Flightcom Magazine March 2023

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FlightCm

Afr ican Commercial Aviation

Edition 170 | March 2023

Cover: AIRBUS

Airbus’s Hadi Akoum

Why bother with Africa?

SANDF Armed Forces

Day: photo essay

IRIS – goes to Khartoum

– Rhino

Dehorning Rules

John Bassi

06 08 10 14 16 23 24 30 34 35 36 40

EDITION 170 TABLE OF CONTENTS

Bush Pilot - Hugh Pryor

AME Directory

Pilots - Laura McDermid

MARCH 2023

Publisher Flyer and Aviation Publications cc

Managing Editor Guy Leitch guy@flightcommag.com

Advertising Sales Wayne Wilson wayne@saflyermag.co.za

Layout & Design Patrick Tillman: Imagenuity cc

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News- FlySafair Spreads its Wings

Stick to the Rules - John Bassi

News- Airlink - BA Codeshare

Photo Essay Armed Forces - Trevor Cohen

FACE to FACE - Hadi Akoum

Alpi Aviation SA: Flight School Directory

Merchant West Charter Directory

Skysource AMO Listing

Backpage Directory

A NOTE FROM THE EDITOR:

AT THE MOST RECENT Airlines Association of Southern Africa (AASA) annual general meeting I interviewed Hadi Akoum, the Airbus Vice President for Sales in Sub-Sahara Africa. (See the key points of this interview in this issue and the whole interview on our website www.flightcom.com).

In a heartening show of commitment, Akoum emphasises that, even though Africa’s share of the world aviation market has fallen below 2%, Africa remains an important market for Airbus.

As a defender of the faith, Akoum was necessarily upbeat about the recovery and growth prospects for the African airline industry. He has a good case: With 1.2 billion people, Africa has roughly the same populations as India and China –and it has a middle class rapidly growing off a lower base than the other two mega-countries.

However, the usual problems persist: high taxes, fees and airport charges, and inadequate or inappropriate infrastructure. This is because many African governments have invested hundreds of millions of dollars in status symbol ‘white elephant’ airports. This is money they need to pay back, so they impose high airport user charges, which makes air transport too expensive for the still emergent middle class.

It is broadly accepted in the rest of the world that lowering taxes and charges will reduce the cost of travel, stimulate demand and result in more passengers, while still generating the required revenues to fund those investments in infrastructure and services.

Africa remains an important market for Airbus

Of course, Africa remains hopelessly divided, but that doesn’t mean that there are not pockets of growth, often in unexpected places. Thus, Akoum points out with pride how Airbus has developed airlines in places like Senegal, Uganda and Rwanda that have grown to become firm Airbus customers for new aircraft.

Earlier, Akoum said that Airbus has added 29 new African operators since 2010. Ethiopian Airlines ended its long allegiance to Boeing by ordering no less than 24 A350s. In the often delinquent West Africa, Air Cote d’Ivoire received its first of two A320ceos last year and Air Senegal recently took delivery of its first A330neo wide bodies, and has orders for the A220.

In addition to high costs, poor flight connectivity by expensive, state owned poor service airlines have restricted access to air travel.

African passenger volumes have not been as hoped so we have seen gauge downsizing. With around 75 small airlines in Africa, it now seems that the market cannot really support widebodies.

For the long-term, Akoum says he is optimistic. Given the low economic levels Africa has been hammered down to by Covid, when Africa finally gets its act together, the growth opportunities should have been worth the wait.

M-M-MORSE

WE KEEP IN TOUCH on a regular basis and normally see each other at least once a year. Tom’s heroism in Northern Ireland earned him the award of a Military Cross when he carried out a helicopter rescue of a wounded sergeant, under concentrated sniper fire.

The helicopter was hit several times, but Tom managed to get the sergeant to hospital, where the surgeons were able to save his life. If you talk to Tom about the incident, he will tell you that the most scary thing about the whole trip was trying to avoid the numerous power lines which crisscrossed his approach to the place where the wounded sergeant lay.

The Air Wing was like that. We tended to form lasting friendships and those friendships have survived the changing circumstances of our lives.

Tom has one particularly endearing characteristic. He stutters. “M’s” and “B’s” can actually cause him to block up completely, if they catch him at the wrong moment. He sometimes even had trouble on the radio.

“Seeb Tower, this is Alpha Four Oscar M-m-m.......Bb-baaaaa......”

“Morning Tom,” would come back from the controller, who knew Tom well and appreciated his problem. It seemed unfair but inevitable that the helicopter which Tom normally flew should be registered Alpha Four Oscar Mike Bravo!

One day it wasn’t so much the stutter which caused the problem, it was the radio itself. I was flying back from Fahud to Seeb when I heard it. A long hissing sound came over the air followed by a pause and then another long hissing sound. This was repeated several times and it became obvious that someone was trying to get through to Air Traffic Control, but they were only transmitting a carrier wave. There was no modulation and therefore no words could be heard. I decided to see if I could help.

“Aircraft transmitting on 119.7 you have no modulation. You are transmitting carrier wave only.”

I have a long-standing and highly respected friend called Tom. Our friendship goes back over twenty years. We served together in the Air Wing in Oman. Tom’s son Charlie is my Godson.

I decided to see if I could help.

“Shhhhhhhhhhhhhh”

“Still nothing.”

So, if I can’t hear what he’s saying, but I can hear that he’s trying to transmit, how can we communicate?..... Morse Code?

“Is that an Alpha?”

“Shhh...Shhh”

“Great, So you are Alpha Four Oscar something. Correct?”

“Shhh...Shhh”

My Morse was never very good even at the best of times and that was years ago, but there seemed to be no other alternative so I supposed we had better give it a try.

“Listen,” I said.” If you are reading my transmissions clearly, can you give me a couple of “Daa’s”? Just press your transmit button for a couple of seconds, twice.”

“Shhhh.....Shhhh” came back over the ether.

“O.K.” I replied, “This is obviously going to take some time, so let’s try changing frequency to 123.45. I’ll give you a call and if you read me, give me two “Daas”.

And so it went on, my creaking command of the Morse code eventually establishing the fact that the other guy was in an Air Wing helicopter going to Muscat with a Medical Evacuation. I finally got the message through to Air Traffic Control about ten minutes before he landed!

Over drinks that evening I couldn’t resist the temptation of suggesting to Tom that he could try Morse Code in the mornings when he first contacted the controller.

“I don’t need to,” he replied, laughing. “The controllers know m-m-m-my voice even better than the call-sign!” 

“Shhh.....Shhh” came back on the new frequency.

“Right!” I said, “Let’s play Morse code. If I get the right letter, you give me two “Daas”. If I get the wrong one, you give me a series of “Dits.”

“Shhh...Shhh”

“What’s your registration?”

“Sh...Shhh”

about ten minutes before he landed!

IRIS GOES TO KHARTOUM PART 1

Laura McDermid continues her stories of Iris McCallum’s flying exploits.

IGAVE KEN AN EXHAUSTED, but happy smile. I must’ve looked a right mess, my bush-pig curls sticking up in every direction as though I’d stuck my finger in an electric socket, and my clothes dishevelled from an all-night vigil in the cockpit.

I’d just returned to the office at SafariAir at Wilson Airport in Nairobi, Kenya, after having spent 25 hours flying at night in a Cessna 340 over four days with my co-pilot Richard Palmer-Wilson.

The motoring World Rally Championships (WRC), affectionately dubbed The Safari, originated in 1953 as the East African Coronation Safari to celebrate the coronation of Queen Elizabeth II. It is regarded as one of the toughest, most exhausting races over a distance of 5,000km.

the exhilaration of adventure

The East African Safari car rally’s Team Lancia had approached SafariAir looking for a plane to hire to be their ‘aerial antenna’ from the 24th to the 27th of March 1989.

We would have to fly at around 20,000 ft, and I did not fancy sitting with an oxygen mask on my face for seven continuous hours. SafariAir did not own any pressurised aircraft, so it was up to me to pull strings with my contacts at architectural firm Sir Alexander Gibb, who owned the C340.

Racing in such remote areas, that range from farm tracks to very rough roads up and down the Great Rift Valley, makes it very difficult to guarantee communication, especially for support vehicles (chase cars) that need to be able to provide immediate assistance to racing cars when necessary.

It was simple enough during the day, as the crew in the aircraft were able to view the event from the air. The biggest challenge was at night when the inky blackness made it impossible to see anything on the ground.

It rained most evenings and there was a real risk of icing at Flight Level 200, the height we had to be for

“How was your grand adventure Cuddles?” asked Chief Pilot Ken Metcalf, an ex-Military Attaché with the British High Commission, and ex Squadron Leader with the RAF.

LAURA MCDERMID

the HF and VHF radio signals to reach the cars on the ground.

Furthermore, we couldn’t fly at the normal cruising speed of 230KT. We hovered around the stall speed of 80KT, flying triangles and orbits. The only good thing about flying at such a slow speed is that it extended our endurance from 6 to 10 hours.

It was no walk in the park, we both had to always have our wits about us.

Team Lancia won that year and Richard and I goodnaturedly teased them, saying they won because of us. The truth is that team Lancia went on to win the WRC another three years in a row after that.

Ken Metcalf said, ‘I have a new adventure for you when you’ve stopped being a zombie’.

I peered at Ken through bloodshot eyes, resembling the undead entity more than I’d have liked.

‘How would you, Heather, and Dave like to fly to Addis Ababa in Ethiopia to collect a group of Americans led by Congressman Mickey Leland, and then fly them to Khartoum in Sudan?’ he asked. ‘They are holding a peace conference in Khartoum for three days, after which you’ll return them to Addis’.

‘Peace conference? Do these poor sods know what they are dealing with?’ I chuckled.

Ken needn’t have asked; we all loved doing things that were different from the routine of our daily charter flights to the Maasai Mara and Amboseli.

On the 31st of March, I lifted the Cessna 402A 5Y-ZAR, from Wilson Airport. After perhaps a thousand flights on the 402 I have never felt her wheels glide from the earth into the air without knowing the uncertainty and the exhilaration of firstborn adventure.

We were a three-plane operation. Heather Stewart flew the Navajo Chieftain 5Y-NJM and Dave Diamond was flying the Cessna 404 5Y-AAA.

I looked at my wristwatch which showed 12h25 Kenya time. We opted to fly VFR out of Wilson as the weather was good, but I knew it would not last as the seasonal rains were imminent.

We were expecting rain on Arrival in Addis, but we chose to wait until closer to the time to decide whether to approach IFR or visually.

5Y-ZAR and 5Y-NJM both had extra fuel tanks in the nacelles, providing enough fuel for approximately 7 hours endurance.

I dialled into 118.25, our own private frequency, to keep tabs on my friends’ positions.

The sky was a deep indigo blue against which corridors of puffy little white clouds lined up above the Great Rift Valley, guiding us up north to Addis. I glanced at my instruments, the altimeter showed 13,500’, high enough to keep clear of the mountains.

Iris McCallum aka "Cuddles".

The water in Lake Turkana glittered and shimmered in the distance like a giant emerald. As I got closer, I marvelled at the extra-terrestrial landscape, which seemed completely devoid of life. The long body of the lake drops down from the Ethiopian border, extending 249 km from north to south, and 44 km at its widest point. Gazing into its green depths, I understood why it was called the Jade Sea.

Next, we flew over Lake Chew Bahir which in Arabic means ‘salty lake’ which looked more like a swamp than a lake. In 1960 it covered 2000 km2 but had shrunk remarkably in the past three decades. It was marked on my map as ‘Lake Stefanie’, apparently a tribute to Princess Stephanie of Belgium; I wondered

if she’d be happy knowing that the once glorious lake that she had lent her name to was now a shrivelled-up marsh.

Such are the ruminations of a pilot’s mind on a long flight.

We were still following the Great Rift Valley and I kept thinking about what a privilege it is to fly in this part of the world.

The further north we flew, the cloudier it became until we were dodging squalls of rain.

Wilson Airport Nairobi.

Having been behind the yoke for 3.8 hours, we were tired and landed VFR at Addis Ababa’s Bole Airport amidst lots of rain and cloud.

We refuelled and prepared a flight plan from Addis to Khartoum for the following morning and left for the Sheraton Hotel.

The American Embassy had sent a message to let us know that we would meet our passengers at the VIP Terminal at 07h00.

We enjoyed a lazy dinner together; Dave was entertaining as always. Born in Australia, he came to Kenya as a young survey pilot, flying for a company called Geo Survey. He met his future wife Mahdu in Kenya and stayed.

I couldn’t ask for two better companions than Heather and Dave.

The following day was the first of April, and I wondered what mischief Dave would get up to. I knew that he could not let an opportunity like this pass.

We met Congressman Mickey Leland and his party at the VIP Lounge as arranged. Having lived in the United States for years, I knew of Texan-born Mickey. He was a passionate advocate on hunger and public health issues and had established the congressional select committee on Hunger in 1984 and initiated several programmes designed to assuage the famine crises that plagued Sudan and Ethiopia through much of the 1980s.

Mickey cut a striking figure in a navy-blue suit. His piercing blue eyes and caramel skin caused a stir wherever he went. We ushered him and his entourage of 19 along the red carpet that led to the planes. We opted to let Dave fly the VIPs, whilst Heather and I took most of the luggage and remaining passengers. The entire group were young, lively and intelligent. We knew we were going to have a fun trip.

The weather was perfect that morning so we opted to depart VFR and stick close to one another. The route from Addis to Khartoum is emblazoned on my memory forever.

Congressman Mickey Leland.

Seeing Lake Tana, the biggest lake in Ethiopia and the source of the Blue Nile from the air, was akin to a spiritual experience for me. From that height the Blue Nile looked like a vein that branched off from the heart. A fitting analogy considering that it was the lifeblood of North Africa.

I meandered 2000 ft above the snaking canyon from the lake towards Sudan, allowing the passengers to soak up the magnificent views.

The sheerness of the canyon was incredible. I estimated that it must’ve been at least 2000 ft from top to bottom, the walls so vertical that I suspect not many animals would’ve been able to scale them. There was no way for a human to access the river, which meant we were flying over many hundreds of miles of pristine land, untainted by human avarice.

When we were roughly halfway between Addis and Khartoum, I checked in with Dave.

‘Alpha-Alpha-Alpha do you copy?’

The radio crackled into life to a backdrop of hysterical laughter.

‘Zulu-Alpha-Romeo go ahead…hey…. stop it now’.

More hysterical laughter.

‘Dave….’

‘Sorry Cuddles, the bloody passengers are pelting me with balls of paper,’ he replied in his distinctive Aussie twang through snorts of laughter.

The Blue Nile is the lifeblood of North Africa.

He told his passengers that he’d just been advised by Khartoum Tower that there was a coup taking place and that they were not allowed to land.

This sent his passengers into a state of panic.

He let them stew for a bit until he shouted, ‘April Fool, mate.’

Our flight time to Khartoum was 3.2 hours, which meant that we arrived around mid-day. Visible waves of heat rose off the ground and sucked every bit of moisture from my skin the minute I opened the cabin door.

I saw my passengers off and then we taxied to the fuel bay. Being lunchtime, or possibly prayer time, there was no one to be seen. Eventually, Mohammed arrived with a scowl on his face, leaving no doubt that our intrusion was unwelcome.

We supervised the refuelling of our aircraft, which took 2 hours. My eyeballs were so scorched from the heat that it physically hurt every time I blinked.

We secured the planes and made sure to put the protective sun covers on.

We took a taxi to the Hilton Hotel. It was the first time I was staying in Khartoum and being a fan of MajorGeneral Charles George Gordon, I was fascinated by its history.

In early 1884 Gordon was sent by the British government to Khartoum with instructions to secure the evacuation of loyal soldiers and civilians and to depart with them. He defied them and ended up staying in Sudan and spent many years attempting to end slavery and carried out a series of reforms such as abolishing torture and public floggings.

All the way to the Hilton in the sweltering taxi I was fantasizing about an ice-cold beer. However, I knew that being a strict Islamic country, there’d be little

chance of fulfilling that dream.

We checked in and agreed to meet in the restaurant after we’d showered and cleaned up. As I entered the dining room, I saw masses of silver and gold buckets filled with ice in which nestled sweating green bottles of what looked like beer.

I rubbed my sore eyes, blinking furiously, and looked again, expecting the image to have been a product of my fevered imagination. But they will still there, beckoning me closer.

‘Hey Dave, are you seeing what I’m seeing?’

Dave was right behind me and by the look of naked longing on his face I knew he’d seen it too.

We joined Heather at the table and asked the waiter to bring us a bucket of beer. As the Carlsberg’s hit the table, Dave and I pounced on them and quaffed down three bottles each before we came up for air.

Following the furnace of the past few hours, we were in heaven and getting wonderfully pissed.

Heather, who wasn’t a big drinker, was sipping on Perrier and was watching us, a small smile playing on her lips.

‘What?’ I asked.

‘You don’t know, do you’? She looked at me then at Dave then picked up one of the empty green bottles and pointed at the words ‘alcohol-free’ on the label.

Nothing can sober one up quicker than those two words (Dave still maintains ‘I’m pregnant’ is more sobering). Nevertheless, we were in heaven for a short while.



getting wonderfully pissed.

FLYSAFAIR SPREADS ITS WINGS

IN FEBRUARY FLYSAFAIR announced that plans are well underway to further expand its network after being awarded the rights to operate three additional regional routes, as well as additional frequency on existing regional routes.

awarded five additional frequencies

After applying in June 2022, the International Air Services Council has awarded FlySafair the rights to operate routes between Johannesburg and Windhoek, Harare and Zanzibar. On top of these new routes, FlySafair was also awarded five additional frequencies on its recently launched Mauritius route, meaning that the airline could potentially offer daily flights.

“We are thrilled to have received this news,” says Kirby Gordon, Chief Marketing Officer at FlySafair. “We have already begun laying the groundwork in several of our target countries and are in discussions with various parties including civil aviation authorities to get these new routes up and running as soon as possible.”

Once all permissions and logistical considerations have been resolved, FlySafair will be able to offer daily flights from Johannesburg to Windhoek and Harare from Johannesburg and Cape Town respectively.

FlySafair’s Chief Marketing Officer, Kirby Gordon.

MISTRAL AVIATION SERVICES

SOUTH AFRICAN OPERATORS have aircraft based all over the world. Mistral Aviation was founded in 2002 to address the high cost of operating aircraft thousands of miles from the original equipment manufacturers. The company specialises in brake and landing gear assemblies.

Mistral believes that by utilising the favourable labour rate and local expertise within South Africa, the cost of importing the components can be offset whilst producing a product comparable to that of the European and US facilities. In addition to its wide range of older types such as the B737 and B727 classics, Beechcraft

1900 and 350, and FokkerF27, Mistral is now approved for the Embraer EMB 135 series.

Mistral Aviation reminds prospective clients that it is an independently owned company and has always traded as Mistral Aviation Services. It is in no way linked with Mistral Aviation, based in the DRC, or any other companies with similar names.

Contact Mistral Aviation at: Telephone: 081 755 2534 or 081 250 5429. Email: Peter@mistral.co.za or visit www.mistral.co.za. Mistral can be found at Safair campus on the east side of OR Tambo airport. j

Safair North Perimeter Road, OR Tambo International Airport, Bonaero Park, 1619 Tel:

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

BY JOHN BASSI

STICK TO THE RULES PART 2

Last month John shared the anticipation and preparation for Rhino de-horning flights. This month he continues the story with some unwelcome mechanical drama.

ICOME DOWN LOW ENOUGH and do a single pass, during which time we assess the age, sex, size and condition of the two adult rhino, necessary for the correct drug dosage in the dart, then, satisfied, climb to 1000 feet agl and move away so as to not cause the rhino to run.

Flying a slow orbit, I try to keep the rhino on my side and never take eyes off, not even for a second, unless I am certain another crew member has visual. You cannot imagine how quickly you can lose a rhino in the bushes and gullies.

“Ok John, I’m ready. Checking harness secure,” the vet calls out.

I start my decent and set up for a smooth approach into wind, aiming to reach the rear rhino at a ground speed exactly equal to the galloping rhino.

“Going in now, for the back animal,” I call out while stabilising slightly to the left and a few metres above and behind the animal.

The moment the dart hits, I glance to make sure it has detonated fully and make a mental note of the position and quality of the dart. 90 degrees angle of penetration into good muscle means the rhino will be sedated in 4 to 5 minutes. Simultaneously I reposition behind the leading rhino. Dart in, I pull away, climbing above 500 feet agl to monitor the drug absorption and progress, ensuring there are no dangers such as a deep gulley or pool of water ahead of the rhino.

Once a rhino starts moving in a set direction, not much will change its mind. This gets worse as the drug takes effect, therefore it is vital to make the animals change direction immediately if you predict danger ahead.

When the drug has taken full effect, we assess the third animal, the big bull, and either chase him away or he will decide to move off unharassed. The Foxbat spotter plane will stay eyes on, making it possible for us to fly straight in on him once we are done.

a ground speed exactly equal to the galloping rhino

By getting both darts in as quickly as possible, we ensure that both animals will go down close to each other, making our groundwork much easier since the animals are together.

Selecting a landing zone (LZ) is always fun in the bush but must be done fast, preferably as close to the rhino as possible. This is when trust and team work count.

With my crew telling me where to position the tail rotor, I can focus on the main rotor blades in very confined areas. While I stabilise the helicopter, the vet and tech leap out the right side, the ranger is in charge of the equipment and the security of the helicopter: doors and belts secure, and no lose items. He then

joins the team to begin the dehorning process. Each of us has a job to do to complete the operation efficiently.

By the time I have shut down, the first rhino has been pushed over and is lying flat on her side, her blood pressure and breathing have been stabilised, a blindfold has been positioned to protect her eyes, the sampling kit has been placed on her back and the guys are already doing the same to the second animal.

Poking about in the bush I find a small log to place under the rhino’s front horn, effectively raising the horn off the ground to give space for the chainsaw. Between us we share duties: recording the data and completing the dehorning tasks, collecting a few ticks

The Foxbat spotter plane passes low overhead the rhino operation.

into a sealed vial, take some hair samples for DNA from the tail, insert micro-chips, remove the dart and disinfect the wound.

We measure approximately four fingers from where the hard horn meets skin and mark off a line with a marker pen. Doing this ensures that the cut will safely miss the horn’s growth point. Both horns are measured in length as well as base circumference, then, with the grinder, we grind off dry mud from the area where we intend to use the chainsaw; this avoids blunting the chain saw.

DNA. The horns are micro chipped and numbered, photographs taken of the rhino before and after the process and all of this takes us fifteen minutes from when the animal initially goes down.

The same procedure is followed with the second rhino, all the while breathing is monitored on both animals. Once completed, efficiently getting everyone securely back in the helicopter, along with all the samples, horns and de-horning equipment, doors and hatches safe, is the delegated safety persons job.

something sinister in the donkey

Blood samples are taken, and the ears are notched, giving the animal a unique identification number. Cutting the horn is a gentle process, a sharp chain removes the horn swiftly and cleanly, the grinder is then used to round off the square cut. Horn shavings are enveloped, along with the chips off the ear from the notching, also for

This allows me to start the machine and be ready for lift, since the vet is waiting for me to give him my signal to inject the antidote into the rhino. The antidote works fast, from deep sleep to awake takes just over a minute and the plan is to have everything ready for immediate takeoff as soon as the vet is secure.

Positioning the helicopter to get behind an unhappy rhino who does not agree with being darted.

Everything is going to plan –that is until I depress the start button.

The familiar whine of the compressor is interspersed with a grinding sound that lasts two to three seconds. Before 15% and before I introduce fuel everything feels, looks and sounds normal again.

I closely monitor the turbine instruments, everything is normal. I start doubting myself, maybe the sound was my imagination? But in my heart I know it was real. The rhino are ten metres from the helicopter.

I continue with the start-up, telling myself that if by 100% rpm and ready for lift, if there is no indication of trouble, I must at least move the helicopter to safety.

Do I tell my crew or just focus and lift?

Every nerve in my body is sharp, with a knot in my gut, I gently lift, ever so slowly loading the blades until in ground effect hover. The rhino are waking up.

I consider staying in ground effect above the LZ, but it’s tight, with inches to spare. Not a great place to be.

I look ahead at the green trees that I must pass over, feeling sick as my instinct knows something sinister is happening somewhere

in the donkey. With no warning lights flashing and everything reading normally, I decide to transition and head immediately to the first open safe LZ.

“HFD, SAM, I have the F bull visual, and I have another two animals for you, just fly south west and you will see me, about five miles”.

“UH, SAM, thanks, we just got airborne, please stand by”.

Dehorning a rhino using a chainsaw, cutting above the growth point.

AIRLINK - BA CODESHARE

In February British Airways announced a codeshare partnership with Airlink.

THIS CODESHARE is a huge step forward for the South African regional carrier, and for passengers it improves connectivity between the UK, Europe, North America and more than 15 destinations in Southern Africa.

With bases in Johannesburg, Cape Town, and Durban in South Africa, Airlink is a regional airline with a network of destinations in fourteen countries, including South Africa, Zimbabwe, Zambia and Namibia.

The agreement means British Airways’ and Airlink customers travelling, for example, from Cape Town or Johannesburg to, or transiting through, London (or vice versa) will be able to connect to their final destination on a single ticket. This will offer more choice and flexibility for those travelling from one of 18 towns and cities, such as Windhoek in Namibia and Durban in South Africa.

British Airways currently flies twice daily between

Johannesburg and London Heathrow with A380 aircraft, twice daily between Cape Town and London Heathrow with B777 and A350 aircraft and three times per week between Cape Town and London Gatwick with B777 aircraft.

Members of British Airways’ loyalty programme, the Executive Club, can earn Avios when flying on Airlink flights on a British Airways’ codeshare journey. Avios is the programme’s currency, which can be used as part-payment towards Reward Flights or upgrades, as well as hotel stays, car hire and more.

Airlink’s CEO, Rodger Foster, said: “This is an important next step in our partnership with British Airways, which has a phenomenal global reach into the most important markets for our region. The marriage of our two networks will benefit both British Airways’ and Airlink’s customers, giving them even more choice with a wide range of itinerary options and connectivity possibilities.”

Airlink has signed an historic codeshare agreement with BA.

TREVOR COHEN

SOUTH AFRICAARMED FORCES DAY

On 21 February the South African combined armed forces held their annual parade at Richards Bay in Kwa-Zulu Natal. SA Flyer’s Trevor Cohen was there to capture the images for this photo essay.

For the Armed Forces day in Richards Bay, SAAF AW109s fly the flags of the SANDF's 4 services.

The SAAF surprised by flying two Gripens with its 3 Hawk display.

The heads of the armed services parade past the crowd.

State President Cyril Ramaphosa presents Special Forces troops with the Nkwe Ya Gautra or Golden Leopard medal, which replaces the Honoris Crux Gold.

A mixed services march past.

The SAAF parades their squadron colours.

The SAAF parades their colours.

The Silver Falcons fly past.

A SAAF BK117 shows its intervention capability.

C.W. PRICE AND COMPANY

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They provide online VitalWeather system for remote or sms monitoring of small airports as

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Email: cwp@cwprice.co.za

Website: www.cwprice.co.za j

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Guy Leitch

HADI AKOUM FACE TO FACE

Guy Leitch (GL) asks Airbus Africa head Hadi Akoum (HA) about how his company assists African airlines and thus the demand for Airbus airliners.

GL: The African airline industry has shrunk to less than 2% of the global airline industry. And it is particularly difficult to sell aircraft into Africa. Is Africa worth the effort for Airbus?

HA: We cannot afford not to take care of Africa. Africa has a bright future in terms of population and thus passenger growth and especially from the growing middle class. Its taking a bit more time than other continents, but we are seeing constant development. Africa needs to gain expertise in aviation and we are seeing this expertise growing. This shows that there will be more and more opportunities in Africa.

GL: The African market needs help from the OEMs in terms of putting the key components of an airline together. Airbus provides that help so the new airline becomes loyal to you. Has this been a particularly useful strategy?

Absolutely. This is the strategy we adopted when I was appointed to take care of Airbus in Africa. We knew we were not going to make thousands of sales like we do in America or Asia, however we need to build up a presence and so we decided that we needed to support the airlines to help them to grow and introduce Airbus technology. The sales may not be direct sales, but as a lease. Once they have seen the benefits in performance, safety, comfort and operating costs – which leads to profitability, they become loyal to Airbus. And as the airline develops they will be able to purchase directly from Airbus.

people do not travel with only 23 kg packages

GL: Can you give examples?

In West Africa we have helped airlines such as Air Senegal and Air Côte d’Ivoire start with leased second hand aircraft until they were able to purchase brand new aircraft. Namibia started with a leased A340 and then moved to a leased A330. Our strategy is to increase our presence in terms of the number of operators, to help them appreciate the benefits of operating our aircraft and then help them to grow.

GL: The C series is particularly well-suited for African airlines having to grow thin route networks. Have you found a strong take-up for the C series in Africa?

HA: Absolutely. In fact it’s been an amazing takeup. We now have five customers for the A220. I have not seen this before for a brand new aeroplane. Because this aircraft has been designed for the regional market and Africa has a specific need in aircraft size and range to serve the relatively low number of passengers. So a size between 100 and 140 seats is perfect and Africa needs an aircraft that can fly over five hours with passenger comfort. The A220 provides comfort equivalent to the A320 family, but it can fly long range and has a very good cargo

Airbus's Hadi Akoum believes the African growth story.

capability. In Africa people do not travel with only 23 kg packages. This is the difference between the A220 and the other regional jets which are limited in terms of freight and excess baggage handling capability.

we delivered all the aircraft we produced

GL: What about the freighter business?

HA: Cargo is becoming increasingly important and freight prices today are still relatively high. This is why Airbus was able to launch the A350F, which is by far the most advanced freighter. We hope that this aircraft will gain traction in Africa.

GL: What has Airbus coming down the pipeline?

HA: The A350 is still the most advanced aircraft today. And compared to what we are seeing in the next five to ten years, it will still be the most advanced aircraft. The A330neo has also been a success, especially in Africa. The size of the aircraft; from 250 – 300 seats, is an excellent size for connecting Africa to Europe, Asia or the Unites States. We have the A330neo operating in Senegal, Uganda and Mauritius.

GL: And the narrowbody market?

The A320 family has been modernised and the A321XLR will enter service in the coming years. So our aircraft are still ahead in terms of comfort and technology. Airbus invests over U$2 – 3 billion a year in modernising our aircraft and we have seen the results. Despite all the struggles we had in 2020 with Covid, we delivered all the aircraft we produced.

Air Sengal has leased Airbus A330-900s

South Africa

BACKPAGE DIR ECT ORY

A1A Flight Examiner (Loutzavia)

Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

Adventure Air

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

AES (Cape Town)

Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

AES (Johannesburg)

Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za

Aerocore

Jacques Podde 082 565 2330 jacques@aerocore.co.za www.aerocore.co.za

Aero Engineering & PowerPlant

Andre Labuschagne 012 543 0948 aeroeng@iafrica.com

Aero Services (Pty) Ltd

Chris Scott 011 395 3587 chris@aeroservices.co.za www.aeroservices.co.za

Aeronav Academy

Donald O’Connor 011 701 3862 info@aeronav.co.za www.aeronav.co.za

Aeronautical Aviation

Clinton Carroll 011 659 1033 / 083 459 6279 clinton@aeronautical.co.za www.aeronautical.co.za

Aerotric (Pty) Ltd

Richard Small 083 488 4535 aerotric@aol.com

Aircraft Assembly and Upholstery Centre

Tony/Siggi Bailes 082 552 6467 anthony@rvaircraft.co.za www.rvaircraft.co.za

Aircraft Finance Corporation & Leasing

Jaco Pietersen +27 [0]82 672 2262 jaco@airfincorp.co.za

Jason Seymour +27 [0]82 326 0147 jason@airfincorp.co.za www.airfincorp.co.za

Aircraft General Spares Eric or Hayley 084 587 6414 or 067 154 2147 eric@acgs.co.za or hayley@acgs.co.za www.acgs.co.za

Aircraft Maintenance @ Work Opelo / Frik 012 567 3443 frik@aviationatwork.co.za_ opelonke@aviationatwork.co.za

Aircraft Maintenance International

Pine Pienaar 083 305 0605 gm@aminternational.co.za

Aircraft Maintenance International Wonderboom Thomas Nel 082 444 7996 admin@aminternational.co.za

Air Line Pilots’ Association

Sonia Ferreira 011 394 5310 alpagm@iafrica.com www.alpa.co.za

Airshift Aircraft Sales

Eugene du Plessis 082 800 3094 eugene@airshift.co.za www.airshift.co.za

Airvan Africa Patrick Hanly 082 565 8864 airvan@border.co.za www.airvan.co.za

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

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

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

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

Atlas Aviation Lubricants

Steve Cloete 011 917 4220 Fax: 011 917 2100 sales.aviation@atlasoil.co.za www.atlasaviation.co.za

ATNS Percy Morokane 011 607 1234 percymo@atns.co.za www.atns.com

Aviation Direct Andrea Antel 011 465 2669 info@aviationdirect.co.za www.aviationdirect.co.za

BAC Aviation AMO 115

Micky Joss 035 797 3610 monicad@bacmaintenance.co.za

Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero

Blue Chip Flight School

Henk Kraaij 012 543 3050 bluechip@bluechip-avia.co.za www.bluechipflightschool.co.za

Border Aviation Club & Flight School

Liz Gous 043 736 6181 admin@borderaviation.co.za www.borderaviation.co.za

Breytech Aviation cc 012 567 3139 Willie Breytenbach admin@breytech.co.za

Bundu Aviation Phillip Cronje 083 485 2427 info@bunduaviation.co.za www.bunduaviation.co.za

Celeste Sani Pak & Inflight Products

Steve Harris 011 452 2456 admin@chemline.co.za www.chemline.co.za

Cape Aircraft Interiors

Sarel Schutte 021 934 9499 michael@wcaeromarine.co.za www.zscai.co.za

Cape Town Flying Club Beverley Combrink 021 934 0257 / 082 821 9013 info@capetownflyingclub.co.za www.@capetownflyingclub.co.za

Century Avionics cc

Carin van Zyl 011 701 3244 sales@centuryavionics.co.za www.centuryavionics.co.za

Chemetall

Wayne Claassens 011 914 2500 wayne.claassens@basf.com www.chemetall.com

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 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

Dart Aircraft Electrical

Mathew Joubert 011 827 0371 Dartaircraftelectrical@gmail.com www.dartaero.co.za

DJA Aviation Insurance 011 463 5550 0800Flying mail@dja-aviation.co.za www.dja-aviation.co.za

Dynamic Propellers

Andries Visser 011 824 5057 082 445 4496 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za

Eagle Aviation Helicopter Division

Tamryn van Staden 082 657 6414 tamryn@eaglehelicopter.co.za www.eaglehelicopter.co.za

Eagle Flight Academy

Mr D. J. Lubbe 082 557 6429 training@eagleflight.co.za www.eagleflight.co.za

Elite Aviation Academy

Jacques Podde 082 565 2330 info@eliteaa.co.za www.eliteaa.co.za

Enstrom/MD Helicopters

Andrew Widdall 011 397 6260 aerosa@safomar.co.za www.safomar.co.za

Era Flug Flight Training

Pierre Le Riche 021 934 7431 info@era-flug.com www.era-flug.com

Execujet Africa 011 516 2300 enquiries@execujet.co.za www.execujet.com

Federal Air Rachel Muir 011 395 9000 shuttle@fedair.com www.fedair.com

Ferry Flights int.inc.

Michael (Mick) Schittenhelm 082 442 6239 ferryflights@ferry-flights.com www.ferry-flights.com

Fireblade Aviation 010 595 3920 info@firebladeaviation.com www.firebladeaviation.com

Flight Training College

Cornell Morton 044 876 9055 ftc@flighttrainning.co.za www.flighttraining.co.za

Flight Training Services

Amanda Pearce 011 805 9015/6 amanda@fts.co.za www.fts.co.za

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za

Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com

Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za

Foster Aero International Dudley Foster 011 659 2533 info@fosteraero.co.za www.fosteraero.co.za

Gemair Andries Venter 011 701 2653 / 082 905 5760 andries@gemair.co.za

GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za

Guardian Air 011 701 3011 082 521 2394 ops@guardianair.co.za www.guardianair.co.za

Heli-Afrique cc Tino Conceicao 083 458 2172 tino.conceicao@heli-afrique.co.za

Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za

Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za

Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za

IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za

Integrated Avionic Solutions Gert van Niekerk 082 831 5032 gert@iasafrica.co.za www.iasafrica.co.za

International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za

Investment Aircraft Quinton Warne 082 806 5193 aviation@lantic.net www.investmentaircraft.com

Jabiru Aircraft Len Alford 044 876 9991 / 044 876 9993 info@jabiru.co.za www.jabiru.co.za

Jim Davis Books Jim Davis 072 188 6484 jim@border.co.za www.jimdavis.co.za

Joc Air T/A The Propeller Shop Aiden O’Mahony 011 701 3114 jocprop@iafrica.com

Kishugu Aviation +27 13 741 6400 comms@kishugu.com www.kishugu.com/kishugu-aviation

Kit Planes for Africa

Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

Kzn Aviation (Pty) Ltd

Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

Lanseria Aircraft Interiors

Francois Denton 011 659 1962 / 076 810 9751 francois@aircraftcompletions.co.za

Lanseria International Airport

Mike Christoph 011 367 0300 mikec@lanseria.co.za www.lanseria.co.za

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

Litson & Associates (Pty) Ltd

OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za

Phone: 27 (0) 21 8517187 www.litson.co.za

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Serviceskaren.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

Lourens Human 082 570 2743 ops@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

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

Orsmond Aviation 058 303 5261 info@orsmondaviation.co.za www.orsmondaviation.co.za

Owenair (Pty) Ltd

Clive Skinner 082 923 9580 clive.skinner@owenair.co.za www.owenwair.co.za

Pacair Wayne Bond 033 386 6027 pacair@telkomsa.net

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

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.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 082Jager 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

Starlite Aero Sales

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

Starlite Aviation Operations

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

Starlite Aviation Training Academy

Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@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 0118050605/2247Rensburg 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 stoffel@trioavi.co.za/frans@trioavi.co.za www.trioavi.co.za

Tshukudu Trailers

Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za

U Fly Training Academy

Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

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

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

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

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