Flightcom Magazine May 2023

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FlightCm

Afr ican Commercial Aviation

Edition 172 | May 2023

Cover: Svein-Robert Solberg

Mission Aviation Fellowship: A Pilot’s Long Journey

John Bassi – Listen to your Engine

IRIS – early days

Cape Winelands - Latest

MAY 2023

EDITION 172

06 09 10 14 19 20 24 32 34 35 36 38

Bush Pilot - Hugh Pryor

AME Directory

Pilots - Laura McDermid

Rules Part 4 - John Bassi

News - South Africa gets 92% ICAO Score

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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SANSA: Supporting Moon Shots and Water Resources

The Long Journey of a Mission Pilot

UPDATE: The Cape Winelands Airport

Alpi Aviation SA: Flight School Directory

Merchant West Charter Directory

Skysource AMO Listing

Backpage Directory

A NOTE FROM THE EDITOR:

THE NOTION OF FLAG CARRIERS providing national prestige that attaches to having an airline has lured many otherwise deficient governments into owning and operating an airline and, worse, subsidising it with bailouts that deter natural competition and divert much needed development funding.

Some interesting views about the national interests of states in wanting to own airlines are emerging. Notably the idea that national interests should be subservient to a notion of community interest. Thus, the various trade blocs and development communities which are emerging in Africa should be able to determine Freedom of the Air rights, at a community rather than a national state level. The states themselves are too small and fragmented to efficiently develop their own freedoms of the air with the already extant larger groupings such as the European Union.

I recently examined a Masters dissertation and the student (name available on request) makes some insightful points about Liberalisation: Drawing on Lykotrafiti, he writes, “The provision which seems to obstruct liberalization is Article 6 of the Chicago Convention.

“Article 6 places the principle of national sovereignty in the area of market access. In essence, it provides that all commercial international air passenger transport services are forbidden except to the extent that they are permitted. This axiom should be seen against the historical backdrop prevailing at the time of the conclusion of the Chicago Convention. Since then, the concept of national sovereignty has evolved considerably, so much so that, within certain

“regional or subregional economic groupings”, the ICAO principle of community of interest has taken precedence.

“The relevance of the principle of community of interest for developing and developed States alike implies the need to revisit the concept of national sovereignty. The main obstacle to opening up market access is the nationality restrictions provided for in national laws. Nationality clauses create a right of revocation, which may or may not be exercised. The discretion conferred on the Parties implies a right not to revoke. This has given rise to the idea of waivers of nationality clauses, pioneered by IATA.

The idea of waivers of nationality clauses is part of IATA’s Agenda for Freedom initiative. First launched at IATA’s 2008 AGM, it culminated in a “Statement of Policy Principles regarding the Implementation of Bilateral Air Services Agreements”, adopted in 2009, at Montebello, Canada. The Statement is a non-legally binding instrument, signed so far by twelve countries, including the United States, and endorsed by the European Commission.”

The problem is that the Montebello statement is nonbinding, which makes it not enforceable. The student says, “It seems that for liberalisation of international civil aviation to occur, economics and politics must merge, an outcome a long way down the road, but certainly not out of sight.” 

The single greatest obstacle to the development of the African Aviation industry is the resistance of state-owned airlines to “Open Skies’ and the cold winds of liberalisation.

MARINA

NOT ONLY WAS SHE A SLIM, dark-haired beauty, Marina was also tough, intelligent and very amusing. She was, to put it succinctly, ‘One of the lads’...she also just happened to be a real princess. Her father was a nephew of King Hussein of Jordan and her mum was from an old Scottish family. They had met at Saint Andrew’s University in Edinburgh and their daughter seemed to have been blessed with the best of the characteristics of each of her parents.

Marina was the kind of person who illuminated any room she walked in to. This is a story to illustrate, to some extent, what I mean.

people

In her capacity as a ‘Food Monitor’ she was detailed off to do an assessment in a place called Ayod, to find out how much food they would need when we carried out the next air-drops. Ayod is in the middle of ‘The Sudd’, a swamp so large that it provides 2% of the world’s oxygen.

The Nile River only drops fifty feet in the three hundred miles it flows between Juba and Malakal, so in effect it forms a vast flat plain which is subject to flooding from only moderate quantities of rainfall.

The rains in South Sudan are not ‘moderate’ by any stretch of the imagination! They are torrential.

Marina allowed four days for the assessment and prepared her stores accordingly. Having been at the centre of a civil war for over twenty years, the only crop which the population could harvest from the rich soil surrounding Ayod consisted of anti-personnel mines. They were indiscriminately brutal to men, women and children, old and young. Similarly, cows and goats received the attentions of the bomber, to the extent that they became disturbed when they heard the sinister voice of the Antonov. The drop zones where we airdropped the food for the starving locals, were carefully seeded with explosives by aircraft from the North.

Sometimes the drop crews would interrupt a drop after observing explosions on the ground where the food bags had landed on mines. The characteristic hum of the hated Antonov invariably initiated a desperate search for cover. Some were lucky, others were not. So many people were missing feet and legs that the local cobbler only made sandals singly. If you wanted two shoes you had to specify that you wanted a pair.

From all this you will appreciate that Marina’s

One of the most delightful people with whom I have had the pleasure of working was a ‘Food Monitor’ for the UN Operation; Lifeline Sudan....in the middle of a war zone.

were missing feet and legs

assessment was not a task for the faint-hearted. Luckily, in Marina the UN had an individual who was not only stout-hearted but infinitely resourceful.

After she was dropped off by the four-by-four she quickly erected her tent and got a fire going. In a remarkably short space of time she had established a surprisingly comfortable home from home. The local chief placed an armed guard to look after Marina’s little camp, while she toured the area on foot by day.

It was on day three that Marina met her match. The rains arrived and the surrounding countryside disappeared under water. She had to move her camp to a low rise under a mahogany tree. Any thought of rescue was out of the question. The tracks which the car had followed to get her to Ayod had simply disappeared.

She managed to make ends meet until day eleven then she broke silence and called for emergency supplies to be dropped to her by air.

As we overflew the flooded landing area, the same thoughts applied to Marina. How was she able to survive in conditions like these?

Such thoughts provoked a determination in my mind that we should not just drop supplies to her...we should make a special effort to try and get her out and back to a hot shower, a decent meal and clean sheets.

I knew Ayod well. Unlike large areas of the Sudd, Ayod was not sitting on a morass of Black Cotton soil, the thick, cloying, black goo which could be up to thirty feet deep and swallowed aircraft wheels if there was even a sniff of rain in the area.

God’s Gift to Aviation

The duty flight crew consisted of an English pilot, called Brian, and myself. Brian fancied himself as God’s Gift to Aviation and to members of the opposite gender and made sure that everybody knew about it!

Our aircraft was that iconic twin engined bush plane, the De Havilland DHC-6 300 Twin Otter which was capable of transporting twenty passengers and their baggage in and out of impressively confined spaces.

We loaded the essentials aboard the aircraft and got airborne. It was my turn to fly and Brian rather reluctantly played second fiddle in the right hand seat.

After just over an hour we arrived overhead Ayod and true enough, the whole area was under water, with small islands raising their heads hesitantly through the floods, providing precarious support to local houses above the water. Many of the ubiquitous thatched domes had succumbed to the floods, leaving us to wonder where the inhabitants now rested their heads.

On one occasion a DC-3 from Nairobi flew up to Bentiu, on the border between North and South Sudan, intending to return to Nairobi the same day. Bentiu is true Black Cotton country. They arrived in Bentiu, after refuelling in Juba. The crew ran into the little cafe near the runway for a quick comfort stop and coffee break. They hardly noticed the rain. They were only intending to spend a quarter of an hour on the ground, but by the time they returned to the parking area, the water was up over the axles of the main gear wheels and they weren’t going anywhere in the foreseeable future. They finally got back to Nairobi a month later, by barge, on the Nile, via Juba.

The last time I saw the aircraft it had been dragged into the middle of town, on its guts when they closed the airport to make room for an army camp. The sad carcass sat there for some years until it finally disappeared, presumably to become pots and pans.

Ayod, on the other hand was firm hard sand, even when it was wet. No problem for a Twin Otter. True enough, the arrival would make good cinema for the spectators on the ground and keeping the aircraft straight through the water might present an interesting little challenge to the crew, but the trusty old Twin Otter could be relied upon to take the job in her stride.

The landing was smooth and directional control was easy to maintain with judicious use of differential reverse thrust from the two engines. Right at the end of the landing roll I eased the old girl onto a raised piece of ground off the side of the strip, closed the engines down and opened the cockpit door.

A waft of warm, damp air invaded the cockpit and the silence was broken by a yelp of delight. I looked in the direction of the cry and observed running figures splashing through the water towards us. The one in the lead was unmistakably Marina. I jumped down onto the ground and walked over to meet her. Her greeting was unexpectedly amusing.

“Did you bring toilet paper?”

I just cracked up. “Of course I did!” I laughed and reached back into the cockpit. We always kept two or three rolls under the pilots’ seats. I handed her a roll and suddenly found myself in a passionate embrace. Marina kissed me and whispered into my ear, “I knew you guys would come!”

Brian was visibly put out that an old grey head like me should receive all the attention. It was one of the high points of my aviation career!

Marina wrapped up her belongings, bade farewell to her new-found friends and jumped aboard for the return to the ‘civilisation’ of our camp in Rumbek. It promised to be a very amusing reunion!

AME Doctors Listing

The sad carcass sat there for some years

PART 1

IRIS EARLY YEARS.

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

IN MAY 1986 I found myself back in Tanzania, where my story begins. How my family came to be in Tanzania begins with my grandparents, all four of whom were born and raised in South Africa.

Having lost everything after the second Anglo-Boer War, my maternal grandfather John Hamman, said goodbye to his young bride Maria Magdalena, and in 1903 headed for German East Africa, with lofty ideas of making a fortune hunting the big five.

At that stage Tanganyika was under German colonial control until the end of World War I, when they were defeated and German colonies were transferred to other powers under the Treaty of Versailles.

In 1919, Tanganyika became a British protectorate, and it remained under British rule until it gained independence in 1961. The modern nation of Tanzania

formed in 1964 when Tanganyika merged with Zanzibar in 1964.

In 1905 Maria Magdalena and her small son boarded a ship in Durban and sailed off to Dar es Salaam to find her errant husband. Two months later, the family of three were reunited on the slopes of Mount Meru and began their lives afresh in a country that offered respite from the turbulence that had beset South Africa.

Ten years later my grandfather set off on foot to South Africa’s capital, Pretoria via the Congo, Zambia and Botswana, where he was appointed as a guide to the British forces destined once more for German East Africa. Due to his extensive local knowledge of Tanganyika, he was seconded to his Majesty’s forces as an intelligence officer and was awarded a military cross during his tenure.

Growing up in Africa during the post-colonial transition was a fascinating experience for anyone. But for a family as adventurous as Iris McCallum's it was a lifetime of experiences which provide unique insights into Africa.

LAURA MCDERMID

The Maasai were not impressed

It was another two years before my grandparents were once again reunited. My grandfather was employed by the British Colonial officer for the Serengeti, Loliondo and Ngorongoro areas, where he was stationed in the crater amongst the Maasai as a veterinary officer where his main job was to inoculate their cattle against the Rinderpest and other diseases.

The Maasai were not impressed with the ‘white man’s muti’ and would continually move their herds. Unfortunately for them, many of my grandfather’s crew were ex-intelligence officers, and they were always one step ahead of the herdsmen, earning my grandfather the nickname ‘Rashi-Rashi’ which meant ‘here, there and everywhere’.

Their six children, which included my mom Lea, were sent off to boarding school in Arusha, which meant a trek of 240km each way.

Later in life, whenever any of us children would complain about something, my mother never tired of reminding us how they had to follow their Maasai guide through dense forest, dodging lion and buffalo.

My paternal grandfather Lt. Alec McCallum aka ‘Mac’, was an engineer on the Lunatic Express, which was the railroad that connected the Kenyan port of Mombasa with the inland city of Kampala in Uganda, a distance of close to 1000km.

The nickname ‘Lunatic Express’ was reportedly given to the railway because of the high cost and the difficulties involved in its construction, as well as the perception that only a lunatic would undertake such a project.

The Great War came. Mac enlisted and ended up being wounded at the battle of Longido. He spent the remainder of the war convalescing in the Norfolk Hotel in Nairobi where he met Lady Emerson, whom he married.

They had four children, two girls from Lady Emerson’s previous marriage, and two boys, one of whom was my dad Owen.

They moved to western Kenya where Mac tried his luck at gold mining, which was all the rage at the time.

Iris and her dad at an elephant hunt.

Unfortunately my grandmother died of blackwater fever and the mining proved fruitless, and so Mac threw in the trowel, and turned his attention to hunting.

He made enough money to buy a farm in Oldeani, Tanganyika where he began a coffee plantation. Thus the two families were acquainted in Tanganyika – and fate bought my mom and dad together.

The Second World War arrived and my dad went to fight in Abyssinia, Somalia and then Malaya and India. Somewhere between the desert and India my parents got married.

After returning from the war, my dad joined a company called Safariland where he started off as a hunting apprentice, with the eventual aim of becoming a Professional Hunter (PH). Safariland offered mainly hunting safaris, with the occasional photographic safari, to wealthy Americans, British and Europeans who paid top Dollar for the “Out of Africa” experience.

A couple of years later his boss died in a tragic

shooting accident whilst cleaning one of his weapons, leaving my dad at a loose end.

In the 1950’s crocodile skin was all the rage on the catwalks of Milan and Paris and hunting these animals for their gnarly hides was a big business. My dad was enticed by an army friend to help him hunt crocodiles in the remote area of Lake Rukwa, a freshwater lake located in southwestern Tanzania, near the border with Zambia.

This 4,800 km2 lake was notable for its extensive hippo and crocodile population and being the adventurous spirit that my dad was, he jumped at the opportunity, dragging his reluctant pregnant wife and two small sons with.

My mother went with on condition that they would travel to Arusha for my birth. I was born Iris Magdalena McCallum on 2 June 1951 in a hospital called ‘The Boma’ in northern Tanganyika, close to the Serengeti and the Ngorongoro crater.

Young Iris with her dad Owen on the shores of Lake Rukwa.

For the first two years of my life we lived a very simple but challenging existence in Lake Rukwa. As a baby I was confined to a mobile cot under a mosquito net due to the constant threat of malaria and sleeping sickness.

Fresh food was very scarce and as a result I was raised on tins of condensed milk, whilst my parents and brothers ate crocodile and the local tilapia grahami, interspersed with occasional game meat.

After her stint in Lake Rukwa, my mother refused to eat fish until the day she died, citing an ‘allergy’ to anything with scales.

The area around Lake Rukwa was incredibly hostile, there was literally something around every corner that could kill you. It was home to a multitude of insects and animals that had the propensity to bite, gore or sting.

BUMPPPFFF:

It was here that my mother earned the nickname ‘mama shotgun’ for her knack of being able to blast poisonous snakes to smithereens at close range with a 12-gauge shotgun.

The place was subject to cloying humidity and incredibly violent thunderstorms. The seemingly hundreds of jagged lightning bolts would reflect off the lake’s surface and light up the sky as though it was daylight. The earth would shake and thunder would reverberate through the valley, sounding like the devil himself had loosed all the demons from hell simultaneously.

Does the fan on the roof power the Tesla?

Smart move to avoid a storm

BY JOHN BASSI

CHIP DETECTOR RULES PART 4

In the first part of this gripping story, John shared the anticipation and preparation for Rhino dehorning flights. Then he had unwelcome mechanical drama when his JetRanger began to make alarming grinding noises from deep within the engine. In Part 3, John described how the Eng. Chip light in his Bell JetRanger had illuminated and with his heart in his mouth, John had to call off the dehorning and risk flying his beloved JetRanger to a safe haven where the necessary maintenance could be done.

ONCE BACK IN THE AIR, I wanted this over so I did not waste any time climbing as high as practical in the hope that I may see a road within reach. Nothing. Just undulating bush.

Twenty minutes is very long. It leaves you with ample time to think about what your truthful reaction will be if the light were to illuminate. The GPS didn’t seem to be showing any reduction in ETA, and I realised I was treating the caution panel as if it were a black mamba.

Halfway back the warning light flickered slightly, catching my full attention. My heart sank, gut tightened, and eyes searched in vain for a safe landing site.

I grappled with the dilemma, that it was very faint

flickering; not full on. To land in the bush, far away from anything, did not appeal to me, but to ignore the light was dumb.

The light flickered and went out again. I was very relieved, but the kilometres were just not passing under me fast enough, and there was still another ten long minutes to base.

The chip light taunted me by flickering faintly again. My mouth went dry and my mind cleared instantly of all distracting thoughts except getting the aircraft safely onto the ground. Right here and now – in the bush.

The safety of a hangar, my car, and all the luxuries of

life was just three miles away. Such a pity. Wind check, T’s and P’s good, I focused on a grassy patch within reach if the turbine went. And then the light went out again.

From then on it was almost an anti-climax. With one eye firmly fixed on the Chip Light I headed straight for the hangar and with huge relief landed and shut down uneventfully. But this was just a foretaste of things to come.

My helicopter was seriously sick, but the rhino population is dying. The demand for my helicopter’s abilities for dehorning rhinos is ever-growing.

As rhino numbers across the country continue to decline, conservation efforts focus on proactive approaches to stop poachers before rhino are killed. The goal is to protect some of the country’s key rhino populations in their network of protected areas. Helicopters are not cheap to operate, and the problem as always is the need for additional resources to ensure these interventions reach their full potential.

In the greater scheme of things, both the black and white rhino populations in Southern Africa continue

Unfortunately, ‘the man in the street’ seems to be under the impression that poaching is not really a problem anymore. This may be because the media’s big hype from a few years ago has become bored with the topic, and the public have become punch drunk from

to face unrelenting pressure from poaching syndicates who look to trade their horn to consumers, primarily in Asian markets.

my instincts knew this was the danger zone

An increasingly rare sight, a group of rhino together.

all the bad news. But still the rhinos continue to be decimated.

Meanwhile, having made it back to base and safely on the ground in one piece, the engineers assessed the situation and efficiently removed the engine accessory gearbox.

In the process it had been determined that the No 2.5 bearing was in the process of failing, but astoundingly, had already done 9000 hours. It is a component that is only opened ‘on condition’. This meant having to send the gearbox to the USA for a full overhaul and refurbishment.

Thankfully, within two days we were back in action, flying with a nice new loaner unit. Parting words from the AMO were that within the next 5 to 10 hours I should expect another chip light, due to metal residue within the oil system.

Being back in the air after such an event made me a more than a little wary - and with a heightened consciousness of engine limitations. It focuses the attention; one eye is always monitoring gauges.

But being back in the bush, in our happy place, with no unusual readings and no chip light for 15 hours, I confess that I started to relax. What I had noticed however, was that after every flight there was a never before seen, small smudge of oil blowing onto the front bottom engine cowling’s starboard side. The bleed air from the bleed valve was most likely concentrating an oil residue from somewhere onto that spot. Yet, on careful inspection there was no sign of any oil leak or seepage. In hindsight, unfortunately, I was advised to just keep it clean and monitor it, (this would be a key indicator).

Strangely, when the Eng. chip light did eventually illuminate, at around 16 hours, I eyed it with both a small part of relief, but a greater part with fear. On inspection of the chip detector, I expected to find just a few specs of fuzz, not another splinter covered magnet.

Feeling a bit forlorn and a hint of Déjà vu, I followed the engineer’s instructions to clean the detectors, fly and monitor. If they illuminated within 1 hour, then stop operations. That was a long hour, as was the next. After five hours I started feeling OK, by ten hours I was more confident and relaxing. Then suddenly, while operating 20 mins from base, and as usual, above thick bush, a bright amber Eng. warning chip light flashed ON.

Needless to say, in my nervous state of mind, I landed immediately, found cellphone signal, and discussed all options with the AMO. An inspection of the plugs revealed little chunks of shiny metal. My heart sank. This was going to be expensive, not to mention all the familiar emotions of fear, once again being on the very sharp and unconfutable horns of the dilemma of trucking the helicopter out or flying it out of the bush, to the safety of a hangar.

Once again, we were in the middle of no-where, a most impractical place to reach, let alone to remove a turbine. What were the rules for a chip light in the middle of the bush?

The lower magnetic chip detector with its tell tale slithers of metal.

This was going to be expensive

An old bullet wound on a rhino cow. Her calf is in the background. It incredible how these animals survive such wounds.

Rhino don’t particularly care about falling asleep in the open. Confined landings become the norm.

Our full team on a rhino dehorning operation. To be more efficient we had two vet teams, a mobile ground crew and our A22 Foxbat spotter.

I decided to hover for a few minutes whilst monitoring everything and if after 5 minutes all looked good, to climb out, heading directly for base, a fifteen-minute flight over bush, but with a clear mind that at the first indication of change, the slightest flicker of the warning light, I would perform an immediate landing and shut down.

My heart was in my mouth, the kilometres dragged by. I desperately hoped the trip would be uneventful and over.

The airfield finally became visible. Just a few more minutes to go; all was still looking good.

I joined onto a long final approach, feeling so elated that the nightmare was almost over, set up now on a descending constant angle approach. And then again, the light glaringly illuminated.

All my instincts knew this was the danger zone, all I had to do was slow the aircraft, flare, stabilise and land, but it felt like an eternity.

As I flared, slowing into a hover, the sky around me disappeared in a cloud of white smoke. Burning oil blown by the rotor downwash enveloped the helicopter. But we were safe on the ground.

[to be continued] 

It is demoralizing and criminal to be at a point where we are mutilating such beautiful animals in order to try and save them from certain death.

SOUTH AFRICA GETS 92% ICAO SCORE.

SOUTH AFRICA DID NOT attract a significant safety concern and received an overwhelming effective implementation (EI) score of 92% in the audit.

In the last audit conducted more than five years ago, ICAO gave South Africa a score of 87.39%.

Poppy Khoza, the Director of Civil Aviation at the South African Civil Aviation Authority (SACAA), has welcomed the ICAO preliminary aviation safety audit results which showed an improvement on the audit conducted five years ago. “We now rank among the best in the world and on the continent we rank number one,” she said.

The SACAA is waiting for the final report in less than five months. The regulator says it is attending to the minor findings contained in the preliminary report to close the gaps identified.

South Africa is a signatory to the Chicago Convention on International Civil Aviation and a member state of ICAO since 1944. The country is obligated to comply with prescribed international civil aviation standards and recommended practices.

Khoza said “The audit we just completed last week is a safety audit that is at the entire safety value chain of our civil aviation.”

She said the international organisation examined several audit areas, including whether there was an adequate legislative framework to ensure proper regulation. “They will look at personal licences, they

will look at aircraft airworthiness. They will look at the general flight operations, they will look at the issues of craft accident investigations and they will also look at the organisation in terms of the structure. Those are the main pillars, underneath all those auditing areas, are what we call protocol questions. They look at the entire process.”

She said ICAO will also check if there are empowering provisions in their legislation. For example, to ground an aircraft or take enforcement measures if an airline, operator or airport is non-compliant. “They go to the industry, they do the industry visit based on the operations they have sampled and they then check whether we as a regulatory authority are doing the right thing in terms of regulating the civil aviation industry effectively.”

South Africa scores well in ICAO's Universal Security Audit Programme.



In early April, the International Civil Aviation Organisation (ICAO), under its Universal Safety Oversight Audit Programme — Continuous Monitoring Approach (USOAPCMA), concluded a 12-day audit of South Africa’s aviation oversight system.

BY GUY LEITCH

SANSA: SUPPORTING MOON SHOTS AND WATER RESOURCES

The South African National Space Agency (SANSA) has become a world class resource for aviation and space missions. SANSA is now supporting projects as diverse as the first Arab moon landing to monitoring water resources in the Eastern Cape.

SANSA is a key provider for space weather impacts on aviation.

SANSA’S SPACE WEATHER capability has been developed in response to the International Civil Aviation Organisation (ICAO) 2021 selection of SANSA as one of two ICAO-designated Regional Space Weather Centers.

The implications of this designation meant that a full operational capability that meets the ICAO requirements needed to be put in place by 2023 to provide advanced research capabilities in the space weather field. The regional centres provide space weather services, including solar storm forecasts and warnings to the global aviation sector.

The Space Weather Centre

SANSA has been operating a Space Weather Centre for the past 12 years in Hermanus in the Western Cape. It has worked on monitoring the sun and its activity, and providing space weather forecasts, warnings, alerts

and environmental data on space weather conditions, all of which are critical to aviation safety.

Space weather can interfere with satellite electronics, communications and GPS signals, amongst other things. With the growing need to monitor space weather and its impact on communities and technology, SANSA is a member of the International Space Environment Service and contributed this service as the Regional Warning Centre for space weather in Africa

Of note is SANSA forecasting the G4 magnetic sun storms that disrupted aviation worldwide in March 2023. To enable data and resource gathering SANSA is requesting all pilots and other involved in aviation to provide feedback on any space weather phenomena they encounter – and specifically how it effects their flights.

SANSA is updating the Geo Magnetic map every year.

SANSA’s Space Cooperation

SANSA also has a role in international space cooperation,. For example, SANSA is supporting the Mohammed Bin Rashid Space Centre’s mission to land their Rashid Rover on the moon on 25 April 2023. The Rashid Rover is the first Lunar mission by the United Arab Emirates’ and was launched by a SpaceX Falcon 9 rocket from the Kennedy Space Center in Florida on 11 December 2022.

SANSA’s Hartebeeshoek Ground Station will establish direct communication between the Rashid Rover and the ELM Control Centre, which is located at MBRSC facilities in Dubai, as the Rover lands on the moon’s surface. To track and communicate with the spacecraft, SANSA will commission two antennae – a 12-meter S-band antenna for uplink transmissions and a 26-meter parabolic antenna for downlink transmissions.

SANSA is also working with NASA to establish a deep space tracking and telemetry station in Matjiesfontein in support of future lunar exploration on the Moon.

support of future lunar exploration on the Moon.

Aviation Services

SANSA provides other essential services to aviation. Of specific interest is the agency’s magnetic capability. Compasses are still an essential component of aircraft navigation equipment. Electrical systems may fail, but the Earth’s magnetic field never does. However, it is continuously changing and that requires constant monitoring to determine the degree of compass variation at any specific place.

A proper compass swing procedure is necessary to determine how to compensate for the magnetic field of the actual aircraft, which will cause a deviation to the compass reading, due to the proximity of steel or iron components and by the effects of current flowing in nearby electrical circuits.

A properly conducted compass swing requires a reference compass calibrated by SANSA, which must be done in a magnetically clean environment – free of steel structures, underground cables, or equipment that produces magnetic fields – to assure it is free of interference.

The Earth’s Magnetic Field

Another key magnetic capability is SANSA’s annually produced Geo Magnetic Map. The Earth’s magnetic poles are continuously moving with consequent changes in magnetic variation. Globally, maps of variation are only updated every five years, but SANSA is updating the Geo Magnetic map every year.

Solar radiation's effect on aircraft.

THE LONG JOURNEY OF A MISSION PILOT

Eivind Lindtjørn is a typical Mission Aviation fellowship pilot flying in Africa, in that he combines a higher calling with a passion for flying.

TEXT: ODD ARILD NESSA, TRANSLATION: CLARE WILSHAW, IMAGES: SVEIN-ROBERT SOLBERG

Eivind Lindtjørn flying a typical Mission Aviation fellowship mission in Africa

EIVIND IS DRIVEN by a deep desire to see sick people living in remote areas be healed, and to see hearts changed by God´s love.

“Africa is in my blood. My grandparents travelled out as missionaries in 1948 – they were some of the first Norwegian missionaries in Ethiopia. My father was educated as a doctor, and my mother was a nurse. I was only five months old when they followed in their parents´ footsteps to Ethiopia,” he says.

During his childhood in Ethiopia, his dad, Bernt Lindtjørn, used to take the children down to the local airstrip. It was there that Eivind first met MAF. “I remember MAF very well. We also took a tour over the mission station in Helimission´s helicopter – that made a huge impression on me! It was unbelievably exciting. I remember that even then, I had the thought ´When I´m grown up, I´ll go to Africa and be a MAF pilot!”

Norway was difficult for him. He couldn´t settle down, and he missed Africa. His first year at Danielsen High School in Bergen was one of the most difficult years.

“I felt that I didn´t fit in and hated it; I got really low. I sat on the school bench and dreamed myself back to Africa while I failed in several subjects.

Eivind took odd jobs and scraped together money to learn to fly. Attending aviation studies at Sagavoll Folk High School, he got as far as his sixth solo flight towards the end of the year.

Africa is in my blood

After eight years in Ethiopia, divided into three separate periods, Eivind came home to Norway as a sixteen-year-old. Adjusting from Africa to cold

“I´m pretty sure I was the most serious student in Sagavoll´s history. I´d found my motivation and path, and with my goal in mind I was studying every single day”, remembers Eivind.

After Sagavoll, he contacted MAF and asked what he needed to become a MAF pilot. He noted down qualification as an aircraft mechanic, a Commercial Pilot License, Bible school and at least 500 flight hours.

MAF routinely operates into many challenging airstrips.

“So the plan was clear”, says Eivind. “My next ´checkpoint´ was qualification as an aircraft mechanic. I ended up at Tryggheim High School. I worked hard and was very focused, and got the top grades, which say a lot about how motivated and driven I was. I knew what I wanted to be.”

By 2006 he was 28 years old and had all his flying hours and certificates, as well as seven years´ experience as an aircraft mechanic with SAS. So Eivind packed up all he owned and travelled to Tanzania to start the job he had been working towards for twelve years.

a potential son-in-law for his daughter, living in the USA.

The daughter is Nadia, and she acted on her gut feeling and looked up Eivind on Facebook. Their communication grew and grew. Nadia travelled to Tanzania, where she worked as a volunteer for a childrens´ home. Eivind and Nadia married in 2010 and they moved to the USA.

plenty of such experience

“After a lot of hard work, I was finally a mission pilot. I had some wonderful years out in the bush! MAF based me in Kigoma; I operated a Cessna 206 and flew sick people, health workers and missionaries. I was living out my calling and my dream”, he says.

He helped a father and son get back to Israel. At the time Eivind didn´t realise it, but the father saw him as

Eivind says, “I have all my papers in order, so I can fly in the US, but I´ve never had ambitions to be a regular airline pilot or fly people on holiday trips. For my part, I´d be happy with a Cessna 206 for the rest of my life.”

About a year ago, Eivind received an enquiry from MAF International as to whether he could contribute as a relief pilot in Tanzania. Tanzania needed an experienced pilot who could serve the districts; Eivind has plenty of such experience.

Eivind preflights the Cessna 206 with his fuel dip stick.

Eivind is a family man who has flown to some of Africa´s most remote places. Wife Nadia, daughters Eliyah and Anava and son Netanel.

Eivind helps a passenger strap in to a Cessna 206.

“I had to pinch myself and answered that email within thirty seconds. There´s no other place in the world where I feel so at home as I do in Tanzania. That´s being a mission pilot with a capital M – it´s an exact fit with my calling and with what I´m good at. I look forward to every day and every flight,” says Eivind, while we can almost glimpse the African plains in his eyes.

Eivind´s next journey to the field will take him away for over a month. It is always a bit challenging to be away from his family for six weeks. Both he and his family know the job he does but point out that the family always comes first. The aim is for the family to be happy, so his time at home is important and valuable.

Dodging the ubiquitous donkeys on African airstrips.

“Having children at home, I also experience a different sort of love for those that I serve out in the field. Now, I see my own children in those who are suffering, and that gives my service even more meaning.

“We don´t just meet one need, but the whole person, and the plane makes that possible. If MAF didn´t fly in Tanzania, measles would have popped up again, and women would have died in childbirth. Nurses vaccinate, measure and weigh, while evangelists hold meetings in the shadow of the plane´s wings. We won´t

get closer to the mission statement,” he says with complete conviction.

Once, a nurse came running with a little girl, just a few months old. Her mother couldn´t manage to feed the child, which was just skin and bone and could die any time. A ten-minute flight saved that tiny, sick child. That is what my job is about. There are countless such stories, and it´s such a privilege to get to serve in this way,” says Eivind.

Flying in Africa provides unique sights such as Mt Ol Doinyo Lengai.

The arrival of a MAF aircraft is always a day of great excitement - especially for local children.

He feels nearer to God in the clouds. With thousands of flight hours and long flights over Africa, Eivind knows the mountains and valleys better than most, and in the air, his thoughts and reflections can flow freely. The spectacular landscape puts everything into perspective.

“Africa has such a varied and exciting landscape, and from the plane, I can look down and see traces of water. The whole world is scarred and shaped by water. I think back to Genesis and the flood, and see how water formed the landscape with enormous dykes, valleys, mountains and lakes. God has promised that such a punishment will never fall on humanity again, because he loves us so much. We live in the age of grace, where the mission is to fly to the ends of the earth and tell of His love. I feel that God is close to me when I have this view,” reflects Eivind.

“I love classical music, and especially Grieg. Once, I have flown over the countryside and looked down at the villages and huts and thought about the great needs of those communities.

He feels nearer to God in the clouds

It became clear to me what the gospel does when it takes root in a society. It begins with the hearts, just as it did in Europe more than a thousand years ago. We´ve been through challenging times in Europe, too, but Christianity has formed our civilization through people who have lived God-fearing lives. Our healthcare system started with people who wanted to serve God by helping others. I have no ambitions to try and change a country in Africa. I care about individuals. One heart at a time. That´s how individuals, families, societies and countries flourish,” concludes Eivind. 

Up above the clouds, he also has time to listen to worship music, and Edvard Grieg is on that playlist.

Relaxing after a hard day's flying with South African pilot and MAF Ops Director Mark Liprini.

UPDATE: THE CAPE WINELANDS AIRPORT

The Cape Winelands’ Airport

firming up

THE EMERGING ‘NEW’ airport sees itself as a key Alternate Airport for the Western Cape.

The challenge facing airlines operating into the Western Cape is that Cape Town International is the only large airport 200 nautical miles from Cape Town. Should Cape Town International’s runway be blocked, or the weather be below minimums, there is no Alternate airport closer than George.

Nick Ferguson, the Managing Director of Cape Winelands Airport holding company rsa.AERO, points out that they are keen to make the airport available as a nominated alternate for Part 121 Operations. This will save airlines a huge amount in terms of fuel carried for Alternate airports for flight planning.

Ferguson points out that on a long-haul flight, an airliner will burn four tons of fuel to carry 10 tons of fuel. The reduced fuel load from being able to nominate a closer Alternate will be a large saving to the airlines, and thus ultimately to travellers.

Ferguson also points out that the airport is aiming to

achieve international status and thus serve as a hub for regional, as well as domestic flights.

Deon Cloete is the new Managing Director of the Cape Winelands Airport. He reminds us that the airport is not really new but is in fact 80 years old. He says, “It is a grand old lady, ready for redevelopment. Construction work on the first phase is expected to commence in early 2024.” This includes the development of a new runway with a Category 3 ILS.

Cloete says there will be a 3,500m long runway with no restrictions and a Code E classification. It will thus be capable of accepting long haul widebody aircraft.

is

its vision for the future….and its vision is big and bold.

Deon Cloete, formerly of ACSA is the new head of the Cape Winelands Aiport.

General Aviation will not be squeezed out. There will also be a cross runway for smaller aircraft.

The terminal buildings and infrastructure will be on the western side of the airport. Cloete says they are planning to start operating the first phase of the airport from 2027.

For more information – click on the attached link to see the detailed video produced by Robin Rabec: https:// saflyer.com/latest-news-on-the-huge-cape-winelandsairport-plans/

Cape Winelands airport location as an alternate to Cape Town International.

CLICK image to play video.

Nick Ferguson in the MD of rsa.AERO, the Cape Winelands holding company.

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BACKPAGE DIR ECT ORY

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

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BAC Aviation AMO 115

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Kzn Aviation (Pty) Ltd

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Lanseria Aircraft Interiors

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Lanseria International Airport

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Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za

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MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

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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

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Owenair (Pty) Ltd Clive Skinner 082 923 9580 clive.skinner@owenair.co.za www.owenwair.co.za

PFERD-South Africa (Pty) Ltd

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

Precision Aviation Services

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Rainbow SkyReach (Pty) Ltd

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SAA Technical (SOC) Ltd

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SABRE Aircraft

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Savannah Helicopters De 082Jager 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za

Scenic Air

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TPSC Dennis Byrne 011 701 3210 turboprop@wol.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

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Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com

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