Flightcom Magazine June 2023

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Afr ican Commercial Aviation

Edition 173 | June 2023

Cover: Dian Townsend

Iris – goes to Khartoum

Mission Aviation Fellowship: Flat tyres & prayer

14 18 24 29 30 33 34 35 36 38

EDITION 173 TABLE OF CONTENTS

Bush Pilot - Hugh Pryor

Pilots - Laura McDermid

Defence - Darren Olivier

SAAF Museum Airshow 2023

EBACE 2023 Roundup

AME Directory

JUNE 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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The Mysterious Kilimatinde Flat Tyre

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A NOTE FROM THE EDITOR:

ONE OF THE UNEXPECTED consequences

of the Covid-19 pandemic is that some African governments ostensibly committed to ‘Open Skies’ liberalisation have used the pandemic as an excuse to move backwards into ‘closed skies’ to protect their own flag carriers.

This has emerged from a thesis by an as yet unnamed law student who points out that South Africa presented a submission to last year’s ICAO AGM which claimed that during the Covid-19 pandemic, national governments bypassed World Health Organization (WHO) public health recommendations in a rush to impose travel bans. These travel bans targeted specific countries in ways that exacerbated political divisions, blocked essential goods and deflected from established mitigation measures — including travel advisories, diagnostic testing and quarantine policies.

The 41st session of the ICAO Assembly that took place at Montreal in October 2022 adopted forward-looking resolutions in respect of pandemic preparedness planning.

The South African submission highlighted a need for reforming global health law to reflect evolving public health knowledge and emphasised the need to base decisions on scientific principles and WHO guidance. The submission contended that the need for national and international collaboration in the fight against the spread of communicable diseases remains very pertinent and indicated that there is a need for increased alignment between International Civil Aviation Organization (ICAO) and WHO at a global level. This is to ensure that States are provided with coherent guidance.

It is proposed that ICAO must continue developing guidance material to assist States in making riskbased decisions when responding to future pandemics and health emergencies. It urged States to ensure that decisions taken during pandemics, including travel bans, are scientifically based and implemented.

The ICAO Executive Committee supported the actions presented and urged the ICAO Council to ensure that relevant guidance material is available to assist States. The ICAO Executive Committee also urged States to ensure that decisions taken during the pandemic including travel bans are scientifically based and implemented in accordance with the WHO requirements.

While realizing that more still needs to done as evidenced by initiatives that are yet to actioned in terms of the relevant resolutions, the resolutions are nonetheless essential as they will provide new guidance on this subject, in addition to providing much needed literature from the highest decisionmaking body of ICAO - more so regard being had to the fact that same constituted the first opportunity that the ICAO assembly deliberated and pronounced itself on this component of the research for the sake of posterity.

In conclusion, the student states that if Open Skies in Africa is to have a chance to deliver its objectives, then airlines need to implement the resolutions aimed at prevention, control and management of pandemic outbreaks and viral infections akin to Covid-19 in light of the speed with which they spread around the globe. 

POL PART 1

POL, BEING FROM THE PHILIPPINE Islands, was a good Catholic, as so many of his compatriots are. He was a man of slight build and remarkable modesty. His build was so slight, in fact, that he had considerable trouble lifting the heavier pieces of equipment which were in everyday use on the oil rigs which were dotted about in some of the remoter parts of the Libyan desert. So, in order to improve his contribution to the company’s efforts, Pol set himself the daunting task of building himself a new body which would be better able to cope with the weighty demands of his job.

I, as well as being the pilot of the Pilatus Porter which our clients had on contract, had some fairly agricultural welding abilities, and therefore got involved in the construction of some of the weightlifting equipment which Pol required for his selfimprovement programme.

that Pol was one of the more reliable tools in the box, even if he did have those funny untrustworthy slanty little eyes.

Pol, Horst and I were, in fact, the only non-Frenchspeakers on the camp and in a strange way our inability to croak with the rest seemed to bind us together, at least as closely as the croaking bonded the French. I don’t know whether you’ve noticed this, but even French people quite often can’t understand other French people. Sad really, but true. Still, I suppose you could say that about many Nationalities.

funny untrustworthy slanty little eyes

Weeks of pumping this iron had had little noticeable effect on Pol’s physique, although he did seem to have less trouble hurling the tools of his trade around the oil fields. His colleagues came to rely on him more and more. Even the French engineers, who were not noted for their cosmopolitan attitudes, began to accept

We three became close friends and Little Pol was eventually inducted into the “Thursday Evening Society”, to partake in the illicit consumption of the powerful, if fairly unpalatable, brew which Horst and I brewed, in an old, (but, I hasten to add, surgically clean,) commode in my room. I had liberated the commode from a house in Benghazi which had been hit by frantic Libyan Navy gunners during the American raid on Benina Airport.

The French guys knew what was going on, of course, because the delicious aromas escaping from the commode were difficult to hide in the confines of

Leopoldo was a machinery operator for a very large oil field service company of French origin. I was their pilot and we were all working in Libya, for our sins, before the bottom fell out of the oil market.

a desert camp. But they never ever found out from where the heady odours issued, even though from time to time, they were actually sitting on the brewery itself... and we never let on.

Then one day Pol was sent off to Rig 18 with some tools for an upcoming logging job. He left camp at about eight o’clock in the morning, with the tools and two litres of water, and the sand was blowing the visibility down, sometimes below a hundred yards.

Rig 18 was about a three or four hour drive away, initially following the black top road northwards towards Dahra. Then there was a desert road which turned to the right off the main road at kilometre 58 and you just followed the Baker barrels for an hour or two until you got to the divide. (An American oilfield support company kindly provided this service, marking the desert tracks with old oil barrels with the destinations written on them in large white letters.)

“There’s a red barrel there and you take the left fork and keep going for another hour or two, until you reach a barrel with 18 written on it. You turn right there and that will take you, another hour or two later, to the rig. ‘Can’t miss it’, as they say.”

Well, they might not be able to miss it...but Pol did.

We got a call from the engineer in charge of the job that evening. He was wanting to know when Pol and the truck were due to arrive because the rig was standing by, ready to start the logging job.

That was the first indication we received that Pol was missing. “Missing” in the Libyan desert during summer is a seriously life-threatening situation to be in, particularly if you have only two litres of water with you. And that’s what Pol had taken with him, since there was absolutely NO chance of him getting lost, according to “Those that know”!

So, early the next morning we started to initiate Search and Rescue procedures.

We alerted the Occidental Oil Company that we might be needing the assistance of their two aircraft. We

called in the other aircraft which was operating for our client and we asked if the plane which was serving the sister company of our client could be released to join the search if required...and then Horst and I began the search.

We started by following the route which Pol was most likely to have taken. We flew low. Low enough to read the destinations on the Baker Barrels. The wind had dropped over night and so the visibility had improved. But a kilometre or two is not very much to be able to see when you’ve got the whole Libyan desert to search. So we were not very surprised at the end of that day, to return empty handed.

Now it was time to call in our colleagues and the next morning we had a meeting of all the pilots from our other aircraft and the pilots from Occidental who had kindly volunteered their services and brought along some observers to discuss the search plan.

Pol was obviously not on the road to Rig 18 since Horst and I had examined every yard of it yesterday. So he must have missed the track in the dust and lost his way. The question was, where was the easiest place to miss the track? Well, to be honest, if the visibility was down to a hundred yards... almost anywhere. These desert routes were notoriously ill-defined. Sometimes they were two or three hundred yards wide where people had diverted to find a way through the soft sand and in the dunes you couldn’t even see right across the multiple wheel marks which make up the route.

So it looked more and more as if we would have to resort to the tedious and not always successful “Creeping Grid” search pattern. This would involve drawing out search areas on the map and allotting each aircraft to one area in order to avoid duplication.

The principle of the creeping grid is that you follow a line across one side of your search area, then you turn left, fly for fifteen seconds at right angles to your original track and then turn left again, ninety degrees to follow a reciprocal heading, parallel to the first course, back to the start line. Then you turn right and fly for fifteen seconds and then right again to go back to the

other side of your search area. You keep doing this kind of zig-zag pattern until you have covered your allotted piece of desert.

Yes it IS boring and Yes it IS difficult to keep awake and NO you don’t have much chance of finding anyone, but you HAVE to do it because dying of thirst in the desert is one of the more lonely and miserable ways of meeting your maker. Believe me. I’ve nearly been there myself and when you see your rescuers you start your life all over again and you owe the rest of it to the guys who DID keep their eyes open for you.

So, on the second day, with Horst as my observer, we took off for our allotted piece of desert. We had sandwiches and three monster green-skinned water melons, the ones with gently sweet crispy pink sorbet flesh crammed with black seeds just too big to swallow comfortably. We also carried a big, five litre plastic cool bottle full of ice-cold water, on top of our standard twenty litres of emergency water. So we wouldn’t go thirsty, unless of course we did a Pol and got lost!

We ground up and down across our search area all morning and then returned to base for fuel. Then, back to the grid for the afternoon. After searching unsuccessfully for seven hours, enthusiasm began to wane and optimism leaked away with each passing dune. Eventually actually keeping awake became a fight.

I tried conversation...anything ...politics...do you believe in men from Mars? “Of course I do!” said Horst as though I had questioned the theory of relativity....”What about ghosts,” I asked, “do you believe in them?”

“Stupid kid’s stuff!” Horst said, as if to shut me up. “Antibody who believes in that sort of old rubbish should be locked away!”

Minutes later I noticed Horst’s eyelids giving way to the irresistible weight of boredom-fatigue and I could feel that it was going to be my turn next, so I hauled back on the stick and hurled the ‘plane into a series of violently confusing manoeuvres, up and down, round

and over. Horst woke up with the world gone rabid.

“What the hell are you up to?!” he shouted, grabbing at anything within reach as he suddenly came awake.

“I felt myself dropping off and I noticed that you were gone already, Horst, so I thought I ought to wake us up,” I said innocently.

“Well you certainly grabbed my attention!” said Horst, readjusting himself in his seat. “I nearly had a heart attack!”

“I’ll tell you what.” I looked at Horst, “It’s going to be dark in about an hour, so let’s do another forty minutes on the grid, then we’ll call it a day and go back so that we can land before it gets too dark to see the runway at Zella.”

But in my guts I knew that we were never going to find Pol alive with this kind of search procedure. So the extra forty minutes were simply a kind of placebo to make us think we were doing something for our friend. We didn’t know, at that stage, how close we had been to finding him. He was right on the boundary between our search area and the area allotted to one of the Oil Company Twin Otters, up by the Sirte Prohibited Area and we had unwittingly spent more time trying to avoid bumping into each than looking for Pol. Both of us had flown almost right over the top of him without even catching a glimpse. It sounds strange, but it’s amazing how much hides underneath an aircraft’s fuselage when you are on a search and rescue mission.

And so, an hour later, we landed back at Zella and after putting the aeroplane to bed, we went to the briefing room in the hangar to discuss plans for the next day.

Three days in the desert with two litres of water are normally enough to finish the story for most of your average expats, and only one person in my experience had previously survived four days at this time of year. So it looked like tomorrow might be our last chance to save the little Philippino, assuming, of course that he had made it this far. 

optimism leaked away with each passing dune

LAURA MCDERMID

IRIS - HER EARLY YEARS. PART 2

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

In this, Part 2 of this series, our intrepid Iris McCallum continues her story about growing up – and learning to fly in post-colonial Africa.

MY EARLIEST MEMORY of my dad is of him pushing the point of his skinning knife into the thick yellow hide in the soft hollow of the crocodile’s throat and pulling it with both hands in a red line that ran from the mouth to the white tip under the tail.

As lucrative as this job was, it was also extremely dangerous and with three small children, my parents thought it best to move their young family to Kenya.

For a couple of years my dad worked as a a professional hunter (PH) for various companies until in 1955 he and a few friends established their own safari company, White Hunters (Africa) Ltd, based out of Nairobi. It wasn’t all about hunting animals. In those days, East Africa was wide open, and it was up to PHs collectively to establish conservation.

The national park ordinance of 1948 had come into being in the year I was born, 1951, when the Serengeti

was the only national park in Tanganyika. It was divided into two ranges:

• Eastern Serengeti including the Ngorogora highlands

• Western Plains stretching to Lake Victoria.

The Serengeti is a wonderfully varied country with short grass plains in the south-east, interspersed with granite kopjes, acacia savanna in the centre, and hilly, more densely wooded country to the north. In the western corridor, scattered acacia woodland and open plains stretch to within 8km of Lake Victoria, dominated by the central range of mountains that form a spur running from east to west.

As a little girl, I worshipped my dad and used to accompany him to his work at every opportunity. Their office was up a flight of stairs that I recall being very high (or perhaps I was very little). My dad would take my small hand in his great fist and he would hoist me up each stair, and I’d pretend that I was flying.

The owner had paid for me to convert onto a Citation.

Iris battening down the hatches of 7Q-YTL.

Once in the office I was left to play in the gun room. To this day the spicy scent of gun oil transports me straight back to the towering rows of rifles chained to the wall. I would spend hours polishing them until they gleamed with a soft blue metallic sheen.

My favourite pastime was to stack ammunition according to their size. I would sit in the middle of the floor surrounded by bullets of different sizes and would diligently sort them into neat little piles.

Occasionally I was allowed to play with an emptied 7 mm Remington Magnum. I would scare the crap out of the office manager, Colonel Robert Caulfield aka ‘pork chop’, when I’d sneak up behind him and shout ‘bang-bang’!

He would fix me with a withering stare, his great handlebar moustaches quivering with the curse that lay unspoken on his lips. The poor man was entrusted with keeping an eye on me whilst my dad was in meetings, but I suspect that it wasn’t the favourite part of his job.

Memories of my childhood faded as my mind returned to the present.

I had been working for Limbe Leaf Tobacco, a tobacco merchant and processor based in Blantyre, Malawi, where I had been flying a Citation SP1 7Q-YTL for the past 3 years, beginning in 1983.

The owner, a wonderful Irishman by the name of Jack Stevens, had paid for me to convert onto a Citation. Thus ensued two weeks of training in Wichita, Kansas, the original birthplace of Cessna.

At the time it was an exciting prospect, as up until this point, the closest plane I’d flown in terms of size and performance was a C402.

The Ctiation was powered by twin Garrett TFE731 turbofan engines and had a range of 2000nm. I was looking forward to the speed, and of course to the fact that I could fly at FL200 without having to breathe through an oxygen mask.

Tobacco buyers from Europe and the USA would arrive in Nairobi and it was my job to collect them and fly them in style to the tobacco auctions in Harare, Lilongwe and occasionally Maputo.

Flying an American tobacco buyer to an auction in Harare.

I was dead bored and missed ‘real flying’.

It also afforded me the opportunity to maintain contact with friends and family when I was in Nairobi. It was a lucrative job and I enjoyed it.

However Malawi was a small, nonprogressive country that seemed to squeeze the life out of me with each passing year. As much as I’d enjoyed flying the Citation, I was dead bored and missed ‘real flying’.

There really isn’t much skill needed to fly the jet. Once you knew which buttons to push, you could just set up the flight plan in the GNS-500 (a VLF Omega navigation system) and the flight management system (FMS) meant that the plane could literally fly itself.

I’d learnt in life that where you are is where you’re meant to be. Everything is an opportunity to learn and grow. I had faith that a new avenue would present itself in due course. I was at home one afternoon when the phone rang.

‘Hi Iris, it’s Robin Hurt speaking, how are you’?

Robin was a good friend of my brother Danny. He was also a well-known and respected PH in Tanzania and had recently set up his own company called Tanzania Game Trackers Safaris, which was doing very well.

“Danny tells me that you’ve been flying all over Africa and that you’re quite the pilot. I need someone with your skill set and experience to set up the aviation side of my business; are you up for a new challenge?’

I had been gone from Tanzania for over 30 years, and I was ready to follow my heart.

I envisaged the great plains, a paradise of grass and game, bathed in brilliant sunshine under a deep blue African sky.

‘Yes Robin’! I was ready to come home.

Heather Stewart joins Iris in Malawi as crew on the Citation.

SOUTH AFRICA’S ON- OFF -ON RELATIONSHIP WITH RUSSIA.

The ongoing controversy around the suspicious late night docking and cargo handling of the Russian ship Lady R in Simon’s Town Naval Base in December shows no sign of going away. Especially not after the explosive allegation, made by the US Ambassador Reuben Brigety in April, that claimed South Africa had shipped military equipment to Russia on board it.

WITHOUT GETTING INTO the details of the Lady R controversy, which has already been covered extensively in the media and will reportedly be the subject of an official inquiry, it’s worth diving into one of the historic claims that has been made in support of South Africa’s ongoing and very friendly relationship with Russia. Namely, that the Russian government, when it formed the core of the USSR and later as the Russian Federation, has been a steadfast and loyal friend of the African National Congress and the cause of freedom in South Africa in general, and an unwavering opponent of the Apartheid regime.

a dacha used by Brezhnev

There was a period between 1987 and South Africa’s first full democratic elections in April 1994 where first, the USSR, and then the Russian Federation were more than happy to do business with the Apartheid regime, even to the point of engaging in sanctionsbusting, inviting South African military personnel for visits to Russia, and collaborating on top secret development projects.

It turns out this isn’t quite true.

This was driven by the new pragmatic approach of Mikhail Gorbachev, who became General Secretary of the Communist Party of the Soviet Union in 1985 and who keenly understood the USSR’s desperate need for more foreign income after its disastrous misadventure in Afghanistan and years of an increasingly sclerotic domestic economy. The result was Perestroika, a massive restructuring

of the Soviet economic and political system that was officially announced in July 1987.

By late 1989 Perestroika was in full swing. Moreover, the war in Angola was coming to a negotiated end, partially because of the USSR deciding to withdraw its support for the Angolan and Cuban forces and the US taking an increasingly hard line against South Africa. With the biggest source of tension between the two countries now gone, and South Africa’s external security fears ebbing, the two countries began to talk. South Africa desperately needed modern fighter aircraft engines and the USSR needed external funding in hard currency.

South Africa at the time was struggling to source suitable modern fighter aircraft engines to both upgrade its current fleet and to power a fighter aircraft it had been developing under Project Carver. All it had were older Atar 09K50s, which even upgraded, weren’t good enough.

anecdotes, by the beginning of 1991 a South African technical team was in Zarechye, just outside Moscow, kept away from public eyes in what used to be a dacha used by Brezhnev.

Within a few months the project had grown to a full design and engineering team from the SA defence industry and SA Air Force, with some frequently in Zarachye and other parts of Russia, collaborating with their Soviet counterparts from design bureaus like Klimov. Two of the key companies were Aerosud, founded in 1990 by a number of ex-Atlas engineers, and Marvol which was founded by Mark Voloshin.

The team faced a daunting challenge

A few years into the project, a pair of joint ventures were set up to both facilitate the project and provide plausible cover: RusJet which included Russian companies like Klimov as partners, and SIV which separately imported R-73 missiles for integration onto Mirage F1s.

So a joint project was proposed: Modifying Klimov RD-33 engines, as used on the MiG-29, so that they could be used on the South African Air Force’s Mirage F1 and Cheetah aircraft. According to the fascinating memoir of Kobus de Villiers, Top Secret and other

The combined team faced a daunting challenge: The RD-33 is a turbofan engine and is both substantially shorter and requires much more airflow at all stages of the performance envelope than the older generation 09K50 turbojet. The RD-33 was also designed for twin

SAAF Mirage F1AZ 216 fitted with the Russian SMR-95 lighter, yet more powerful turbofan, made over 60 flights.

engined operation and components like its gearbox, fuel supply system, and generators were in either the wrong places or unsuited for application in a Mirage airframe.

A Mirage F1CZ, 214, was secretly shipped to Russia and taken apart by the Russian technical team to allow them to understand its internal structure, engine controls, and fuel attachment points amongst other things.

Bear in mind that at this stage South Africa was still under a United Nations arms embargo and still a pariah state, making this entire project not only illegal, but questionable in a moral sense. For that reason, secrecy was extreme, especially during travel within Russia.

The product survived the 1991 coup attempt and the dissolution of the USSR, and by 1994/1995 had resulted in a redesigned RD-33, designated the SMR95, and test installations in a Mirage F1AZ and a Cheetah D. It was undoubtedly a technical success with large performance gains.

Amongst the changes that distinguished the SMR95 from the RD-33 were its length, increased from 4 229 mm to 5 440 mm to maintain CG limits, the relocation of the gearbox to below the engine, changes to the fuel supply system, and new more powerful electrical generators to account for the single engine usage scenario. The SMR-95 variant for the Mirage F1 family was designated the SMR-95A, and that for the Cheetahs the SMR-95B, as there were slight differences required for the two airframe types.

On the Mirage F1AZ (216) and Cheetah D (847) that were used as the installation testbeds and test flying aircraft, a number of airframe and other changes were required. Amongst these were substantial changes to the intakes. The intake lip was reshaped and the movable ‘mouse’ that was previously driven by a screwjack was replaced by one powered by hydraulic rams and computer-controlled to ensure adequate response times for the more powerful engine.

The combination of the engine being both substantially more powerful and more than 300 kg lighter resulted in huge performance gains, especially in acceleration, with a 50% improvement in the transonic regime, and 30-40% improvements in combat radius as a result of the engine’s higher fuel efficiency.

While the SMR-95 had a shorter engine lifespan than the 09K50, as a result of different design and operating philosophies, the performance changes breathed new life into the Mirage F1 and Cheetah designs. The Mirage F1AZ flew around 70 test flights and the Cheetah D at least 10.

However by 1993-1994 the project was already being deprioritised, as South Africa was by then anticipating being readmitted to the international community and able to buy modern fighters on the open market once the arms embargo was lifted. Project Carver, one of the drivers for the project, was cancelled in 1993. By 1995 the SMR-95 project had been cancelled as well.

There was a bit of related controversy, when in 1996 the Russian government demanded back the four RD-33 engines and fourteen R-73 missiles that it had sent to South Africa for the project, claiming that they had only been on loan, and accusations that the project had been approved under false pretences and without the proper authorisations. It’s likely though that this claim was predominantly to provide cover for: the USSR and then the Russian Federation being

The Klimov RD-33 turbofan engine had to be heavily modifed to fit into the Mirage F1 airframe.

caught out having broken the UN arms embargo in its work with South Africa and provision of engines and missiles.

Later some of the companies involved resurrected the project and tried to interest other countries in an upgrade for their own Mirage fleets. The SMR-95Aengined Mirage F1AZ, 216, became the first Western aircraft to fly at the MAKS show but no buyers emerged.

Later, Klimov would take many of the design changes and incorporate them into what became the RD-93 as used on the Pakistani JF-17 fighter aircraft.

Perhaps because of the revelations about this programme, and news about other contacts between the then-KGB and NIS, and SADF visits to Russia, when the ANC came to power in 1994, it treated its former ally a bit frostily, though not in an entirely unfriendly manner, even though Russia sent a host of aircraft down for the 1995 SAAF anniversary air show at Waterkloof.

In 1997 when South Africa initiated the Arms Deal, the Russians were offered no special consideration, and in fact weren’t even sent the RFP for some requirements. This forced them to submit unsolicited proposals, none of which passed the evaluation boards. It was really not until the mid to late 2000s that the ANC and Russia once more grew close, thanks in large part to new overtures from the Putin-led government.

Some of the rhetoric about Russia’s links to South Africa and supposedly steadfast support to the ANC and an enduring friendship is therefore ahistorical. In reality, both sides prioritised their own interests when convenient. And between 1989 and 1994, it was more convenient for the USSR and then Russia to work with the dying Apartheid regime than with the ANC, which it had supported for so many years. 

The Chinese-Pakistan JF-17 fighter used the RD-93 engine first modifed for South Africa.

It was undoubtedly a technical success

SAAF MUSEUM AIRSHOW 2023

The first Saturday of May in Centurion has for many years been synonymous with the SAAF Museum Airshow, although it had been quite some time since the skies over Swartkop had so much air traffic.

SAAF enthusiasts were thrilled to see the Gripen flying - doing a dusk display with flares.

Text: Dian Townsend Images: Trevor Cohen

AS IS TRADITION , the airshow

build-up started with the race between the Museum’s Alouette II helicopter and the Gautrain. Make no mistake, the Gautrain is no slouch, but it is no match for the Alouette!

As the week progressed aircraft from both the SAAF and civilian owners arrived at the newly renamed Mobile Deployment Wing Swartkop. By Friday, the flying action was in full swing with validations and practice displays being flown.

Saturday was airshow day! Pre-dawn spectators enjoyed rare warm temperatures as the sun started peeking out from over the horizon.

no shortage of mouthwatering action

Shortly after 08:00, the first display; by the powered para-gliders from nearby Grasslands Airfield commenced. After a few passes down the crowd line, they made way for the EMS cavalcade.

The museum’s flying aircraft ranged from solo Harvard displays and the Alouette ballet, to unique formations and even the miniwar simulation. The true highlight of the Museum displays though, was the formation

It's the SAAF Museum Airshow so the old and the new were enjoyed.

It would not be complete without a P-51 MustangMenno Parsons is a national treasure.

The Rooivalk bunting and droping flares.

Star Air Cargo provided airliner action with their Boeing 737-300.

In the absence of an Impala the L-29 Delphin provided early jet trainer experience.

Going far back in time - the Auster in SAAF colours.

of a Cessna 185 with two Alouette III’s and the SA330 Puma flanked by two Harvards.

The civilian displays also did not disappoint! Andrew Blackwood Murray delivered a master class of aerobatics in his Extra 300, which was followed by Andre Van Zyl in his Magni M-16 Gyrocopter. Although the Magni was by far the smallest rotary-wing aircraft on display that day, it was flown to absolute perfection by Andre, demonstrating exactly why the gyro is such a versatile tool.

The first jet noise came from the striking “Austrian Eagle’ L29 Delphin flown by Grant Timms. Grant also formed part of the Classic Flying Collection displays, the first of which was the 2 ship Tiger Moth formation where Grant was joined by Steve Brown. These two were later joined by Rodney Chinn for the Chipmunk display. The Auster AOP (Aerial

Observation Platform) also graced the Swartkop skies at the skilled hands of Steve Brown.

The first aerobatic formations came from the Raptors Aerobatic Team in their Van’s RVs. The 5 ship was flown by Nigel Hopkins, Dion Raath, Ryan Beeton, Trevor Warner and Johan von Solms. The two Pitts Special teams: the Goodyear Eagles and Hired Gun, also kept the crowds enthralled.

the crowd favourite flare drop.

The energetic duo of Nigel Hopkins and Jason Beamish’s Extra 330 display has always been a crowd favourite.

Another unique duo was the father-son combo of Ivan and Jeandre van de Schaar with the Boeing Stearman flying in formation with the RC Extra. The coordination and trust between these two is special.

The Chipmunk formation.

The Gripen flew again in the dusk - its 'vlamgat' delighting the pundits.

What the show is all about - building a passion for flying in the young.

FlightCom: June 2023

For the helicopter fans, there was no shortage of mouth-watering action. Juba Joubert is without doubt one of the finest helicopter pilots in South Africa. And if that wasn’t enough of a treat, Menno Parsons flew his stunning tiger-striped Huey. Menno returned in his P51D “Mustang Sally”. That V12 Packard Merlin with the whistling gun barrels speaks for itself. Elegant, graceful, beautiful...

Last on the civilian side was a rare visitor: the Boeing 737-36E from Africa Charter Airline which was piloted by Dennis Spence. Seeing these big birds at airshows is always spectacular.

The imposing Rooivalk displayed its flying capabilities to perfection, with the display ending with the crowd favourite flare drop.

Saving the best for last, were the fast movers, noise makers, ‘vlamgatte’. The fast jets from Air Force Base Makhado did not disappoint. The Hawk Mk 120s of 85 Combat Flying School and SAAB JAS-39 Gripens of 2 Squadron were both flying and on static display.

stunning tigerstriped Huey

There was no shortage of military aircraft on display. Although we missed the Silver Falcons 5-ship, Central Flying School still delivered a top-notch solo Pilatus PC-7 Mk II display.

The previous airshow held at the SAAF Museum was back in 2019, making this welcome return show just that much better. Seeing large crowds line up against the fence line at Swartkop once again was a beautiful sight and we can only hope that this show will be a permanent fiaxture on the South African airshow calendar.

Something different - the RV Raptors formation team goes through their moves on the ground.

EBACE 2023 ROUNDUP

Game-changing technologies, the debut of all-new aircraft, groundbreaking solutions for sustainable flight and exciting market opportunities were all centre stage for one of the most significant editions of the European Business Aviation Convention & Exhibition (EBACE) to date.

Grand Prix star managers Toto and Susie Wolff opened EBACE 2023.

THE SHOW OPENED with a blockbuster keynote with Formula One powerhouse duo Toto and Susie Wolff. The global superstars in racing, business and philanthropy wowed a standingroom only crowd with stories of leadership and continuous learning. The two extolled the shared aims of racing and business aviation, pointing to parallels for safety, sustainability, technical excellence, diversity and high performance.

With a steady stream of announcements from aircraft manufacturers, the show featured the unveiling of Textron Aviation’s new Cessna Citation Ascend, and the EBACE debut of Airbus Corporate Jets’ ACJ TwoTwenty, Bombardier’s Challenger 3500 and Gulfstream’s G800 aircraft.

“At EBACE, we saw how business aviation is reinventing the very technology of flight to take on new missions, serve new customers and connect the world sustainably,” said EBAA Chairman Juergen Wiese. “For decades, our industry has pioneered breakthroughs to fly not only further but more efficiently, and

at EBACE, we accelerated our incredible pace of innovation.”

“We saw amazing new aircraft announced and debuted, designed to meet the needs of an evolving global business marketplace,” said National Business Aviation Association (NBAA) President and CEO Ed Bolen. “We had a first-hand look at the fuels, propulsion systems and technologies that will lead to net-zero flight. We were inspired by the trailblazers in our industry who are championing teamwork and inclusion. EBACE showed us all that is possible today, and how our shared vision will shape tomorrow.”

In the static park the latest Gufstream G800 starred.

There is something for everyonePiper brought a piston single

EBACE 2023 featured a full and bustling exhibit floor, a sold-out aircraft display, and packed sessions on the show floor, including in the new sustainability theatre.

The sense was that throughout the week, EBACE 2023 reflected a spirit of optimism and opportunity:

In a first-of-its-kind panel on the show’s media day, CEOs from the top aircraft manufacturers shared their investments in low-emissions technologies and united goal of decarbonizing business aviation.

Carbon emissions from all attendee travel

In a top-billed session, Patrick Ky, the executive director of the European Union Aviation Safety Agency (EASA) and Michael Huerta, the former Federal Aviation Administration (FAA) administrator who serves on the boards of Joby and Delta Air Lines, talked with advanced air mobility (AAM) developers. With leaders promising certification and the first commercial flights by 2024 – and several AAM aircraft displayed on the show floor –EBACE affirmed the new mode of air transport will soon become a reality.

This year, EBACE promoted the production and use of Sustainable Aviation Fuel (SAF) with a sold-out

FlightCom:

2023

The futuristic Lilium VTOL concept brought a full scale cabin mockup.

Cirrus was there with an all-black Vision SF50.

More conventional VTOL from Airbus Helicopters in the static park.

The bounce back after Covid ensured good attendance.

Sustainable Aviation Fuel (SAF) was a big focus.

The huge Palexpo halls at Geneva Airport are ideally located.

supply of SAF at GVA for the show week, availability of the fuel at select U.S. airports with EBACE-bound flights, and an EBACE book-and-claim option at a U.S. airport where the fuel is not present.

Carbon emissions from all attendee travel to and from the show, and from the 22 hotels and the shuttle buses used for EBACE were offset by carbon credits provided through a partnership with 4AIR. A record number of exhibitors signed the EBACE Exhibitor Sustainability Pledge, making this year’s convention perhaps the most sustainable ever.

A newsmakers series brought together leaders from government, industry and philanthropy on transforming aviation’s most pressing challenges into its most promising opportunities. In one newsmakers session on sustainable propulsion, engineers reported on testing hybrid-electric and 100% SAF-powered aircraft – nearly ready for commercialization.

EBACE’s three-day Sustainability Summit convened experts to detail the many ways entrepreneurs and companies are making the sector ever-more sustainable on the ground and in the air.

This year’s EBACE Career Day, with dozens of students in attendance, kicked off with Mack Rutherford, the youngest person to fly solo around the world. After Rutherford discussed his advice for reaching everhigher altitudes in life, the students were provided with peer-to-peer learning opportunities, and a tour of the EBACE exhibit floor and aircraft display.

The keynote session also included SolarStratos CEO Raphaël Domjan, the visionary pilot whose solarpowered aircraft, capable of flights into the stratosphere, could reshape the very definition of aviation.

transforming aviation’s most pressing challenges into its most promising opportunities

Aviation careers were another key focus.

propoasl to deal with cockpit invasions - it was not adopted.

THE MYSTERIOUS KILIMATINDE FLAT TYRE

People from all around the world can say they have experienced the thrill of a holiday safari, but only those living in the most rural parts of Tanzania know the hope of a life-saving safari flight.

THE WORD “SAFARI” MEANS

“JOURNEY” in Swahili. The journey of a Mission Aviation Fellowship safari in Tanzania is not in a 4x4 driven by a game ranger, but rather in a Cessna 206, flown by a mission pilot.

MAF’s vital flights transport medical professionals and people to encourage and bring hope to socially and economically marginalised people in Tanzania, to those who are otherwise completely isolated from medical care.

He

them. Plans to build a fence have been communicated with the Kilimatinde hospital, but when land and many stakeholders are involved, things take time.

prepared

for a flat tyre landing

Everything happens really slowly in Tanzania, but then on one sunny day you can have habari njema - good news!

One of MAF’s pilots, Jarkko Korhonen flew the team to Kilimatinde in 5H-SIL, a Cessna 206. Landing or taking off in Kilimatinde takes great caution. Normally there are people hanging around or crossing the narrow runway. If the grass on the sides is long, it’s hard to see

From Kilimatinde, Jarkko picked up five nurses, vaccines and other medical equipment to fly to the Chidudu mobile clinic. Fourth year medical student, Sophie Roe, from Birmingham University, joined the local medical team. She was doing her practical medical training at Kilimatinde Anglican hospital. Over 100 mothers and infants were seen to at the clinic.

In the afternoon Jarkko was in a hurry to get the medical team back to Kilimatinde hospital. Everything went well, and he was able to return on time back to Chidudu. But then, when taxying in after landing, he suddenly had to use more power and the plane started turning abnormally. He prayed, “God please let there be no puncture”. In Chidudu there’s no mobile network and there are no roads to the village.

He opened the door and saw that the left main wheel was completely flat and worried that they would have to stay overnight at Chidudu. He decided to pump the tyre to see the size of the puncture. He looked for the pump in the plane pod, but it wasn’t there. It had been moved to another plane which had a broken pump.

In Africa, resourcefulness becomes important. The villagers had a small bicycle pump. After pumping it, he checked the tyre and couldn’t find anything visibly wrong, which was strange. The tyre seemed to hold air. They loaded the plane, while others continued to pump. Then he did a very quick departure and he was able to get airborne normally.

To his relief he was on the way to Dodoma, which has maintenance facilities.

He prepared for a flat main tyre landing, but in the air, every time he checked, the tyre looked normal. Then he landed, and everything was exactly as it usually felt. He climbed out the plane and checked the tyre and it still held air!

He was able to fly the team back in time and indeed very thankful to God that he didn’t need to stay overnight at Chidudu after the long day. It still remains a mystery as to what happened to the tyre at Chidudu.

Operating a C206 out of remote airfields may sometimes require a miracle.

the left main wheel was completely flat

SA Mission Aviation Fellowship South Africa is a Johannesburg-based Christian mission organisation that uses aircraft to transform the lives of the world’s most isolated people in need. They are part of MAF International that serves 26 developing countries. Their pilots and personnel deliver relief workers, doctors, pastors, school books, food, medicines - everything that can only be safely and speedily delivered by air. MAF SA has seven full-time employees and was founded in 1971.

For more information, please see: www.mafsa.co.za

or contact Gabriella Szabo, Marketing and Events Coordinator, MAF SA, Fundraising@mafsa.co.za

Tel +27(0)116592880, +27(0)748244024

The medical team fills the Cessna 206.

Medical student Sophie Roe helps with the vaccinations.

EMBRAER’S HUGE NETJETS DEAL

NETJETS HAS SIGNED A NEW DEAL with

Embraer for up to 250 Praetor 500 jet options, which includes a comprehensive services and support agreement.

The deal is valued in excess of US$5 billion, with deliveries expected to begin in 2025, and will be NetJets’ first time offering the midsize Praetor 500 to customers.

For over a decade, NetJets has operated Embraer’s Phenom 300 series—one of NetJets’ most requested aircraft.

The partnership between Embraer and NetJets began in 2010 when NetJets first signed a purchase agreement for 50 Phenom 300 aircraft, with up to 75 additional options. In 2021, after Embraer successfully delivered over 100 aircraft, the companies signed a continuing deal for up to 100 additional Phenom 300/E jets, in excess of $1.2 billion.

NetJets is averaging over 1,200 worldwide flights per day. “Since 2010, Embraer has enjoyed NetJets’ ongoing commitment to our industry-leading aircraft,

which is a true testament to the value of our brand and our ability to deliver the ultimate experience in business aviation,” said Michael Amalfitano, President and CEO of Embraer Executive Jets.

The Praetor 500 claims to be the most technologically advanced midsize business jet, with a best-in-class range—enabling U.S. coast-to-coast capability— industry-leading speed, and unparalleled runway performance. It’s the only aircraft in its category with full fly-by-wire flight controls.

Embraer says that not only does the Praetor 500 offer exceptional performance, but it also offers one of the most comfortable cabin experiences. It features the lowest cabin altitude in its class, as well as the tallest and widest cross section in the segment. Additionally, it offers a flat-floor cabin, stone flooring, a vacuum lavatory, and ample baggage space, including a fully enclosed internal baggage compartment.

NetJets has signed for U$5bn worth of Embraer Praetor 500 jets.

South Africa

BACKPAGE DIR ECT ORY

Air Line Pilots’ Association

208 Aviation

Ben Esterhuizen +27 83 744 3412 ben@208aviation.co.za www.208aviation.com

A1A Flight Examiner (Loutzavia)

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

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

Aerocolour cc

Alfred Maraun 082 775 9720 aeroeng@iafrica.com

Aero Engineering & PowerPlant

Andre Labuschagne 012 543 0948 aerocolour@telkomsa.net

Aerokits

Jean Crous 072 6716 240 aerokits99@gmail.com

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

Aerospace Electroplating

Oliver Trollope 011 827 7535 petasus@mweb.co.za

Aerotel

Martin den Dunnen 087 6556 737 reservations@aerotel.co.za www.aerotel.co.za

Aerotric

Richard Small 083 488 4535 aerotric@aol.com

Aviation Rebuilders cc Lyn Jones 011 827 2491 / 082 872 4117 lyn@aviationrebuilders.com www.aviationrebuilders.com

AVIC International Flight Academy (AIFA)

Theo Erasmus 082 776 8883 rassie@aifa.co.za

Air 2000 (Pty) Ltd

Anne Gaines-Burrill 011 659 2449 - AH 082 770 2480 Fax 086 460 5501 air2000@global.co.za www.hunterssupport.com

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

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

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

Alclad Sheetmetal Services

Ed Knibbs 083 251 4601 ed@alclad.co.za www.alclad.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

Ardent Aviation Consultants Yolanda Vermeulen 082 784 0510 yolanda@ardentaviation.co.za www.ardentaviation.co.za

Ascend Aviation Marlo Kruyswijk 079 511 0080 marlo@ascendaviation.co.za www.ascendaviation.co.za

Atlas Aviation Lubricants

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

AVDEX (Pty) Ltd

Tania Botes 011 954 15364 info@avdex.co.za www.avdex.co.za

Aviatech Flight Academy

Nico Smith 082 303 1124 viatechfakr@gmail.com www.aviatech.co.za

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

Avtech Riekert Stroh 082 749 9256 avtech1208@gmail.com

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

Bona Bona Game Lodge MJ Ernst 082 075 3541 mj@bonabona.co.za www.bonabona.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

Celeste Sani Pak & Inflight Products

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

Clifton Electronics cc CJ Clifton / Irene Clifton 079 568 7205 / 082 926 8482 clive.iclifton@gmail.com

Comair Flight Services (Pty) Ltd Reception +27 11 540 7640/FAX: +27 11 252 9334 info@flycfs.co.za www.flycfs.co.za

Corporate-Aviators/Affordable Jet Sales

Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com

CSA Aviation – Cirrus South Africa

Alex Smith 011 701 3835 alexs@cirrussa.co.za www.cirrussa.co.za

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

Diepkloof Aircraft Maintenance cc Nick Kleinhans 083 454 6366 diepkloofamo@gmail.com

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

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

F Gomes Upholsters Carla de Lima 083 602 5658 delimaCarla92@gmail.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 Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za

Flyonics (Pty) Ltd Michael Karaolis 010 109 9405 michael@flyonics.co.za www.flyonics.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

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

Johannesburg Flying Academy

Alan Stewart 083 702 3680 info@jhbflying.co.za www.jhbflying.co.za

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

Khubenker Energy (Pty) Ltd T/A Benveroy

Vernon Bartlett 086 484 4296 vernon@khubenker.co.za www.khubenker.co.za

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 Flight Centre

Ian Dyson Tel: +27 11 312 5166, F: +27 11 312 5166 ian@flylfc.com www.flylfc.com

Lanseria International Airport

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

Leading Edge Aviation cc

Peter Jackson Tel 013 741 3654 Fax 013 741 1303 office@leaviation.co.za www.leadingedgeaviation.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

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

Mistral Aviation Services Peter de Beer 083 208 7249 peter@mistral.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

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

Par-Avion Exclusive Catering Jakkie Vorster 011 701 2600 accounts@par-avion.co.za www.par-avion.co.za

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

Plane Maintenance Facility

Johan 083 300 3619 pmf@myconnection.co.za

Powered Flight Charters

Johanita Jacobs Tel 012 007 0244/Fax 0866 66 2077 info@poweredflight.co.za www.poweredflight.co.za

Powered Flight Training Centre

Johanita Jacobs Tel 012 007 0244/Fax 0866 66 2077 info@poweredflight.co.za www.poweredflight.co.za

Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

Propeller Centre Theuns Du Toit / Dolf Du Toit 071 362 5152 / 082 852 9865 theuns@propcentre.co.za dolf@propcentre.co.za www.propcentre.com

Rainbow SkyReach (Pty) Ltd

Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

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

Dr Rudi Britz Aviation Medical Clinic

Megan 066 177 7194 rudiavmed@gmail.com

Wonderboom Airport

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

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

Signature Flight Support Cape Town

Alan Olivier 021 934 0350 cpt@signatureflight.co.za www.signatureaviation.com/locations/CPT

Signco (Pty Ltd)

Archie Kemp Tel 011 452 6857 Fax 086 504 5239 info@signco.zo.za www.signco.co.za

SleepOver Michael Richardson 010 110 9900 michael.richardson@sleepover-za.com www.sleepover-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

Swift Flite Linda Naidoo Tel 011 701 3298 Fax 011 701 3297 info@swiftflite.com / linda@swiftflite.com www.swiftflite.co.za

The Aviation Shop Karel Zaayman 010 020 1618 info@aviationshop.co.za www.aviationshop.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shop-sa

The Pilot Shop Helen Bosland 082 556 3729 helen@pilotshop.co.za www.pilotshop.co.za

Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com

Top Flight Academy Nico Smith 082 303 1124 topflightklerksdorp@gmail.com

Turbo Prop Service Centre 011 701 3210 info@tpscsa.co.za www.tpscsa.co.za

Ultimax Aviation (Pty) Ltd Aristide Loumouamou +27 72 878 8786 aristide@ultimax-aviation.com www.ultimax-aviation.com

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

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