Flightcom Magazine April 2023

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FlightCm

Afr ican Commercial Aviation

Edition 171 | April 2023

Mission Aviation Fellowship - a lifeline for Grace

How South Africa lost the UAV market in Africa?

IRIS – goes to Khartoum

Merchant West – How to get Aircraft Finance

John Bassi – Listen to your Engine

Cover: Jenny Davies, Ovadia Dominic.

06 08 09 10 15 16 20 24 27 28 29 30 32

EDITION 171 TABLE OF CONTENTS

Bush Pilot - Hugh Pryor

AME Directory

APRIL 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 - Airlink to launch Nairobi-JNB

Pilots - Laura McDermid

News - New structure stops East London ILS/VOR

Defence - Darren Olivier

Mission Flying in Africa

FACE to FACE - Braam Viljoen

News - NAC’s Banner Retires

Alpi Aviation SA: Flight School Directory

Merchant West Charter Directory

Skysource AMO Listing

Backpage Directory

A NOTE FROM THE EDITOR:

I WAS ASKED THE OTHER DAY by a senior SACAA official why I call it the ‘Commission Against Aviation’.

I tried to explain the joke; that one of the roles of the SACAA was to develop aviation. Yet the problem is that the excessive regulation and arbitrary enforcement, coupled with ad-hoc ‘tea time’ rule making, has caused many aviation business owners to just give up on the industry and leave.

I call this the ‘buggeration’ factor. It is measurable by how many business owners simply take their hats and coats and ‘bugger off’ out of the industry. One of the better examples of this was Steve Anderson, who exported his entire medical rescue operation to Malta when faced with the continual difficulties of dealing with an obdurate CAA in getting the appropriate permissions and authorities for his literally life-saving business.

I also tried to make light of the inherent criticism in the Commission Against Aviation jibe by pointing out that it was a natural conflict between the rule-makers and the uses, like that between traffic cops and drivers. But he just didn’t get it.

No matter how hard I tried to explain, the official just didn’t seem to understand how of why endless red tape and bureaucracy and officialdom could stifle a business. In the end we had to agree to disagree.

This understanding gap goes to the very heart of the aviation industry’s inherent conflicts with the regulators. As I write this, ICAO is doing one of its occasional audits of the SACAA.

I have noted before that the SACAA is so focussed on getting a clean ICAO audit that it will readily sacrifice the industry that it is supposed be developing to achieve a good ICAO rating.

The latest example of this arises from the fact that the ILS approaches for all ACSA airports in South Africa have been suspended. This is reportedly due to a blanket approval being no longer valid and so every airport has to be individually approved. Rather than have this blanket approval as an adverse finding by ICAO, the SACAA has simply shut all ILS approaches.

When the weather turns bad, this will have an enormous impact on airline connectivity and the economic growth in South Africa.

A reliable aviation analyst tells me that this practice of sacrificing the aviation industry on the altar of a good ICAO rating is an Africa-wide problem. When the Ugandan Civil Aviation Authority was facing an ICAO audit about its administration of Aircraft Operating Certificates (AOCs), it simply cancelled every AOC over the period of the ICAO inspection. This meant that the ICAO auditors could not make a finding against cancelled AOCs.

Thus, we see an entire industry effectively closed down for the sake of an ICAO box-ticking exercise. This industry needs grown-ups to run it.

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he just didn’t get it

TRUSTY TWIN

THE FLAPS AND BRAKES and nose wheel steering, for example, are all driven by hydraulics which you would probably not expect to see on an aircraft that spends a long time away from the tender loving care of an engineer. Large airliners, yes. War planes, yes. But bush planes normally need to be as simple and rugged as possible so that they can operate in remote areas without sophisticated ground support.

The Twin Otter has a surprisingly “Big Aeroplane” feel about it and it is a tribute to the design that it has managed to build up such a legendary reputation for ruggedness and reliability.

We all, however, have our off days and here’s one example I experienced when I was flying for the International Committee of the Red Cross, based in Huambo in the beautiful but dangerous Angolan Highlands.

My Co-captain, a charming and highly experienced Belgian called Philippe, had been born in the then Belgian Congo where his family had large acreages under cultivation before ‘independence’ ejected them and chaos took the helm in that benighted country.

We were on the last leg on our way back from a round trip from Huambo to Benguela to Luanda back to Benguela, then to Lubango and Ganda before going back to Huambo. So, as you can see, it had been quite a long day.

We took off empty from Ganda and as we climbed away for the half-hour flight to Huambo, the number one engine oil pressure gauge suddenly decided to read Zero. Oil pressure gauges do tell lies on occasions and therefore we have two other systems to confirm what the oil pressure gauge is saying, namely the Oil Low Pressure Warning Light and the Torque Meter. So we weren’t too concerned. But anyway, since we didn’t have anyone down the back, I suggested we close the engine down as a precaution and as a very good piece of training for ourselves. So we killed the engine, went through all the appropriate check lists and continued our climb.

Very soon after we had settled into the single engine routine, I began to detect a hot smell. I mentioned it to Philippe and he didn’t notice anything unusual. My sense of smell is quite good and seldom lies.

I don’t know if you are familiar with the workings of the De Havilland (Canada) Dash 6, otherwise known as the Twin Otter, but they’re surprisingly complicated for what has become one of the classic bush aircraft of all time.

a surprisingly

“Big Aeroplane”

Minutes later I was certain that I could catch the characteristic stench of burning insulation and Philippe caught a whiff of it too. Then the smoke started and very quickly the cockpit became an extremely unpleasant place to be. We took it in turns to go into the cabin for a breather but even with the cockpit windows and the main air vents open it became obvious that we would have to get down as soon as humanly possible.

Then the hydraulic pump circuit breaker warning light illuminated and the smoke began to dissipate. The cockpit became habitable once again and the flight continued quite normally until after the landing in Huambo.

The nose wheel steering tiller on the Twin Otter is mounted on the control column just forward of the control yoke. It is connected to the Hydraulic Actuator by cables which open and close the appropriate ports to allow hydraulic fluid to drive the steering rams. We were fully aware that, without a serviceable hydraulic pump we were going to have to use the manual pump

to maintain hydraulic pressure for the flaps, brakes and nose wheel steering. No problem there. That was Philippe’s department anyway, since I was driving.

Everything went like a Rolex until after we had turned off the runway. Then I could not get the nose wheel to straighten up. I put a bit of extra beef into it and suddenly there was a bang as the actuator cables gave up the unequal struggle and the tiller spun lifelessly round, neatly removing the skin from my knuckles on the glare shield in the process. So, since we could now only go round in circles we had to call for help and be ignominiously towed to our parking place on the apron.

Apart from that one trip my association with the Twin Otter has been, amazingly, nearly trouble-free and long may it continue that way.

Well you know what they say. Problems always seem to come in threes, and that was the third one, wasn’t it? 

AME Doctors Listing

Everything went like a Rolex

AIRLINK TO LAUNCH NAIROBI - JNB

Airlink will become the first private sector airline to offer a daily Johannesburg-Nairobi service, from 24 April 2023.

THE SERVICE will be operated with Airlink’s 98-seat Embraer E190s. Airlink says it will provide much-needed competition and additional choices for business and leisure travellers.

Kenya becomes the 15th country in Airlink’s comprehensive sub-Saharan route network and its third in East Africa. “Airlink’s entry on the route supports the November 2022 agreement by Kenya and South Africa to eliminate trade barriers and strengthen commerce and economic ties by opening up business and cooperation between the two major economies in key sectors and markets. It also follows South Africa’s removal of visa requirements for Kenyans visiting South Africa for up to 90 days (South Africans do not require visas to visit Kenya),” said Airlink’s CEO and Managing Director, Rodger Foster.

“This is also an important moment for Eastern - Southern Africa connectivity. With Airlink’s network now including Kenya, Uganda, Tanzania and most of the Southern Africa Development Community nations, we offer travellers the widest set of choices and convenient regional and inter-continental connections on our own aircraft and with our global carrier partners. These enable the businesses and economies Airlink serves to expand their own respective market reach. Similarly, our competitive services will promote tourism in both markets, generating additional foreign travel spend,” added Foster.

Airlink is the frst private carrier to offer JNB-Nairobi

IRIS GOES TO KHARTOUM PART 2

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

HAVING ARRIVED IN KHARTOUM, the American delegates were whisked off to their peace conference the next morning and the three of us pilots were left to our own devices.

There were many power cuts during the day at the Hilton and Heather advised that we should consider what we ate very carefully as the cold chain would be sorely affected in this heat.

I took her advice on board and had Carlsberg for breakfast lunch and dinner. I stuck to eating simple food such as Moukhbaza – mashed ripe bananas smothered with chillies, and Tamayya- broad bean balls with pita and tomato salad - both typical Sudanese dishes.

I had a wonderful view from my room where I could see the confluence of the White Nile,, flowing north from Lake Victoria, and the Blue Nile, flowing west from Lake Tana.

It was a great opportunity for me to explore Khartoum

and I headed out along ancient, cobbled roads amongst the souks. The sun beat down mercilessly, and I could understand why the local men wore loose-fitting kaftans and ghutras (kufiyahs) to cover their heads. Scrawny goats and dogs took shelter under the meagre shade of the date palms that lined the streets.

The air was filled with the cloying smell of spices, incense, cheap aftershave, and metallic tang of fresh blood. A camel’s head on a spike stared at me sightlessly, its eyes swarming with bloated flies, an advert for a ‘butchery’. The calls of the muezzin competed with the loud caw of crows which seemed to be everywhere.

As I rounded the corner I spotted a large plastic cone, the once pink plastic soft serve on top bleached white by the relentless sun.

Ah, just what I felt like.

In Part 1, Iris introduced us to the American Congressman and diplomats she was flying with three planes from Nairobi to Khartoum.

the shit show going on back here

I was about to enter the shop when something caught my eye. There was a big pile of rubbish right next to the shop and on top was…. the small black body of a dead child.

For the second time this trip, I thought my eyes were playing tricks on me. I squeezed them shut tight and opened them again, but the limp little body was still there. I looked around me, wondering if anyone else had seen it.

If they had, they seemed inured to it.

Shall I tell someone? Must I tell the police?

I knew some of the local customs. Slavery had ‘officially’ been abolished 100 years ago, but I knew that it still happened. Black people, especially those from the south, were not regarded as human and were considered heathens.

I went into the shop and bought my ice cream. I ate it, not really tasting the pistachio. Somehow the flavour had leached out of it, together with my romantic notions of Khartoum.

On the 3rd of April, we were invited to lunch at the American Embassy Residence to discuss our return to Addis the next day.

We were introduced to Ambassador Norman Anderson who served as the United States ambassador to Sudan from 1986 to 1989. He was charming and made us feel very welcome.

Blue, red, and white streamers and balloons adorned the dining hall and a massive buffet had been laid out with a huge variety of food on offer, including some exotic dishes which Dave devoured with relish after three days of ‘baby food’ and beans.

Due to the heat, neither Heather and nor I had much of an appetite. We ate sparingly and stuck to the foods we knew.

We left for Addis early the next morning. I took off at 06h35 local time just as the round globe of the sun bobbed on the horizon.

Heather Stewart.

Dave Diamond.

The time to Addis was 3.3 hours, and once again the three of us remained in close communication.

The return trip was just as spectacular, this time not going ‘downhill’ so to speak but watching the Ethiopian plateau coming towards us from a great distance.

There was no aberrant weather, and once again I had the pleasure of looking down into those steep canyon walls. It was completely unforgettable.

‘Zulu-Alpha-Romeo, this is triple Alpha’.

‘Go ahead Dave’.

‘Mate, you’ll never believe the shit show going on back here.’

That was certainly not unusual with Dave.

‘I’m sitting here minding my own business, then I banked, and a dozen Coca-Cola bottles came rolling down the aisle. I said ‘Oi, what you blokes doing back there?’

Turns out the gyippo-guts got the better of them. They emptied out my Esky and used it as a darned crapper!’

It took me a while to decode what he just had said. Then it dawned on me. Dave had a blue and white Esky cooler box that he used for the drinks and snacks.

It turned out the fare from the previous day’s buffet had given some of them food poisoning.

I burst out laughing at the thought of Dave trying to keep the plane still while his passengers were precariously squatting over the repurposed Coleman.

The C404 had seven seats at the back, it was comfortable for a small plane but most certainly wasn’t roomy. There was no place to hide, which meant that any pretence of decorum had gone out the window.

it cured them of their thieving

Having no toilet in the Cessna 404, the poor sods had no option but to grab the only thing available to them.

‘I’m trying my best to avoid turbulence, but it’s bloody bumpy up here today’.

I tried to check in with him several times after that to see how they were doing, but he didn’t answer.

Just as I was starting to get concerned, he called me.

‘Sorry Cuddles, I needed to use the Esky urgently. Thank God for the autopilot.’

On approach to Addis, we allowed Dave to land first. One by one we were told to park at the VIP lounge area,

The crash site of the Twin Otter with Mickey Leland aboard.

Lifting bodies from the crash site.

where the red carpet was rolled out awaiting the passengers. Dave had managed to park magnificently so the door and steps opened straight onto the carpet. The line of distinguished ministers and VIPs were waiting to shake hands with the Americans, but as soon as Dave opened the door, they dodged the outstretched hands and bolted down the red carpet into the VIP lounge looking for the nearest loo.

Heather and I had a good laugh at their expense, and we moved our aircraft back to the General Aviation ramp and prepared for the next day’s departure after having cleaned, tied down, and locked the aircraft.

Dave had managed to survive the day but was wrung out and wan. We offered to dispose of the Coleman, but he insisted that it was his job, and he gingerly carried it to the grassy edge of the ramp where he dumped it and patted the lid affectionately.

‘G’bye mate, it was good knowing you.’

We bade our new friend’s farewell. We had stopped thinking of them as mere passengers after so many intimate adventures together.

The following morning, arriving at our aircraft, we noted that the cooler box had vanished.

Some unsuspecting cretins had stolen it.

How far had they carried it before opening it? I can just imagine the absolute shock and horror on their face when they finally did. With any luck, it cured them of their thieving ways.

A few weeks later I was having dinner with friends. Knowing it had been on my bucket list, they asked me if Khartoum had met my expectations.

‘My three days in Khartoum make hell looks like paradise.’.

A sad footnote to this story, later that same year, on the 7th of August, Congressman Mickey Leland flew to Ethiopia with many of the same people in an Ethiopian Military Twin Otter on their way to a refugee camp near the Sudan border when they flew into high ground due to bad weather and were all killed on impact.

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Mickey Leland in Sudan.

NEW STRUCTURE STOPS EAST LONDON ILS/VOR

The ILS and VOR approach to the primary East London Runway – Runway 11 has been NOTAMed as “permanently closed” due to a structure having been erected on the approach to Runway 11.

Remarkably, the CAA approved the structure, which is a Telkom mast, erected to the west of the airport. However there has been an administrative foul-up in that, despite the mast having been completed, it still has to be surveyed to confirm its height and position in terms of the CAA approval. Until that is done and verified, East London’s primary Runway 11 is without an ILS or VOR approach. This means that the lowest minimum is 517 ft for RNAV equipped and approved aircraft and pilots.

With East London having a predominantly westerly wind, Runway 11 is the most intowind runway and therefore the most used. The removal of the ILS and VOR approach aids will have a significant effect on safety and on the region’s economic development. Without the ILS, aircraft will not be able to use the runway in bad weather. This will reduce airline connectivity to East London and affect the city’s ability to attract investment and grow.

Reduced air connectivity means fewer flights, more connections, more delays and cancellations, reduced convenience and higher costs for passengers. This drives travellers onto the roads, which are far more dangerous. Thus, air connectivity loss makes it harder for regional towns and cities to attract investment, generate employment and provide mobility and vital services to their citizens.

The notifcation that the ILS and VOR for FAEL Runway 11 have been withdrawn.

The New telkom mast is to the west of East London's Runway 11.

Wind direction at East London Airport.

TURKEY’S DRONES FOR AFRICA

THE MAIN DRIVER of the success has been Baykar Defence, a well-connected Turkish defence company that specialises in drones.

Baykar started out in 1984 making automotive parts, switching to UAVs in the early 2000s in response to a Turkish government indigenisation programme after it was unable to acquire certain types of UAVs and UCAVs abroad.

In both cases, as well as in theatres like Libya, Nigeria, and Syria, TB2s have demonstrated an ability to conduct intelligence, surveillance, and reconnaissance (ISR) missions and strike targets with precision-guided munitions despite hostile conditions.

South

Over the years it has produced a range of UAVs, but by far its most well-known and popular has been the Bayraktar TB2, which has seen extensive use by Ukraine during Russia’s ongoing invasion, and before that in the 2020 NagornoKarabakh war between Armenia and Azerbaijan.

Export success has been swift, with over 400 TB2s exported to more than twenty five countries since its first flight just eight years ago, making it one of the most prevalent types in service today. Of the twenty operators, eleven (Morocco, Ethiopia, Libya, Somalia, Djibouti, Burkina Faso, Rwanda, Togo, Niger, Nigeria, and Mali) are in Africa.

While Baykar has received by far the most orders, the TB2 is not the only Turkish UAV seeing export

There are few greater recent success stories in military UAVs than Turkey’s rapid transformation over the past twenty years into one of the world’s key suppliers, mirroring a huge advancement in the rest of its indigenous defence industry.

Africa was once a UAV powerhouse

success in Africa and elsewhere: Turkish Aerospace Industries has sold a number of Anka UAVs to Algeria, Chad, and Tunisia.

At one point it seemed like South Africa, once a UAV powerhouse of its own and an early leader in the technology, might dominate sales on the continent. However, its companies have received few military orders, and no substantial ones in recent years. Bear in mind though that when South Africa’s UAV development industry was at its peak, demand was almost non-existent. Subsequent years of underfunding, underinvestment, and state capture, meant that once demand did pick up, companies like Denel Dynamics were not well positioned to compete.

shelf (COTS) parts have allowed Baykar to keep the cost of the TB2 low, at around US$5 million each for a standard model and reportedly as low as US$1 million with certain capabilities removed. As a point of comparison, South Africa’s sale of Seeker IIs to Algeria in the late 1990s cost around US$2 million apiece, equivalent to around US$3.7 million today, for simpler aircraft that lacked weapons launch capability.

UAV strikes from high altitude

Baykar, and by extension Turkey, have also shown a willingness to provide technology transfer and the linking of UAV sales to broader economic and financial packages, following a time-tested approach that’s also used by the major arms exporters like the US, EU, Russia, and China.

Even if companies like Denel Dynamics had been in a healthy state when the opportunity arose, they’d have found it difficult to match what companies like Baykar offer.

First, economies of scale and a careful approach to industrialisation and the use of commercial off the

However, emerging market countries may sometimes consider it more in their interests to do such deals with other emerging market countries, such as Turkey, where the economic imbalance is less lopsided than with the world’s top-tier economies.

None of this has occurred in a vacuum, of course. At Ankara’s instruction, Turkish diplomats in Africa

The Turkish Bayraktar TB2 UAV has achieved significant sales in Africa.

have put in years of persistent effort to build personal relationships in both business and political spheres and provide marketing, introductions, and support for Turkish industry, in particular defence companies like Baykar, Rocketsan, TAI, and Aselsan. This has paid dividends.

Just as importantly, Turkey also imposes few export restrictions and is less concerned with how their systems are used. For instance, in January 2022 the Ethiopian military reportedly used TB2s equipped with Rocketsan MAM-L guided weapons as part of a strike on what turned out to be a camp for internally displaced people in Tigray, killing around 60 people categorised by the Washington Post as predominantly civilian. Despite the controversy both Turkey and Baykar refused to comment on or condemn the incident.

This is a factor that should not be underestimated. A number of other armed UAV manufacturers impose relatively stringent export controls with most governments understandably being cautious about

providing this level of capability to governments that have questionable human rights records and may be indiscriminate in airstrikes.

On top of this, the TB2s have a proven track record of relatively successful combat operations in nearly a dozen different countries, despite differing operator skill levels, force technology maturity levels, and availability of supporting assets, providing a level of confidence that few other types can match to forces struggling with funding challenges and shortages of personnel.

The supporting systems and training around these platforms have been honed over many years to allow even less technically advanced forces to be able to operate them with a reasonable level of success. They’re still realistically beyond the reach of a large number of forces, but the barrier to entry has lowered quite substantially over the past decade.

It’s therefore unsurprising that Turkey has been making significant inroads into the African market

Turkey aggressively marketed the Bayraktar TB2.

for armed UAVs. Nor that so many African militaries have awoken to their potential, particularly against a wave of insurgent activity that has emerged in many parts of the continent along with the increasing cost of conventional combat aircraft.

Of course, it has not only been Turkey’s UAV manufacturers that have benefitted from this recent demand, or that have been well-placed to take advantage of it: Chinese manufacturers like CASC have had significant export success of armed UAVs to the continent as well. However, Turkish sales still surprisingly exceed those and have happened in a relatively short time.

And while the sales have, in most cases, provided much-needed capabilities to the African country that purchased them, they may also pose some risks and have potential implications for regional stability and security.

For instance, armed UAVs can at times expand the scope of insurgencies by encouraging much wider

dispersion, more mobile operations, and basing in neighbouring countries to avoid detection and targeting. They can also encourage the use of force both inside and outside a customer country’s borders, both because the difficulty in detecting them means they can be used in a more deniable fashion, and because of their relatively low cost and uncrewed nature.

The essentially random nature of UAV strikes from high altitude also induces serious fear amongst civilians, which might drive them into providing further support for insurgencies. Especially if there have already been some strikes, intentional or unintentional, on civilians.

One thing is clear; this is merely the beginning. We can expect to see many more armed UAVs operated by African armed forces in the coming years, and it’s a fair bet that a large proportion will be Turkish. 

Left behind - the South African Seeker 400.

MISSION FLYING IN AFRICATHE BEST AND WORST OF HUMANITY

Child rape is tragically all too common in places like South Sudan where justice isn’t often delivered. Mission Aviation Fellowship comes to the rescue.

ANYONE

WHO

IS A

PARENT, sibling, grandparent, aunt or uncle would find it hard to imagine how it would feel if our 8-year-old daughter, granddaughter, sister or niece was violated by a man who left her with permanent lacerations. ‘Grace’ (not her real name), an 8-year-old girl, was left with a double rectal and urinary fistula after being raped in South Sudan in September 2021.

Her family agreed to share their story in order to raise awareness about these atrocities and the great work being done by missionary pilots in Africa.

The perpetrator has been thankfully put behind bars and is awaiting trial.

The medical consultant in Juba, who first brought attention to Grace’s situation reported, ‘The girl is traumatised and she needs two treatments. If she isn’t treated this could become life threatening and the child is already living a miserable life.’

The consultant appealed to the public to help raise funds for her surgery. His appeal triggered hearts to move quickly to save her life. James, a UN trained midwife, sent the appeal link to Angela Gorman from Life for African Mothers. Angela recalled, “The story played on my mind all day, Suddenly I remembered the incredible work of Nobel Peace Prize Winner, Dr Mukwege who provides fistula surgery for women in EDRC. I still cry when I watch his Nobel Prize acceptance speech. So, I wrote a brief email to him, telling him that he was the first and only person I thought of who could help.

“Amongst all the requests he must receive, imagine my surprise when just 24 hours later, I received the email from Emily Warne, Executive Director for the US Office of the Panzi Foundation, Mukwege had connected me with.’ Panzi knew to make a request to Mission Aviation Fellowship (MAF) to help coordinate the flight from Juba to Goma, having previously forged a strong partnership with MAF who had flown women for surgery, and also other supplies to the hospital.

It is a pleasure to collaborate with MAF

Emily mentioned ‘This project is complimented by the support offered by MAF to Dr. Mukwege, and we leave it to him to manage the beautiful relationship between MAF and Panzi. I personally know MAF from having practiced in several African countries and I have great respect for the organisation. It is a pleasure to collaborate with MAF and Panzi. Thank you as well for all that you are doing to bring attention to this tragic situation and how so many different organizations are collaborating to get this child the treatment she deserves’.

MAF South Sudan and MAF Uganda have been able to work together to ensure the medevac could happen crossing three countries.

The two-day round-trip was funded by a single donation from Susan, a lady in Essex, UK who gave it as a gift in memory of her late mother, Gwen Pinder. Susan said: ‘It’s wonderful to be part of her rescue story. Mum would be absolutely delighted to know the money

was going to such a worthy cause. We look forward to following this little girl’s story and pray for a speedy recovery for her.’

The girl’s rescue mission, lifesaving surgery and ongoing recovery, also has support from at least four other NGOs including the Panzi Foundation, Life for African Mothers, Aviation Sans Frontières and International Health Partners Foundation.

"Grace" ready to depart on the MAF Caravan C208. Pic -Ovadia Dominic.

Boarding MAFs Caravan, 5X-LDR Pic - Ovadia Dominic.

These NGOs and charities are working together to support Grace in her long-term recovery which will involve trauma counselling and many weeks of rehabilitation at the Panzi Foundation in Bukavu.

Angela also commented about the network which came together to turn around the atrocity that damaged Grace and her parents’ lives. ‘I am still in awe of how this has all came together so quickly…the best of humanity.’

Pre-takeoff vital actions - prayer with pilot Pieter Room. Pic - Jenny Davies

Grace returning home. Pic - Jenny Davies.

MAF Dutch pilot, Pieter Room flew Grace, her family and medical personnel from Juba to Goma in August. ‘When I heard about Grace’s situation it moved me greatly, because I also have daughters of the same age. My daughter celebrated her birthday the same day of the flight. I’m honoured to be a part of this because this is really why MAF are here. When I first saw the little girl, she just looked so innocent, and it really hit me why we’re doing this flight. Her life will be changed tremendously by this surgery and it’s a blessing that we could be a part of this. We live in a broken world, and we are called to follow Jesus in restoring people’s lives.’

After 36 days of treatment at Panzi Hospital, EDRC, MAF was able to fly Grace and her family back to Juba post-surgery and were greeted with a smile of victory from Grace who recounted, ‘’I feel a lot better now. Not as I was when we came from South Sudan.’

Grace’s uncle mentioned, ‘’I feel very happy because the child’s treatment has been successful. The doctors were very friendly, and their service was great. I ask God to bless them so that more people can benefit from their surgeries.’’

Now the horror is over, and the family are on their way back home, Grace’s father is hugely relieved. ‘’Thank you MAF for the good work that you are doing to support vulnerable people.’

Even after all Dr Mukwege has seen, he has also witnessed girls like Grace, going on to live confident and full lives. Because of this he believes, ‘No matter how difficult and hopeless a situation, with determination, there is always a light at the end of the tunnel’.



MAF pilot Pieter Room.

CEO MERCHANT WEST GROUP: BRAAM VILJOEN FACE TO FACE

GL: Merchant West is a relatively new arrival in aviation financing, which requires specialist knowledge and is a small market. Is aviation an end in itself or a bridge to access a broader market of high net worth (HNW) individuals who are aircraft owners and operators?

BV: Merchant West has been financing assets for 25 years to the local corporate market across industries and sectors, as well as to HNW individuals. Our philosophy is to put the customer at the centre of our solution design process, under the premise that clients have multiple and diverse needs.

We fund solar, farming and mining equipment just as easily as we will finance that business owner or executive’s aircraft. We have the expertise in-house to finance fixed wing or rotor and see the size of the market as being offset by the big-ticket prices for these assets. Its more than funding an asset purchase - clients also require finance for avionics upgrades, engine overhauls and rebuilds.

GL: Tell us about Merchant West – do you finance aviation across Africa?

BV: Merchant West is a privately owned financial services group based in South Africa. The group has a countrywide footprint with operations in other territories like Namibia, with an appraisal of the Botswana market underway at present. Insofar as aviation assets in Africa are concerned, our focus is on financing ZS aircraft registered with the SACAA.

GL: For many aging aircraft, avionics and engine overhauls have become the single largest item of capital expenditure. Do you find the investment pays off in the value and saleability of the aircraft?

BV: With aviation costs largely denominated in USD, expenses in Rand terms accompanied by currency depreciation have become prohibitive over time. Our specialists recognise the long-term useful life of aircraft assets and see avionics and engine overhauls as intrinsically linked to protecting an aircraft’s value or even as a Rand hedge, whilst also being crucial to maintaining safety standards.

Guy Leitch has 10 questions. our focus is on financing ZS aircraft

GL: As aircraft age and become too expensive to replace, there is increasing expenditure on avionics. Is this a speciality of yours?

BV: This is not necessarily a speciality, but it has emerged as a requirement. We have financed avionics upgrades in response to client needs and the dynamics of the aviation market in general. We also understand this feature of our aircraft finance solution might not necessarily be available from traditional financiers and hence offers us a competitive advantage.

GL: You finance other emerging asset types – such as solar power. Do you specialise in these areas?

BV: Yes, we finance renewable energy equipment. The mix of assets we have financed has also changed over the years. For example, demand for solar energy equipment finance has spiked in the past few years, for both residential and commercial properties, in response to energy security concerns. This demand has been enabled by technological advancements in solar panels and storage systems for example. In contrast, 20 years ago we provided a host of office equipment finance,

Merchant West Group CEO Braam Viljoen talks about aviation finance.

but more recently the consumer demand changed with the impacts of Covid, to shift to remote working and new innovative communication platforms.

GL: Does the weak Rand and exchange rate volatility make it difficult? – for instance, if you accept a client’s quote and then the job turns out to cost 33% more?

GL: Regarding airliner and bizjet leasing; do you feel that if South Africa ratified the Cape Town convention it would be a game changer?

BV: The purpose of the 2001 Cape Town Protocol on Aircraft Equipment is to protect interests of buyers, sellers and creditors in aviation assets, which by their nature have no fixed location. This protocol arose due to legal systems having different approaches to rights and security which increased uncertainty for lenders. Our focus on individuals and pricing for this risk (where appropriate) has mitigated this to date, and we do not see a protocol ratification “moving the needle” going forward but it will have its obvious advantages.

BV: Not necessarily, given that customers are still active in aviation and often plan for this possibility. In addition, as a group we can also offer currency hedging solutions to offset this risk in exchange rate volatility. We therefore assist our clients to manage this risk from inception of the transaction.

GL: Will you consider non asset-based finance – for instance for flying training?

BV: We provide lending solutions backed by security in the form of the asset, and in the case of aviation, the asset naturally is the aircraft. We would classify your example as an unsecured personal loan and although our product set does not currently allow for this, if we could obtain appropriate security in certain circumstances, we would consider this on a case-bycase basis.

GL: What is your experience of the present state of the industry? Are aircraft owners spending money – or sitting on their hands waiting for the economy to improve?

BV: We have observed a consolidation of aviation in the business sector where carriers have downsized or entered business rescue or even ceased to exist. This has not been our target market historically with our focus on the aviation enthusiast and business owner in SA. Whilst we have seen a shift in sentiment in the local economy with higher interest rates and Rand depreciation, which have contributed to a tapering off in demand, we still see clients spending money in pursuing their aviation interests.

GL: What advice can you give potential borrowers on how to make the process of finance application smoother?

BV: From a service turnaround perspective, borrowers can certainly contribute to a smoother application process with us by providing all required financial and aircraft information timeously, to enable a quick credit decision. Clients should also know that in submitting their requests for finance, we apply ESG and ethical lending practices in assessing their credit risk. This should give customers comfort we carefully consider applications and extend finance responsibly, so as to avoid possible financial distress. 

the aviation enthusiast and business owner

NAC’S BANNER RETIRES

MARTIN BANNER IS RETIRING after having been the CEO of National Airways Corporation (NAC) for 21 years. He will be replaced by long serving director JP Fourie.

Banner says, “I have had the incredible privilege of leading NAC for the past 21 years, so it is a good time for me to announce that I will be retiring and stepping down as CEO at the end of March 2023.

“The business has proven its resilience through the toughest of times and it is on a very good trajectory, guided by a talented and capable team of exceptional people. Accordingly, it is my pleasure to announce that JP Fourie will be taking over as CEO of the company,

effective 1 April this year. The Shareholders have asked me to stay on as non-executive Chairman from 1 April.

“JP holds BCom, MSc and MBA degrees and has many other executive qualifications. He is also a CPL pilot with multiple ratings. There is no doubt that JP is exceptionally well qualified for the role. His extensive experience within NAC will assist him in carrying forward the success and culture of the business.

Says JP Fourie: “Leading a well-diversified and proven business such as NAC is going to be both a privilege and a significant responsibility. I hope to carry these on as notable hallmarks, married with my own distinctive attributes, and style.”

JP Fourie (left) takes over as CEO of National Airways Corporation from 1 April 2023.

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 Auditing & Advisory Services & Aviation Safety Training

Email: Phone:enquiries@litson.co.za 27 (0) 8517187 www.litson.co.za

Litson & Associates Risk Management Services (Pty) Ltd

eSMS-S™/ eTENDER/ e-REPORT / Aviation Software Systems

Email: Phone:enquiries@litson.co.za 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