to take months to arrive in the best case scenario and it’s unlikely that any other country could provide as many aircraft for the same low cost as the Ukrainians could. South Africa certainly cannot provide more Oryx and Rooivalk helicopters to the mission. What impact that has on MONUSCO’s ability to continue keeping overall levels of violence low while combating persistent insurgent groups like the ADF is still unknown, but it will undoubtedly make the task much more difficult.

In terms of countries most dependent on Russian aircraft for their main air defence and combat needs, Algeria is far and away the most vulnerable in North Africa with a combat fleet entirely made up of Russian fighter aircraft, centred around a fleet of nearly 60 Su-30MKAs and three dozen MiG-29M/ M2s. Unlike similar Su-30MK variants acquired by India and Malaysia, which have substantial nonRussian systems, the Algerian aircraft are almost entirely dependent on Russian components.

Further south, Angola, the DRC, Equatorial Guinea, Eritrea, Ethiopia, Mozambique, Rwanda, and Uganda are all entirely dependent on Russian-made aircraft for all combat roles, putting them in all in a difficult position if support becomes more difficult.

Using Angola as an example, it operates a varied fleet including MiG-21s, Su-27s, Su-25s, MiG-23s, Su-22s, Mi-24s, Mi-8s, and others, but it is primarily reliant on a fleet of 12 Su-30Ks recently upgraded and overhauled by the 558th Aviation Repair Plant in Belarus and 8 Mi-171s, both of which are very dependent on modern Russian components that might soon be in short supply. Counter-intuitively, it will be easier to maintain the Angolan Air Force’s older aircraft, as they rely on more commonlyavailable parts than either the Su-30K or Mi-171.

Looking beyond the immediate crisis, this provides a useful lesson for why you ideally don’t want to source all of your combat aircraft from the same country, but should rather spread the risk around multiple countries. It also validates the practice of operating at least two separate fighter aircraft types from different countries, though that’s beyond the reach of most countries.

This will also provide new opportunities for Chinese, Turkish, and other countries to further supplant Russian and Ukrainian exports to Africa, as it’s likely most buyers will be hesitant about buying from either of those two for some time to come. 

The Angolan Air Force will have no support for its Su-30 fighters.

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NEWS

ETHIOPIAN ORDERS B77-8F ETHIOPIAN AIRLINES HAS SIGNED a Memorandum of Understanding (MoU) with Boeing to purchase five 777-8 freighters, becoming the second airline to launch the recently launched freighter.

Given the worldwide post-Covid shortage of cargo space due to the reduction in passenger flights with associated belly cargo capacity, the order is aimed to enable Ethiopian Airlines to meet expanding global air cargo demand from its hub in Addis Ababa and position the carrier for long-term growth.

Ethiopian Airlines currently operates nine 777 freighters. The carrier’s fleet also includes three 737800 Boeing Converted Freighters and a combined commercial fleet of more than 80 Boeings, including 737s, 767s, 787s and 777s.

Tewolde Gebremariam, CEO of Ethiopian Airlines Group, said: “In our vision 2035, we are planning to

expand our Cargo and Logistics business to be one of the largest global multimodal logistics providers in all continents. To this effect, we are increasing our dedicated freighter fleet with the latest technology, fuel-efficient and environment-friendly airplanes of the 21st century. We have also started the construction of the largest E-commerce Hub Terminal in Africa.

“The new 777-8 Freighters will be instrumental in this long journey of growth agenda. Today, our air cargo services cover more than 120 international destinations around the world with both belly hold capacity and dedicated Freighter services.”

Boeing said the 777-8 features advanced technology from the new 777X family. With payload capacity nearly identical to the 747-400 freighter and a 25-30% improvement in fuel efficiency, emissions and operating costs, the 777-8 freighter is expected to enable a more sustainable and profitable business for operators. 

Ethiopian have ordered the 777-8-freighter.

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FEATURE

AI R BUSVS BOE I NG

by Guy Leitch

– TH E E N D O F TH E D UO P O LY? Three years ago Boeing was doing just fine. The long running market-defying airliner duopoly was healthy, with both sides scoring almost equally on orders won and planes delivered. Airline buyers for new planes knew that healthy competition kept both sides mostly honest. And then Boeing spectacularly crashed and burned. The duopoly may be over.

C

AN BOEING BOUNCE BACK? – and if Airbus continues as the dominant supplier – will it abuse its position? Can the airlines expect a massive increase in airliner prices?

Aviation Week hosted a fascinating webinar that covered these, any many other, questions about the changed relationship. What follows is my synthesis of the discussion.

Airbus does not need to win very many new orders

Post Covid-19 the balance of power has shifted massively in Airbus’s favour. The key metric is the backlog of planes still to be built and delivered. Airbus now has a huge lead over Boeing and the Americans have still not announced an answer to the A321neo, which has 14 FlightCom: April 2022

given Airbus a commanding lead in the narrowbody market that used to be split 50/50 between the 737 and A320. Demand is so strong that, despite the worldwide supply chains crisis, Airbus is talking about raising aircraft production to unprecedented levels.

At the end of 2021, the Airbus claimed backlog was more than 7,000 aircraft while Boeing’s was 4,100. While there is debate about who overstates which backlog, if the Airbus backlog is calculated the same way as Boeing’s by excluding dubious orders, the Airbus backlog is still just over 6,000. This gives Airbus the ability to do one of two things: Either they can produce at a 50% faster rate than Boeing until both companies’ backlogs run

FEATURE A big question is whether Boeing can compete with its MAX 10.

out, or they can make buyers wait by just keep on going at their current rate.

Airbus can rest on its laurels as it does not need to win many new orders. They can produce at the same rate as Boeing and carry on for several years.

But the bottom line is that Airbus is still going to be producing 60% more aircraft over the next few years than Boeing. And that provides a huge competitive advantage. Because of its huge backlog, Airbus does not have many production line positions available to sell for now. If a customer needs an aircraft quickly, they are going to go to Boeing or the lessors.

To provide historical context to the balance of power in the duopoly, Aviation Week columnist Sash Tusa said, “John Leahy achieved miracles at Airbus. He was helped by a very, very good product line, but he was the man who brought Airbus from being a European consortium with a market share down in the 25-30% up to a 50% share over the better part of three decades. That was an astonishing achievement. Once Leahy had got Airbus to a position where it was selling as many aircraft as Boeing, he realised that long term stability, in terms of market share, was actually much more attractive than trying to push the Airbus market share a bit higher. The reason being is that as you get above a

China is a big unknown. The backlog in orders from China for both manufacturers is coming down fast. It is not known what Chinese airlines will order next and it’s not clear what the impact of the Comac C919 will be.

Another key advantage Airbus has is that it can put further pressure on its component suppliers to provide discounts that Boeing with its smaller volumes will be unable to negotiate. This could make Airbus uncatchable – and this is bad for the industry long term.

The Airbus A321neo accounts for 25% of all delivery backlogs.

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FEATURE

Airbus's John Leahy believed that a 50-50 market split was better than having one market dominant manufacturer.

45/55 split, then the other guy has got to catch up again. Otherwise, you get that advantage in terms of supplier costs and so forth. What’s remarkable now is that, due to a combination of the Covid pandemic and Boeing’s unforced errors with the 737 MAX and 787, Boeing has shed half of its market share in a period of two years.”

To get that back, they’re going to have to do what Airbus did over 25 years, from the late 1990s through to the mid-2015s, which is to trade price for volume. From 2002 to 2018, Airbus’s margins were less than half Boeing’s. Airbus was prepared to accept lower pricing to get to a competitive market share. If Boeing wants to get back to a stable market share, they’re going to have to trade price to get there. And that’s not something that Boeing’s management, suppliers, or shareholders will be happy with.”

Columnist Jens Flottau reckons that if Airbus tries to ramp up production to deal with its huge backlog, “It’s not a given that it’s going to go smoothly. We all remember too well what happened in 2018 and 2019 when everyone was complaining about Airbus not delivering a single aircraft on time. There were 16 FlightCom: April 2022

multiple delays and delivery dates were shifted several times within a few months.

“The suppliers have to cope with this. They have to finance it. They have to probably deal with worker shortages and possibly raw material shortages. These challenges are of bigger concern for Airbus, given the production rates they’re looking at. Compounding this is that they’re about to sell six of their factories. They’re realigning the aerostructures business internally, with a relatively new management team in charge of that. I see the rationale why they’re doing it, but I’m sure there’s risks there too.”

Flottau says, “Something that drives Airbus CEO Christian Scherer up the wall is the claim that Airbus has become arrogant, that their attitude towards customers has changed. There’s been many complaints that Airbus hasn’t been forthcoming in accepting deferrals or cancellations from struggling airlines and that they’re not flexible in terms of pricing. This led to the Qatar Airways cancellation of orders, so, if customers perceive Airbus as arrogant, then that’s a risk. And there may be cases where airline buyers are moving Boeing’s way just

FEATURE to balance it out a little bit more. That’s if the MAX 10 works for them, or the MAX 8 works for them as well as the Airbus A320neo would.”

Also discussing perceptions of Airbus arrogance, Aviation Week’s correspondent Dan Williams says; “It’s a criticism that has been made by a number of airlines. Put it another way though, airlines have had an incredibly good time in the last 25-30 years. They have been able to place orders with very, very little in the way of upfront payments. They get feted and wined and dined by the OEMs. And they’ve been able to defer at very, very low costs, and with very, very little pressure. I think what we saw during the pandemic was that – and this was partly a reflection of the fact of Airbus’ stronger economic position – they just started holding airlines to the contracts that they’d signed in the first place.

“As far as the Qatar is concerned, I think Airbus is playing tough with them because Qatar has, in the past, played very, very tough with it. And I think Airbus is making a call about whether, when they have the backlogs that they’ve got, and given how the Gulf carriers might develop over the next 10 years or so, do they need to have Qatar in their backlog in the way that they did in the past? It’s remarkable that they think that they don’t, but it’s very hard to escape that conclusion.”

to the Airbus A321neo. Dan Williams says, “The MAX 10 can do, give or take a few percent, 90% of what an A321neo can do. U.S. legacy carriers who already have a 737 fleet will benefit from the MAX 10 however ….if you are not a U.S. legacy carrier, then the A321neo is the aircraft that you are going to need. Our 10-year Aviation Week fleet forecast says that almost a quarter of all new aircraft deliveries will be the A321neo. Not just a quarter of narrowbodies – but of all airliners.”

Can Boeing afford to just launch an evolutionary “me too” aircraft to compete with the A321neo?

Or should they endure the loss of market share to the A321neo for however long it takes until a revolutionary new technology is ready?

If Boeing continues to delay its decision to compete against the A321neo it will further strengthen Airbus’s advantage in terms of its supply base.

“This is the ultimate dilemma for both Airbus and Boeing.

Airbus also doesn’t want to launch an interim aircraft such as the much hoped for A320500. The risk is that research and development costs go up and production runs get shorter. Technology is evolving so fast that they cannot rely on being able to produce the same aircraft with broadly the same engines for 20, 30, in some cases, 40 years or more. The Airbus A320ceo lasted 36 years, but the next aircraft is not going to have a production life that long. And the engines won’t either. Which is going to be a big challenge.

the biggest risk is hydrogen aircraft being delayed

The big question about future trajectories of these two giant companies is Boeing’s plan for its much delayed New Midsize Airplane (NMA). If “Boeing, in spite of everything, decides to launch something new against the A321neo it would force Airbus to make that interim step between the current line and the hydrogen plans for 2035. And the biggest risk is hydrogen aircraft being delayed well beyond what Airbus currently thinks. If 2035 is not realistic, then what? Will they have to do something in between again?

Another key question is whether Boeing’s MAX 10 will be able to recover some of the market share lost

“If Boeing launch a NSA, NMA 757 MAX, call it what you will, the 5,000 nm, 220-250 seat aircraft that is an A321neo competitor, then that will change what Airbus needs to do. But right now, Airbus don’t really need to do anything. They can afford to wait for that step change in technology, if Boeing does nothing.

“At the moment Airbus has got something that is very unusual in business, which is second mover

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FEATURE Even before Covid Airbus was beating Boeing on the all-important narrowbody market.

advantage. They don’t have to do anything. They can afford to, particularly in terms of narrowbodies, wait and see what Boeing does. And particularly in terms of very, very new technology, they can afford to do that. That’s quite a rare thing to have.

And all the while, they’re delivering A321neos. In particular, 60% of their backlog is now comprised of those, and that should be a very profitable business model.”

“Airbus have been incredibly lucky. They had an aircraft in the A320 that could be re-engined with Boeing (blue line) was hit far harder than Airbus by Covid.

18 FlightCom: April 2022

relatively minimal fuss. They have an aircraft programme in the C Series forced on them by Boeing applying pressure, who they then ran into the arms of Airbus".

The production backlogs give Airbus much room to manoeuvre. Airbus are at the point now where, as long as they don’t get complacent, they can afford to wait before making difficult high level strategic decisions such as whether to make the next generation hydrogen powered. 

NEWS

DELTA AIR LINES PARTNERS WITH AIRBUS ON

HYDROGEN

DELTA AIR LINES HAS AGREED to become the first U.S. carrier to collaborate with Airbus on research and development of hydrogen-powered aircraft.

Delta says it plans to work with Airbus to “accelerate the development of a hydrogen-powered aircraft and the ecosystem it requires.”

The Atlanta-based airline aims to reach net-zero carbon emissions by 2050 and towards this goal Airbus plans to use an Airbus A380 to test a hydrogen-engine demonstrator.

Delta’s memorandum of understanding with Airbus also includes studying requirements for a hydrogen ecosystem that the industry would need to make the transition from jet-A to hydrogen fuel.

“To pull the future of sustainable aviation forward, we need to accelerate the development and commercialisation of potentially disruptive technologies,” said a statement from Pam Fletcher, Delta’s chief sustainability officer. “Hydrogen fuel is an exciting concept that has the potential to redefine the status quo. These tangible steps lay the groundwork for the next generation of aviation.” 

A380 flight test platform for the ZEROe demonstrator.

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NEWS

QATAR LAUNCH CUSTOMER FOR 777-8F

QATAR AIRWAYS has underlined its increasingly antagonistic relationship with Airbus by ordering up to 50 Boeing 777-8 freighters.

family, offers a maximum structural payload of 118 tonnes and a range of 8,167 km. The first delivery is expected in 2027.

In the largest freighter commitment in Boeing’s history by value, Qatar has now ordered 34 777-8 freighters with options for a further 16 in a deal that is valued at more than $20bn based on list prices.

“With payload capacity nearly identical to the B747-400 Freighter and a 25% improvement in fuel efficiency, emissions and operating costs, the B777-8 Freighter will enable a more sustainable and profitable business for operators,” Boeing said.

The order comes shortly after Airbus launched its A350F which will compete with the B777-8F. Last year, there had been speculation that Qatar Airways could be the launch customer for the A350 freighter aircraft.

Qatar Airways Group CEO Akbar Al Baker said: “Boeing has a long history of building market-leading freighter aircraft and Qatar Airways is honoured to have the opportunity to be the launch customer for the 7778 Freighter, an aircraft which will not only allow us to further enhance our product offering for our customers, but also help us meet our objectives to deliver a sustainable future for our business.”

Qatar has now ordered 34 777-8 freighters

In a June interview with Reuters, Qatar Airways chief executive Akbar Al Baker said that the company was considering an order for 30 or more freighters from Airbus or Boeing as part of a fleet renewal programme. However, a bitter dispute between Airbus and Qatar over the A350 passenger aircraft makes an order for the freighter version from Qatar unlikely for now.

News broke in 2021 that Qatar grounded its A350s due to what it described as quality shortcomings involving the jets’ paint – allegations Airbus has called inaccurate. Qatar sued Airbus in a London court last December, and in January Airbus disclosed it had cancelled orders by Qatar for 50 A321neos.

Boeing said the B777-8F, which is part of the B777X

20 FlightCom: April 2022



The widebody B777X family features a new carbon-fibre composite wing and new fuel-efficient engines. The aircraft will be built at the Boeing’s Everett, Washington site. Of Qatar’s 34 777-8F orders, 20 are conversions of Qatar’s existing orders for passenger 777X, Boeing says. The 7778 is smaller than the baseline 777-9. The company previously intended for the 777-8 to be a passenger aircraft, but shelved that programme in 2019.

Boeing’s first 777X – the 777-9, a passenger jet

– remains in the certification process, with the airframer aiming to deliver the first by late 2023.

All 777X have GE Aviation GE9X powerplants.

The deal was officially signed at the White House with commerce secretary Gina Raimondo, ambassador Mishaal bin Hamad Al Thani, director of the White House national economic

council Brian Deese, and Boeing president and chief Dave Calhoun in attendance. The agreement was signed by Boeing Commercial Airplanes president and chief executive Stan Deal and Qatar Airways Group chief executive Akbar Al Baker.

B777-8F BY THE NUMBERS:

Maximum structural payload: 118.3 tonnes (260,600 lb) Maximum revenue payload: 112.3 tonnes (247,500 lb) Range: 4,410 nautical miles (8,167 km) Wingspan: 235 feet, 5 inches (71.8 m) On ground: 212 feet, 8 inches (64.8 m) Length: 232 feet, 6 inches (70.86 m) Maximum takeoff weight: 805,000 lb (365,160 kg) Engine: General Electric GE9X Total cargo volume: 27,056 ft3 (766 m3) Maindeck capacity: 31 pallets Lower hold capacity: 13 pallets + bulk cargo, or 5,995 cu ft (169.8 cu m) Launch: January 2022 First delivery: 2027

Qatar launch customer for 777.

FlightCom: April 2022

21

NEWS

CESSNA’S SKYCOURIER

CERTIFIED

IN MID-MARCH 2022 Cessna announced that it had received FAA certification for its Cessna 408 SkyCourier. The new model made its first flight in 2020 with the first production model appearing in early February 2022.

• • • • •

The SkyCourier is a utility twin engine turboprop aimed at the freight and package service operators, as well as the market served by the Viking Twin Otter and the Let 410. It is powered by two Pratt & Whitney PT6A-65SC engines driving McCauley four-blade propellers.

•

The SkyCourier comes in both cargo and passenger configurations. Key features include:

Cargo pallets are loaded through the airplane’s large 87- by 69-inch cabin door and can roll forward and aft

Large fuselage cargo door Garmin G1000 NXi integrated flight deck Flat floor Fixed undercarriage Up to 6,000 pounds payload capacity; enough for three LD3 shipping containers Single-point pressure refuelling

The passenger variant can hold up to 19 people plus pilot—with a separate crew door for flexibility in boarding.



Cessna's C408 SkyCourier has recieved FAA certifcation - less than two years after its first flight.

22 FlightCom: April 2022

NEWS

The huge cargo door is desgned to appeal to military buyers as well - this one in mocked-up Mexican Navy colours

on floor-mounted rails fitted with rollers.

In a passenger variant, the a 19-seater has a stand-up cabin, overhead baggage bins, and a large aft baggage area. A combination floor plan alternative gives room for nine passenger seats and a generous aft cargo area.

Single-point pressure refuelling, Garmin G1000 NXi avionics, manual flight controls, fixed landing gear with conventional manual brakes and nosewheel steering are also included. Two cockpit entry doors are also standard.

With a 72-foot wingspan, 55-foot length, and 21-foot height, the SkyCourier is far larger than just a twin Cessna C208 Caravan, and it features a 19,000-pound max takeoff weight. Max payload is 5,000 pounds, and full-fuel payload is 1,719 pounds. Maximum range is 920 nautical miles.

expect the SkyCourier to be a workhorse of the fleet for FedEx and many other customers around the globe for decades to come.”

“Achieving FAA certification for the Cessna SkyCourier demonstrates the expertise and hard work of our employees, as well as Textron Aviation’s continued investment in providing solutions for our customers,” said Ron Draper, president and CEO, Textron Aviation. “Our clean-sheet design brings to this segment what customers said they need: the ability to load, fly, unload and repeat with low operating costs and maximum cabin flexibility and efficiency. We expect the SkyCourier to be a workhorse of the fleet for FedEx and many other customers around the globe for decades to come.”  It is designed at accomodate three LD3 cargo containers.

Cessna expects to deliver the first units to launch customer, FedEx Express which has 50 on its initial fleet order, and options for 50 more.

“Our clean-sheet design brings to this segment what customers said they need: the ability to load, fly, unload and repeat with low operating costs and maximum cabin flexibility, and efficiency,” said Textron Aviation president and CEO Ron Draper. “We

FlightCom: April 2022

23

PILOTS LAURA MCDERMID

Laura McDermid continues to share the fascinating stories of Kenyan bush pilot Iris McCallum.

I breathed deeply, the ozone-rich air wet and thick as it slid into my lungs. The familiar smell of the rain-soaked African bush an intoxicating perfume that always left me feeling slightly giddy. I affectionately patted the grand old dame as I completed my final checks this Valentine’s Day in 2002.

T

HE CESSNA GRAND CARAVAN 208B was one of five planes that comprised my fleet at Regional Air. a branch of Kenya Air, which I was commissioned to set up in Arusha, Tanzania, the country of my birth.

Having a Tanzanian ATPL as well as a Kenyan ATPL stood me in good stead as I tackled this exciting yet complex project. Within five years we had a complement of 26 staff members.

ankle-deep in sludge. It took considerable effort to extract them, my legs straining to escape their muddy captors. With a wet sucking sound my feet finally came free. ‘With all this mud I need to keep my takeoff roll as short as possible.’ I thought to myself as I squinted down the Klein’s Camp runway that I had helped build six years earlier.

An uneasy feeling began to spread through me

Being Managing Director meant overseeing the operation which involved countless hours behind a desk keeping the TCAA happy.

Paperwork was the least favourite aspect of my job so I relished any opportunity to get behind the controls of an aeroplane.

‘Crap!’ I wasn’t looking where I was going and had stepped into a boggy patch, my sturdy RM boots 24 FlightCom: April 2022

The pewter clouds parted long enough to show hints of blue sky and I felt a breeze ruffling the unruly curls on the back of my neck.

“Mind your step, it’s very slippery,” I warned the nine passengers as they embarked the grand dame.

I guided them to their seats and made sure that their harnesses were on correctly as they tended to be tricky to fasten.

5H-MUA at kili International Airport after the emergency landing.

“Ladies and gentlemen – welcome aboard Five Hotel-Mike Uniform Alpha. My name is Captain Iris McCallum and I’ll have the pleasure of flying you to Arusha this morning. The flight will take approximately one hour and ten minutes. Please make yourselves comfortable and help yourself to refreshments.” I pointed to the small blue cooler box.

I delivered the emergency briefing, pointing out the exits and showed them how the upper and lower halves of the airstair doors worked.

“I will let you know when to look out for Lake Natron; one of the biggest breeding grounds of the lesser flamingo. To the south of the lake you will see the Empakaai Crater and Ol Doinyo Lengai, the only active volcano in East Africa. If you are lucky the ‘Mountain of God’ will put on a pyrotechnic show for us.”

I went into the cockpit and pulled the curtain to separate me from the passengers. I eased myself into the big solid seat on the left.

5H-MUA was very pilot -friendly. I had approximately 3,000 hours on type and 1,200 on the grand dame. The visibility was the best by far of any of our aircraft, making it easy to spot the Land Rover returning from having chased the animals off the runway.

I began my pre-flight, making doubly sure that I had enough fuel for Kilimanjaro, the alternative airport.

I flicked the fuel boost and starter switches to ‘ON’. I scanned the instruments, making sure that the oil PSI and Ng were normal and watched the temperatures climb steadily, making sure not to overtax the battery; 30 seconds ON – 60 seconds OFF. I repeated this sequence 3 times.

I selected the fuel condition lever to ‘Low Idle’ and listened.

Tick…tick…tick… tick …...WHOOSH. The turbine comes alive as the fuel ignites. The sound it spooling up sent a shiver of anticipation down my spine.

FlightCom: April 2022

25

PILOTS

Lake Natron is one of the biggest breeding grounds of the lesser flamingo. - Photo Andrew Belcher.

I made my radio call on 118.20 and lined up. Run-ups are only done at the start of the day, so I was ready to takeoff.

I took 20 degrees of flaps which should cut my takeoff roll by 30% for this short-field take-off.

I set the power lever for takeoff, holding the brakes until she was quivering with eagerness to go. I released the brakes and the grand dame surged forward; I rotated at 70 KIAS and she eased into the air.

On the climb out I gradually removed the flaps, did a cursory glance of the instruments and peered through the curtain to make sure that the passengers were all fine.

I turned the inertial separator control to “Normal” and then noticed that the torque was 1950, a good 100 ft-lbs higher than it should have been. I knew I could only fly for 2 minutes at this setting.

26 FlightCom: April 2022

‘I didn’t tighten the damned friction nut!’ I reached over only to find that it was tight.

I reduced the power to ‘idle’ and the fuel condition lever to ‘low idle’ but the torque didn’t change. The ITT, Ng and Fuel Flow readings were 30% higher than normal.

I pulled the T-handle of the inertial separator out again into the BYPASS position which immediately dropped the torque back into the green arc.

“She’s operating on maximum power, and I have no control”. An uneasy feeling began to spread through my body.

I was about 400” above the ground and still climbing.

“I can’t land back on that soggy bush strip”.

I parted the curtain again to see if the passengers had noticed anything, but they all seemed relaxed; some reading whilst others had their eyes closed. “Telling

The Empakaai Crater. - Photo Andrew Belcher.

them now is just going to freak them out,” I reasoned.

I climbed to 11,000” and levelled off. Then the power lever went completely limp in my hand.

‘I’m going to have to divert to Kilimanjaro Airport, it has double the runway length of Arusha, plus they have proper ground support,’ I decided.

My airspeed indicator was showing, 210 KIAS, 25k faster than the VMO red line speed.

I switched to our company frequency and made a call.

The radio crackled into life as Air Kenya’s Geoff Price acknowledged my call.

“Jambo Geoff. I am having problems controlling the power in 5H-MUA”. I filled him in and asked him to contact the office and to let everyone know of the change in plans.

I was hoping that there was a pilot out there who had encountered a similar problem in the past who could advise me. While I waited for Geoff to get back to me, I called KIA tower and told them that I would

be executing an emergency procedure and that I may require ground assistance.

I was rapidly advancing on Lake Natron which was the reporting point for both airports. The luminous pinkness of this natural wonder briefly averted my mind from my predicament.

Geoff got back to me letting me know that he’d arranged for our company bus to divert to KIA to collect the passengers. He also let me know that he was unable to find anyone who could offer any advice on my situation.

“If anyone can pull this off, you can Iris”, Geoff said, his faith in me strengthened my resolve.

I could no longer put off telling my passengers of the diversion.

“Ladies and Gentlemen, I am very sorry to inconvenience you, but we will not be landing in Arusha. I have a runaway engine and cannot control the speed. For safety reasons we will be diverting to Kilimanjaro International Airport where you will be

FlightCom: April 2022

27

PILOTS

5H-MUA taking off from Klein’s Camp in the Serengeti.

collected and your trip will resume from there. Please remain seated and strapped in at all times”.

You could hear a pin drop. A sure sign that they were petrified.

I had 80 NM to run, approximately 20 minutes at this speed. I was in constant contact with the tower advising them of my position and ETA. I began my long descent. I had 7000” to lose and at my current speed I had obvious challenges. I factored in that Kili is at the end of a very long valley and is generally as hot as hell at this time of the day. When I had the threshold of runway 09 in sight, I gently raised the nose until I got to 140KIAS and selected 10 degree flap.

My mind was abuzz with calculations. At this speed I would get to the threshold in three minutes.

I selected the fuel condition lever to the ‘OFF’ position,

28 FlightCom: April 2022

expecting the engines to die. Nothing happened.

‘Shit!! I am not going to be able to put her down safely’. I was 1/3 of the way down the runway and decided to fly a tear drop onto left base for runway 27.

I managed to reduce the speed to 130k. I selected 20’ of flaps and turned both the fuel selectors to the ‘off’ position knowing that there is adequate fuel in the fuel reservoir tank for three minutes at max continuous power.

The warning horn’s wail echoed my internal scream.

I pulled the START CONT circuit breaker to kill the noise. Memories of my emergency landing in the C402 following an engine fire came rushing back.

‘You’ve got this Iris’.

On final approach I pulled the firewall fuel shut-off levers. We were a third of the way down runway 27 before the engine finally shut down.

I briefed my passengers to unlatch the doors prior to touchdown.

I didn’t bother feathering the prop, I needed as much drag as possible.

I took additional flap and trimmed for my dead-stick landing. The grand dame gently kissed the tarmac with enough speed to exit the runway onto the taxiway.

The engine was sent to Pratt & Whitney for diagnostics.

The cause turned out to be a failure of the governor lever thrust bearing which in turn damaged the bearing cap. The bearing would not allow bleed off of Py air (the air pressure that controls the fuel to the nozzles) and as a result the fuel flow was uncontrollable.

I needed as much drag as possible

We almost made it to the parking bay. The passengers had opened the door as instructed but fortunately didn’t have to bail out and run.

“Thank you all so much. You guys were so brave!

Sorry I was a bit quiet; I was a tad preoccupied.” This comment elicited raucous laughter.

Weeks later I received an email from one of the passengers who was In Tanzania from the U.K. on honeymoon. She expressed her gratitude for landing them safely and for remaining so calm.

It’s feedback like this that made me believe that the terror and stress were worth it. Very few can say that they do what they love for a living, I happen to be one of those fortunate few. 

Other countries

E-MAIL

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TEL NO

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LOCATION

Off-site Specialist tests

FIRST NAME

On site Specialist tests

SURNAME

Regular Class 2, 3, 4

AME Doctors Listing

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“Who’s ready to push the aircraft into the parking bay?” They all clamoured to help as I made light of a potentially dangerous situation.

✗ ✗ ✗ ✗

Britz

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Valhalla

079 636 9860

churchbs@live.com

Du Plessis

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031 904 7460

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Philip

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

✗ ✗

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✗ ✗

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✗ ✗

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012 368 8800

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✗ ✗ ✗

Tenzer

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Rand Airport & JHB CBD

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stant@global.co.za

✗ ✗ ✗

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✗ ✗ ✗

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Van Niekerk

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✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

✗ ✗ ✗ ✗ ✗ ✗

FlightCom: April 2022

29

NEWS

ETHIOPIAN AIRLINES CEO

RESIGNS

TEWOLDE GEBREMARIAM, the Group CEO of Ethiopian Airlines, has resigned from his role, citing health issues.

Mesfin Tasew has 38 years of experience in airline management and operations in the areas of aircraft maintenance and engineering, procurement, information technology, flight operations, capability development, capacity building, development of corporate strategies, airline operation management, and corporate leadership.

Tewolde led Ethiopian Airlines for over a decade with remarkable success reflected in its exceptional performance in all parameters including, but not limited to, Group CEO of Ethiopian Airlines, exponential growth from $1 Mr. Tewolde GebreMariam, has resigned.

Billion annual turn-over to $4.5 Billion, from 33 planes to 130, and from 3 million passengers to 12 million passengers.

Under his leadership, the airline group has grown by four-fold in all measurements, building more than $700 million worth of vital infrastructure like Ethiopian Skylight Hotel, Cargo terminal, MRO hangars and shops, the Aviation Academy and Full Flight Simulators.

GebreMariam will be replaced by Mesfin Tasew effective March 23, 2022 as New CEO of Ethiopian Airlines Group

30 FlightCom: April 2022

He has a Master’s in Business Administration (MBA) from Open University in the UK, MSc degree in Electrical Engineering specializing in Communications Engineering from Addis Ababa University, and BSc degree in Electrical Engineering from Addis Ababa University.

The Chairman of the airline, Mr. Girma Wake said, “I would like to congratulate Mr Mesfin on his new appointment and I am fully confident about his capabilities. We believe that Mr Mesfin will lead the airline to an even greater success, keeping it on the right track that will see it grow through many

NEWS

generations to come. I urge the 17,000 employees of Ethiopian and the board members to stand with the new Group CEO to keep the airline fly high. We are also thankful for the remarkable contributions of the former Group CEO.” In the different capacities he served during his 38 years of service, Mr Mesfin has been a key player responsible for planning and execution of strategies that led the airline to shine in the African skies and beyond. He assumed responsibilities including but not limited to overall maintenance of Ethiopian fleet, capability and capacity development, leading the automation project of the Maintenance and Engineering Division and managing projects related to aircraft acquisition.

Mr Mesfin Tassew on his part said, “I am honoured and humbled to be appointed as the Chief Executive Officer of Ethiopian Airlines Group which I have been serving for nearly four decades in various positions.

My new role gives me the opportunity to carry on with the fast and profitable growth of our beloved airline and take it to the next level. I call on all my colleagues at Ethiopian to join hands and forge ahead for further success.”

Mr. Mesfin has been serving as a Chief Executive Officer of ASKY Airlines since 2021 and has led the airline with a profitable growth strategy. He served as a Chief Operating Officer of Ethiopian Airlines from 2010 –2021 and successfully led the operation of the airline in an efficient and cost effective way by optimizing processes and developing internal resources to cope up with the airlines growth strategy.

He was Vice President of Maintenance and Engineering from 2006 –2010; Chief Information Officer from 1998 – 2006; Manager of Planning and Automation, Maintenance and Engineering Division from 1995 – 1997; and Avionics Engineer and Supervisor Avionics Engineering Group from 1984 – 1994.

He took part in numerous local and international seminars in the aviation industry and general leadership. He received training in leadership and airlines operations management, aviation regulations and aircraft maintenance among others.

In 1984, Mr Mesfin was a gold medal award winner of Addis Ababa University Faculty of Technology as an Outstanding Graduate of the Year. 

Mr Mesfin Tassew is the new CEO of Ethiopian Airlines.

FlightCom: April 2022

31

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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

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

36 FlightCom: April 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

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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

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

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

Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

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

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

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

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

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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

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FlightCom: April 2022

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