Flightcom Magazine December 2023 by Flyer & Aviation Publications

FlightCm African Commercial Aviation

Edition 179 | December 2023

The need for shared African Airlift Pilots – How old is too old?

Editorial – the 12 year rule – Once again! 1

FlightCom: December 2023

Ferr ying a Cherokee 6 across Africa

CONTENTS

TABLE OF

Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Howard Long sales@saflyermag.co.za 076 499 6358

DECEMBER 2023 EDITION 179

Layout & Design Patrick Tillman: Imagenuity cc Contributors

John Bassi Laura McDermid Darren Olivier Jeffrey Kempston

ADMIN: +27 (0)83 607 2335

04 08 12 15 16 22 27 28 29 30 31 32 34

Hugh Pryor - How Old is Too Old?

TRAFFIC: +27 (0)81 039 0595

Laura McDermid - Air Kenya Part 2

ACCOUNTS: +27 (0)15 793 0708

News - Unpacking SAA malfeasance News - FedAir Buys 6 New Caravans John Bassi - Saving the Giant Sable in Angola 2 Defence - African Airlift Capability AME Directory News - Air Senegal closes 75% of its routes News - Ethiopian signs for 11 more A350-900s Alpi Aviation SA: Flight School Directory Merchant West Charter Directory Skysource AMO Listing Backpage Directory

© FlightCom 2023. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

A NOTE FROM

THE EDITOR: FOR THE PAST 25 YEARS the SACAA has been making sporadic attempts to ground all aircraft with piston engines that are more than 12 years since overhaul. This move started when Continental and Lycoming recommended that their engines be overhauled every 12 years, regardless of how many hours they have flown. Note that it was just a recommendation, but the bureaucrats at the SACAA have sporadically tried to make it compulsory. Given that in these days of expensive flying, many privately owned aircraft fly less than 50 hours per year, it would have grounded much of the GA piston fleet. Even more seriously, many training schools and charter operators have aircraft with more than 12 years on their engines, and this would have grounded a large part of their fleets.

It was then announced that the AIC 18.19 exemption had been withdrawn in error and it was hoped that things would carry on as normal. However, Paul van Tellingen then said, …the CEO of the Commercial Aviation Association of South Africa informs me that CAA Legal has stated to him that they cannot re-instate the AIC immediately. No reasons were given by the CAA. It seems that there is a disconnect between “Legal” and the responsible managers. Legal action will now have to commence at an additional cost to everyone. (As though enough damage has not been done already.)

ma ny a i r c r a ft w i l l no t fly

In 2006 Paul van Tellingen successfully led a campaign against this 12-year rule. It went quiet for a few years then sprang up again in about 2012. At that time the CAA was persuaded to grant an exemption; in the form of AIC 18.19. Then, on 2 November 2023, the SACAA withdrew the AIC 18.19 exemption. By withdrawing the exemption they did not have to get their action approved through normal channels such as CARCOM. Duncan Gillespie of FlyAfrica notes, “Furthermore, AIC 18.19 exempted such owner/operators from having to comply with every manufacturer’s Service Bulletin, regardless if the bulletin was mandatory or not.”

“It is imperative that those who feel that the CAA has to be challenged in this matter contact their representative body immediately. That body should then co-ordinate with CAASA which already has a plan in place. This is to ensure that unity is preserved and that all efforts are co-ordinated.” A further consideration is that insurance cover will be lost. A leading aircraft insurance broker says, “an aircraft is not currently insured if it does not fully comply with Part 43, as AIC 18.19 is no longer in place to afford any exemption from Part 43.” The net effect is that the mistake of having withdrawn AIC 18.19 creates uncertainty – which means that many aircraft will not fly, and the industry will shrink further. 

BUSH PILOT HUGH PRYOR

HOW OLD IS TOO OLD? I recently hit sixty years of age, before letting my physique in on the secret. I am very lucky indeed to be able to do that. Of course, I am not like an aircraft which, with the appropriate financial outlay, can be completely ‘zeroed’.

ECHNOLOGY HAS NOT YET reached the stage where human components can be replaced or manufactured to bring the machine back to as, or better than, new condition, like an aircraft. Our bodies were designed with a finite life. We can take care of ourselves, in order to resist the evidence of the passing years, but the three score years and ten is still our allotted span, although this can be stretched, as it has for thousands of years, to four score years or more. All that modern technology seems to have achieved is to increase the number of us who hit their century. It hasn’t altered the fact that most of us are pretty decrepit when we get there.

the people of Malta the award of the George Cross, the highest civilian honour to be bestowed by a British Monarch. It landed in the sea, sank to the bottom and lay there, at the mercy of the saline waters of the Mediterranean, for over fifty years, before becoming entangled in the nets of a local fisherman. The aluminium parts of the structure appeared to have acted like a sacrificial anode for the ferrous metal pieces of the aircraft and preserved them to the point that many of them are included in the rebuild. Steel tubes form the core of the Hurricane’s airframe and they were in almost mint condition after their traumatic experiences.

The aircraft was shot down

Aircraft have a similar risk of ‘falling under a bus’ as we do, but they have a stronger possibility of being put back together again after such an event. I was recently privileged to witness the reconstruction work being carried out by devoted craftsmen in Malta on a Hawker Hurricane fighter. The aircraft was shot down during the heroic Second World War struggle against Axis forces, which earned

FlightCom: December 2023

As with the Hurricane, there are many recorded cases when a human being has been shot out of the sky, crashed into the water and spent fifty odd years at the bottom of the sea. For a human being to then be resurrected and restored, even to taxy-able condition, would be, frankly, spooky. The Almighty himself only managed three days of burial and that wasn’t at the bottom of the sea. The magicians in Malta would therefore appear to be performing miracles with their Hurricane. It will be in fully flyable condition, when completed,

FlightCom: December 2023

but the complexity and expense of certification has meant that the magicians will only be taxying their beautiful little bird for the crowds. The fact that we cannot do the same for the human frame is sad, but maybe not too regrettable. You only have to ask my wife what she would think, at the prospect of spending another fifty years with her present husband, to appreciate some of the bad points about immortality! There are, however, some people who should be allowed just a little bit more time to give their wisdom and experience to the world and there are others who have their lives extinguished when the fires are at their brightest. Miles was a shining example of the latter. If you will cast your mind back to the early seventies, for a moment, I want to take you to a place in the middle of the African bush, less than ten degrees south of the equator.

out there, after getting back from flying, watching the shadow of the escarpment bringing night to the inhabitants of the plains below, as the sun hurried down over the western horizon. I never found an age above twenty-six among the young German soldiers who now lay silent, under the African stars. In Kilimatinde it appeared that malaria was a far more successful killer than war. I often wondered if the bereaved, in the humdrum life of Europe, ever had an inkling of the remoteness of the graves of the ones they mourned. My reason for visiting the area was to construct airstrips in the outlying villages. The East African Flying Doctor Services intended to enable the hospital to reach the people living in the far corners of its parish. Many of the remoter villages were linked to the outer world by narrow, single track paths, indicating that motor vehicles had never visited them. It is something that continues to amaze me. I have spent years of my life flying low over the furthest depths of the Sahara Desert and have seldom been out of sight of car tracks. In SubSaharan Africa, however, I have visited many villages not that far from so-called civilisation, where the only vehicle tracks are left by the soles of the ‘ThousandMiler’ sandals worn by the locals made from expired car tyres.

Miles was a shining example

Kilimatinde had been an old outpost of the German expeditionary force which, under the inspired leadership of Colonel von Lettow-Vorbeck, caused the British many headaches during the First World War. By the end of that conflict there were forty-two thousand British troops trying to capture the fifteen hundred Germans – and they never caught them.

The village of Kilimatinde (possibly translated as ‘the spiky hill’, in Swahili) was located on a redout which formed a part of the escarpment which enclosed the western extremities of the Bahi Swamp, to the west of Dodoma, the present political capital of Tanzania. The old German military installations had long since been converted into a hospital which, rather ironically, was supported mostly by German Protestant church aid. The only reminders of the previous incumbents were a sad little group of grave stones which tottered among the thickets of thorn bush, out towards the edge of the natural wall, overlooking the flat expanses of the Bahi. The most remarkable impact of the headstones was the ages of the deceased. I spent many an evening

FlightCom: December 2023

I was right at the beginning of my affair with aviation and rather proud of my three hundred and twelve hours of flying experience. Miles was the local pilot for the East African Flying Doctor Services. We were both in our twenties, but he was quite a lot younger than me, which almost seemed to accentuate the reverence with which I treated him, because he had achieved something which, for me was true stardom. He had become a Commercial Pilot. His two thousand hours just added to the aura, as far as I was concerned. Luckily, being a white Kenyan, he treated me as a human being, with hopes of becoming a socially acceptable person, if I came up to spec. I hope I did.



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LAURA MCDERMID

PART 8

IRIS - HER EARLY YEARS.

Air Kenya Part 2 Laura McDermid continues her stories about Iris McCallum in East Africa. The majority of my passengers were German tourists, brought to Africa by The African Safari Club, a company that utilised their own DC-8s for the Munich to Mombasa trip. These were ‘budget excursions’ that attracted a certain type of people who were not very well educated and could not speak a word of English.

HE LOCALS HATED IT when the foreigners arrived as they’d invade the small coastal town of Malindi, swarming all over the beach and brazenly tanning naked, foisting their flabby bits and brashness upon this pristine colonial town.

However, this period also witnessed major challenges.

I particularly relished my own space in the cottage with my dog Gigis, where I would sprawl on the veranda, engrossed in a good book while immersing myself in the pristine environment. The Watamu Marine Park was home to over 500 species of fish and I took up scuba diving which I found totally absorbing and relaxing.

An embargo imposed by the Arab States led to an oil crisis and severe Avgas shortages during the early part of the year. As a result, I only logged a total of nine flying days in March. We were often grounded, although we still received our full salaries.

Despite all the free time and the enjoyment of my newly acquired aquatic hobby, the uncertainty of whether our jobs were secure or if Coastal Air would continue operating was a persistent source of stress. This anxiety was compounded by a letter I had

In February 1979, Coastal Air expanded its fleet, acquiring a variety of aircraft. I transitioned to the newly procured Piper Seneca twin, marking a significant shift in my flying responsibilities.

We were technically still on standby which meant that we had to remain in the vicinity of the airport, so I spent a lot of time at Ocean Sports lounging next to the pool.

FlightCom: December 2023

Iris in Hola, Kenya September 1979.

received from my close friend and aviation benefactor, Isabella Rockefeller, who informed me that her cancer had spread to her jaw, resulting in the loss of her teeth. On March 19, I was at Ocean Sports when I received a call from the office, urgently requesting my presence at the airfield. The flying doctors from the Medevac team had alerted us about a critical motorcycle accident. The injured patient was en-route to Malindi airport in an ambulance, and they needed me to fly him to Nairobi. When the unfortunate young man, Retief, arrived, he was gently transferred from the ambulance and placed on the floor of the Cherokee in the aisle behind the pilot’s seat. His bleeding had been stemmed, and he was sedated, but he was breathing rapidly. and shivering uncontrollably, despite the sweltering heat and the blankets covering him. I introduced myself to Retief, explaining that I would be flying him to Nairobi. I omitted to tell him that the fuel tanks were empty. Captain Thomas had contacted the person in charge of fuel and explained the dire emergency. I taxied to the fuel bay on vapours and a prayer.

The person in charge approached, pointed to Retief, and said, ‘Show me.’ I peeled back the blankets from Retief’s lower body, revealing the mangled flesh below his knees where his shins used to be; it looked like raw hamburger meat. The man recoiled, nearly retching. ‘Seen enough? This man doesn’t have all day,’ I said. The plane’s tanks were swiftly filled, and before long, I was in the air. I couldn’t help but feel resentful about the absurdity that we were only granted fuel once the severity of Retief’s injuries was visually confirmed. Retief displayed remarkable bravery, despite the obvious agony he was experiencing. He bore his pain silently. Within half an hour, I delivered him to the waiting ambulance at Wilson Airport in Nairobi. Finally, on March 30, South Africa came to Kenya’s aid by supplying the much-needed Avgas. Coastal Air was able to continue operations without anyone losing their jobs, and things returned to normal. I found myself back behind the yoke, flying my well-travelled routes.

FlightCom: December 2023

PILOTS Refueling in the Mara, Governor’s Camp.

On April 6, I piloted a group of German tourists from Mombasa to Amboseli National Park in another Piper Cherokee 6, 5Y-AGO, an aircraft that was universally disliked by the pilots. In fact, a group of pilots had created a betting pool, where each one contributed a few shillings every month. The goal was to award the collected winnings to the first pilot who managed to damage the aircraft to the point where it was no longer airworthy. During a short final approach to runway 27 at Kilaguni, I noticed a fine spray of oil coating the windscreen, which became increasingly dense as we approached the runway. I managed to maintain enough visibility to execute a safe landing. Upon disembarking, I discovered that the oil had splattered across the entire left side of the plane. I informed the tour group that a replacement aircraft was being arranged to collect them, which prompted some grumbling among the German passengers. One of them, moustache bristling with indignation, pointed to the oil-streaked Cherokee. ‘Vuy you kant take us in zis ehkraft?’ I shoved my hands deep in my pockets in order to control my urge to throttle the twerp. I slowly explained to him, as I would to a small child, that we

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needed to identify and repair the origin of the oil leak before the plane could safely fly again. He stared at me like a dim-witted person unaccustomed to critical thinking. As I turned to leave, he kicked me in the rear and shouted, ‘YOU PLANNED ZIS!’ I had just flown through one of the most dangerfraught routes in Africa, yet no one told me that the biggest hazard I was going to encounter would be the passengers. I shot him a withering glare, spun on my heel, and walked away with my dignity intact. The replacement aircraft never materialized, and the passengers were left to endure a fourteen-hour journey back to Mombasa in a dilapidated VW Kombi bus, cramped like sardines in a tin. That night Karma was kind to me. I ate a delicious meal in peace and slept in luxury in the lodge. As for the despised 5Y AGO, upon inspection, the oil cooler was found to have a crack in it. A year later I heard that someone finally managed to write off the awful machine by hitting something on landing, thus permanently putting an end to everyone’s misery. I often wondered how the lucky pilot got to spend all the money in the kitty.

A day off. Iris with a 12kg Wahoo.

As much as I had enjoyed my time flying for Air Kenya, I missed my family and found the 550 km road trip from the coast to Nairobi to be an arduous one. Encouraged by my colleagues, I applied to a company

in Nairobi called Sunbird Aviation. To my delight, my application was accepted - it was time for me to move on to my next adventure. 

FlightCom: December 2023

NEWS

Guy Leitch - with thanks to Duncan Gillespie of FlyAfrica

UNPACKING SAA MALFEASANCE On 21 November, 2023, the Special Investigations Unit (SIU) briefed a South African Parliamentary committee on their investigations, into malfeasance at South African Airways. IN 2019 THE SIU AND SAA entered into a secondment agreement for the SIU to assist SAA with capacity in its forensic investigation department and to collect evidence for the motivation for a proclamation to the office of the President. From the evidence found, the SIU was able to submit a motivation for a Proclamation, and on 31 January 2020, the Presidential Proclamation R.2 of 2020 was published. In terms of this proclamation, the SIU was directed to investigate the procurement of or contracting for: •

•

Airbus aircraft; Maintenance, repair and operations (MRO) services South African Airways Technical services (SAAT); Legal services in terms of RFQ-GSM073/19 and RFQ-GSM117/14.

•

Travel rebate benefits;

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Payments made to SAA vendors;

•

The implementation of a 30% Broad- Based Black economic Empowerment (“B-BBEE”) supplier set aside initiative in respect of the supply and delivery of jet fuel. •

Any irregular, improper or unlawful conduct by officials or employees of the SAA; “or any other person or entity, in relation to the allegations set out in paragraphs 1 or 2 of this Schedule.”

The slides presented to the parliamentary committee were detailed and damming:

A Turnaround Strategy project was The Special Investigating Unit has put out to tender with a produced a damming report on SAA. required response time • Service providers to of just 3 days. There support and expedite was only one bidder, who was awarded a R 170 the implementation of SAA’s Turn Around million contract in complete disregard of PFMA Plan in terms of RFQ-GSM015/18 and RFQ& SCA Policies & Procedures and Treasury GSM094/18; Regulations. The SIU was able to shut this down after R 40 million was paid out, rescuing the The Proclamation further mandated the SIU to remaining R 130 million. investigate maladministration in the affairs of SAA relating to:

12 FlightCom: December 2023

•

Ex-SAA Chair, Dudu Myeni has been heavily implicated in the corruption by the SIU.

•

SAAT sold Ground Power Units at R 5,640,000 less than they were worth, then hired them back, at exorbitant daily rates.

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An aircraft tyre tender worth between R 218 million and R 375 million did not comply with PFMA & SCA Policies & Procedures and Treasury Regulations.

•

A component support services contract of value between R 1.2 to 1.8 billion was found to be corrupted “between entities, third parties, SAA & SAAT employees as well as SAA Board members.” At least two legal firms who were involved in these illicit dealings have been identified by the SIU.

•

A paint tender worth R 19.2 million did not comply with PFMA & SCA Policies & Procedures and Treasury Regulations.

•

When Dudu Myeni swapped the A330 order for A320’s, Airbus paid the equivalent of R 824,000,000 in Pre-Delivery Payments and Security’s back. But the money is missing. No-one knows where it’s gone. The SIU have identified at least one SAA Board member and one SAA staff member for criminal prosecution.

•

The dry-lease of a cargo aircraft with a contract value of R 185,504,342.51 was found to

be irregular, with no approval obtained for deviations. •

Irregular expenditure amounting to R 953 million, in the provision of outsourced Security Company services between February 2008 and January 2020 has been identified by the SIU. The corrupt contract was extended 8 times over a 56 month period.

•

Irregular procurement, overpricing, conflict of interest and overpayments in the amount of R5,071,666.50 in a contract for the supply of avionic components was identified by the SIU. They discovered in their investigation, that the SAA employee who signed off on the Request for Quotations (RFQ’s) was also the owner of the company awarded the supply tender.

•

Cabin crew transport contracts: An amount of R6,453,797.10 was identified as fraudulently paid for services between 1 February 2019 and 27 August 2020, with a further R15,311,696.00 fraudulently paid between 1 March 2016 and 31 October 2016. So in 9 months only R 3,691,279.00 was due for cabin crew transport but SAA paid out R 21,311,690.00.

•

A three year contract for the supply of aircraft batteries was budgeted at R 11,057,259.00. On the second year of the contract (the first

FlightCom: December 2023

NEWS SAA Board members made R834m dissappear in returned pre-delivery payments on Airbus A320s.

•

year’s figures are vague) they blew through R 22,320,456.12 and in the third year of the contract they spent R 32,896,456.50.

The SIU is also investigating corruption and fraud in a: •

Ground Handling Tender

The SIU identified a SAA Board member who took a non-refundable R 800,000.00 loan from one of SAAT’s suppliers and then awarded that supplier 26 SAAT Purchase Contracts worth R 6,138,518.41.

•

Cleaning Services Tender

•

Aircraft Brakes and Tyres Tender

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Fleet Maintenance on SAA & SAAT vehicles tender

•

A case where SAA paid a supplier in the UK R 17 million for a part which they had previously paid R 8 million for. Their suspicions were aroused when they discovered that the supplier is a brother of a (former) SAA employee.

In their investigation of a SAAT Working Capital Optimisation Contract worth R 22 million, the SIU identified that a single bid was submitted late and should not have been considered. The bidder was identified to be privy to confidential information. High value stock items were reported to be obsolete and sold at minimal value and then SAAT bought and/or leased these components back at “exorbitant” prices. The SIU managed to scrape back R 14 million of the R 22 million which went out. There’s an additional amount of R 71,000,000 which the SIU identified was facilitated through attorney’s bank accounts and paid out to SAA staff and Board member’s for the “provision of legal services.”

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The SIU’s report, as presented to the Parliamentary group has identified R 3.4 billion in illicit, corrupt and fraudulent payments. They’ve to date managed to recover R 14 million and stop payment on a further R 130 million which was about to go out the door. Duncan Gillespie concludes; “To date there have been zero convictions, very few charges laid, and zero disciplinary action taken by South African Airways, as all employees or Board members involved have left the employment or service of SAA. No third-party attorneys involved in illicit transactions or dealings have been disbarred or sanctioned.” 

NEWS

FEDAIR BUYS 6 NEW CARAVANS SOUTH AFRICA’S LEADER in shuttle and charter services, Federal Airlines (FedAir), has acquired six new Cessna Grand Caravan C208B aircraft to offer additional capacity and comfort to passengers traveling to the country’s most famous safari lodges and game reserves.

South Africa’s tourism sector has significantly recovered from the COVID-19 pandemic. FedAir has seen a sharp increase in demand, with 2023 figures exceeding pre-pandemic levels. As such, the new aircraft will help the airline take advantage of the pentup demand while expanding its operations.

The investment of R350 million ($19 million) demonstrates Federal Airlines’ commitment to sustainability, passenger comfort, and overall safety, enabling them to continue offering high-quality service to their customers.

FedAir’s Caravans come with two cabin layout options: The VIP option for private charters and the commuter option for shuttles.

The new aircraft will provide enhanced comfort, safety, and reliability for passengers, offering a superior travel experience.

Investec provided a seven-year aircraft-secured revolving credit facility. The airline now has a fleet of 17 aircraft, including 12 Cessna Caravan C208B, two Embraer 145s, two Pilatus PC12s, and one Beechcraft B1900D. 

The airline unveiled its new fleet on October 31 at its hangar at Johannesburg’s OR Tambo International Airport (JNB). FedAir has acquired another 6 Cessna Caravans.

FlightCom: December 2023

JOHN BASSI

PART 2

THE ANGOLAN GIANT SABLE In November, I introduced efforts and individuals who tirelessly attempt to protect the few remaining Giant Sable. Since the realisation that these animals were so threatened, huge efforts were made to establish a safe area within the park that could be relatively easily protected by a small handful of game guards. Charlotte with a collared Giant sable bull. White tape is wrapped on the horn to make this animal identifiable from a helicopter.

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The “safe” breeding group with calves. When thinking of global populations, this small group puts their endangered status into perspective.

PERATIONS OF THIS SCALE can only be achieved with a helicopter and at great expense, all funded privately. The initial project was to search for, find and capture free roaming sable cows and a breeding bull to release into this protected area.

Everything must be flown or driven in and from the camp there are no roads leading into the park. Flying out from camp in the morning is an 80 km trip to reach potential areas to find sable. This requires that the helicopter lifts with full fuel as well as the four crew and equipment.

These protected animals are still targets by poachers, but have a better chance at breeding and survival than the unknown number that roam the vast Miombo park. Every two years three key people, Pedro, Pete and Charlotte make the long journey to Cangandala to check on the health of the protected population, removing the odd wire snare and fly into the park to locate and capture, then collar and remove snares, from the free roaming population.

The bush canopy in many places is so solid that any attempt at a forced landing would be impossible. These canopy forests open up occasionally into grassy clearings and open savanna with islands of tall trees. With the elephant grass and wispy shrubs, even landing in these “open” clearings is risky for tail rotor strikes.

t he he l i c o pt e r l i ft s w i t h f ul l f ue l a nd f o ur crew Poachers from the many

There is a small clearing between the huge leafy trees that reach up 10 to 15 metres, a camp site, and apart from an open sided thatch room infested with massive orb spiders, which is used for pretty much everything, there are no comforts.

surrounding communities continually set fires which drive the remaining small antelope, duikers etc out, where they are shot, often with home-made 12 gauge shotguns. There is a huge commercial bush meat trade and in the small towns and villages there are open bush meat markets.

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The shotgun shells are made by the Chinese and are purchased for around US$2 per shell. A duiker sells for US$20. The poachers access deep into the wilderness areas on Chinese made motorcycles, allowing them great mobility and means to transport carcasses long distance. Because there are no roads, no money and no trained game scouts, there is no patrolling. Even if a patrol were able to get out, ambush and capture poachers, there is absolutely no means to make an arrest or deliver the poacher to any form of law.

hoof into a hole, triggers the device which whips back tightening the wire noose around the animal’s leg. The end of the wire is fastened to a heavy log, making it impossible for the animal to escape. At the very best, all that could be done to slow this killing down would be some form of air support. The dilemma is, even if an economical light sport aircraft could patrol, there are no rangers, no roads and no vehicles. Any snare pits or poaching gangs spotted would be impossible to reach or react to on the ground. Besides this, I doubt that any young pilot would be willing to tolerate the loneliness and isolation. A helicopter would certainly make a difference in its ability to access remote areas, land at will, deploy scouts to dismantle snares, but the best outcome would be nothing more than a deterrent, at huge financial cost.

Thi s There is also no law in place against s i t uat i o n w i l l poachers, so any efforts would be c o mpl e t e l y futile. c o l l a ps e The small grassy clearings between the forests are burned, this encourages a fresh flush of green grass which attracts the sable to graze. Dotted around the perimeter of these open areas, poachers set a barrier of whip snares. These devices are frightening in their efficiency. A 2.5 metre long flexible, but strong limb is bent and pulled down by a cable with a noose at the end. The noose is placed over a hole dug into the ground and set in place with a sensitive trigger. The noose, trigger and hole are camouflaged with twigs and leaves. A hungry sable is forced to walk between the whip sticks, puts its

Various species of small game, bushbuck, forest duiker and even a baboon at a commercial bush meat market.

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It is not all total doom and gloom. In 2024 the team will again embark on the biannual journey to monitor and hopefully find more sable. The efforts that have gone into the project are paying off as the protected herd are producing young. Again, everything needs to be paid for with donor funding.

Approaching the briefing office at Huambo with trepidation.

The sad thing, like so many other issues in the world, facts and truths are gloriously hidden with pretty words that the public want to hear. The same goes for the below narrative that one will find when researching the antelope on Google. As I mentioned in Part 1, the giant sable management in Angola refers to the efforts aimed at conserving and protecting the sable (Hippotragus niger variani), also known as the Palanca Negra Gigante. This critically endangered species is native to Angola and is recognized for its majestic appearance and impressive antlers.

a couple of private individuals with private funding). The Wikipedia entry says that, “Angolan government, in collaboration with local and international conservation organisations,(??) has implemented various initiatives to safeguard the giant sable. These efforts have included habitat restoration, anti-poaching campaigns, and community engagement programmes. (This is also not the case, although there are vast areas of bush, rampant fires and endless poaching with no attempt to arrest or stop the poachers, with communities reliant on natural resources to survive, these areas are severely threatened).

A he l i c o pt e r w o ul d ma k e a di ff e r e nc e

Due to civil unrest and habitat loss over several decades, the population of giant sables became severely depleted. However, according to Google, since the early 2000’s, Angola has made significant progress in managing and conserving this species. (Not entirely so, since their conservation is only being made possible by

Protected areas, (Which are not protected at all) such as Cangandala National Park and Luando Strict Nature Reserve, have been established specifically for the conservation of the giant sable antelope. (These are vast areas that are remote, like most of Angola with

FlightCom: December 2023

Endless miombo woodland with open clearings and signs of a past poachers fire to flush game.

20 FlightCom: December 2023

As part of a possible fund raiser, a well known artist was invited on the 2022 trip to measure and create a life size bronze sculpture.

no roads, therefore no means to patrol and they just happen to have the last remaining sable). These reserves thus provide a safe haven for the animals and allow for monitoring and research to better understand their behaviour and ecology. (These areas are in fact completely unsafe, poaching is uncontrolled and the only monitoring is thanks to Pedro, Pete and Charlotte). Community involvement has also been crucial to the management of giant sables. Local communities living near these protected areas are educated about the importance of conservation and are encouraged to participate in initiatives like sustainable livelihood programs, which benefit both the people and the wildlife. (Pretty, politically correct words, that in reality don’t exist) While the giant sable still faces significant challenges, including ongoing poaching and human-wildlife

conflict, the conservation efforts in Angola have shown promising results. The population of giant sables has increased over recent years, (yes, a very small handful thanks to Pedro with no Government support) and there is hope for the species’ long-term survival. (This is partly true but only thanks to the few individuals who find their own funding and are personally committed to trying to do something). This situation will reverse and completely collapse if and when the few individuals involved, stop giving and the funding dries up. By prioritizing ecosystem preservation, raising awareness, and collaborating with local communities, Angola is working towards ensuring a sustainable future for the magnificent giant sable antelope.” (If only this were true). If there is anyone out there in the world that happens upon this story and has ideas or interest in helping, please make contact via: guy@saflyermag.co.za 

FlightCom: December 2023

DEFENCE GL & AFRICA DEFENSE FORUM

GETTING TO A COMBINED AFRICAN AIRLIFT CAPABILITY Guy Leitch – with Africa Defense Forum

Democracy in Africa has not had the respect and commitment required from all participants to make it work as an antidote to violent overthrow of government. Africa remains prone to sporadic eruptions of insurrection and civil war. It is to the credit of many other African countries that they have agreed to act as peacekeepers to contain these outbreaks of violence. Members of the East African Community Regional Force greet members of the South Sudan People’s Defence Forces in Goma.

22 FlightCom: December 2023

FRICA IS A LARGE CONTINENT, and the African post-colonial legacy is one of inadequate and inappropriate transport. This makes an effective strategic air lift capability essential for Africa’s peacekeeping efforts. Individual African countries find that they cannot afford to maintain a strategic airlift capability. A proposed solution is the creation of an Africa Air Mobility Command Centre. This would combine the participating nations’ airlift capability to support peacekeeping initiatives. Historically, road and rail links in Africa are underdeveloped and have in many cases deteriorated since independence. Due to the colonial legacy, the ground-based transport infrastructure was not fit for the purpose of troop and supply movements as it had been designed and built for the simple exploitation of mineral resources by transporting primary production, such as raw materials, to ports, for ‘export’ to the colonial states. In the absence of a developed and efficient groundbased transport infrastructure, both military and civil air transport have a vital role to play in African

peacekeeping. Increasingly military planners are having to rely on civil aviation for troop movements – particularly the airlines. African airlines are however not well suited to fulfilling this role as the demands of their own operating schedules must first be met. And they have little if any spare capacity to provide airlift for military interventions. The African Defense Forum (ADF) writes; “Many governments across Africa’s 30 million square kilometres are responsible for large landmasses with limited road, railway or port infrastructure. This presents a problem sometimes called the “tyranny of distance.” The continent has 204 kilometres of roads per 1 000 square kilometres, about 22% of the global average. Only about one-quarter of the roads are paved. Infrastructure is not evenly distributed, meaning developed population centres are often far away from conflict zones in remote regions. “Our region is vast [and] characterized by limited transportation infrastructure, hence [it] requires The Botswana Air Force's one of three C-130s.

FlightCom: December 2023

DEFENCE effective air mobility mechanisms to bridge distances, support replenishment of troops in theatre … and attend to humanitarian assistance,” Rwandan Air Force Lieutenant General Jean Jacques Mupenzi told Air & Space Forces magazine. For years, peacekeeping missions have been hampered by a lack of air mobility. Countries simply couldn’t move troops and equipment where they were needed in a timely fashion. “Strategic airlift is an asset that every nation dreams of, but having such equipment is quite expensive,” KAF Commander Major General John Mugaravai Omenda told ADF. “And looking at our [gross domestic product], generally in Africa, it is a challenge to operate strategic airlift.”

The Challenges When air mobility is not available to move peacekeeping forces to quickly contain trouble spots, the results can be tragic. The ADF notes that, when in 2012, Islamic backed insurgents attempted to take over Mali, the Economic Community of West African States (ECOWAS) intervention was delayed for months due to a lack of airlift. Similar delays occurred in Sudan’s Darfur region in 2010, when African Union troops were grounded as the conflict exploded. Eventually, the Netherlands stepped in to provide the necessary airlift.

logistics drive Once arriving in a country, a lack operations of roads makes sustaining troops a

To solve this shortfall, countries are looking at innovative ways to acquire aircraft, maintain them and pool resources. For the continent, this could be the difference between intervening on time to stop a crisis and arriving too late.

challenge. During the UN mission in Mali, peacekeepers spent weeks moving supplies via truck convoys from the capital city, Bamako, to remote outposts in places such as Timbuktu. A former sector commander recalled the “logistics nightmare” of battling dust storms, floods and tyre-puncturing rocks to move supplies across the country.

The Somali Air Force commander, center, signs the Association of African Air Forces Charter during the African Air Chiefs Symposium in 2023.

24 FlightCom: December 2023

The cost of maintaining a strategic airlift capability in African conditions can be high, as this loss of a SAAF C-130 shows.

ADF writes, “Normally they say operations drive logistics, but I think in Africa, logistics drive operations because the operations must be based on what logistics are available,” said retired Brigadier General David Baburam, former head of AU Mission Support. “You can’t get the troops to location A or B if you don’t have the means of air transport to take them there. You can’t keep troops in the operational area for three months if you can’t feed them.”

Finding the Right Platform The two broad categories of airlift are strategic and tactical. Strategic airlift is provided by large planes designed to move troops and heavy equipment to a location. Tactical aircraft involves smaller planes or helicopters that supply troops throughout a deployment. For the heaviest strategic lift requirements, defined by the Africa Center for Strategic Studies (ACSS) as capable of moving equipment for one brigade,

options are limited. These aircraft, with maximum payloads ranging from 45,000 to 136,000 kilograms, are expensive to acquire and maintain. A C-17 Globemaster can cost more than $300 million with roughly the same amount necessary for repairs and maintenance over its life cycle. For most peacekeeping and emergency response operations on the continent, medium airlift capacity is the most practical. ACSS defines this as capable of transporting one to two battalions and their equipment to a location in multiple trips over the course of 14 days. These aircraft have a payload of 9,000 to more than 36,000 kilograms and are more affordable. To meet this need, some countries have turned to the Lockheed C-130. There are 858 C-130s, or the related L-100, in use, making up 20% of the global military transportation fleet. In an analysis of different platforms, US Air Force Major Ryan McCaughan said the C-130 is best suited for regional missions due to its range of more than 2,700 kilometres, the capacity to carry 19,000 kilograms of cargo and its ability to land in rugged environments. FlightCom: December 2023

DEFENCE A French A400M delivers a Tiger helicopter to Mali.

A Shared Effort Nations are examining ways to team up to maximize their resources. One project under the African Union is the creation of an Africa Air Mobility Command Centre that would include an air transport sharing mechanism. This would offer a way to use the continent’s airlift resources to support peace and security requirements. Under the plan, nations with air capabilities would agree to provide support when called upon. Aircraft could be used to transport troops or equipment for a security operation, to evacuate people during a humanitarian crisis or move aid in response to a natural disaster. “I think it’s every African’s dream to see an African airplane with all African flags across its tail, flying across the continent providing relief and support to Africans,” said Tunisian Air Force Colonel Kais Sghaier during a 2022 conference in Botswana, where a working group discussed the command centre. Such arrangements have been successful in other parts of the world. For example, the Movement Coordination Centre Europe, based in the Netherlands, is a partnership of 28 nations that provides airlift, 26 FlightCom: December 2023

sealift, air-to-air refuelling and ground transportation to member countries. Countries are also examining the need to create airlift sharing mechanisms at the regional level, particularly to support the Africa Standby Force, which is aligned to the regional economic communities. The force is mandated to respond to crises in as few as 14 days, but often has been unable to meet that timeline. “In the Southern African Development Community, we face a lot of disasters and crises, and we don’t have the requisite airlift capability,” Major General Hendrick Thuthu Rakgantswana, Botswana’s air chief, told Air & Space Forces magazine. “So, it means that we have to come together and pool our resources.” Such cooperation was on display in 2022 and 2023 when Zambia and Angola provided airlift to move personnel and equipment to the Southern African Development Community’s Mission in Mozambique. “This mechanism is the answer — we just now have to make it fit in the existing structures,” Rakgantswana said.

Countries are also looking at ways to pool resources to enhance buying power. One idea is for a group of nations to join to buy a small fleet of transport aircraft that would be jointly owned and operated. This follows the model of the Hungary-based Strategic Airlift Capability’s Heavy Airlift Wing, a partnership of 12 nations that shares air resources. During the African Air Chiefs Symposium in 2023 in Dakar, Senegal, air leaders expressed optimism that such partnerships and joint efforts will develop. “If everything improves, I think we can partner with other nations, because that’s the idea of this forum, to try and bring all these assets together under common use and apply them whenever the need arises,” said Omenda of Kenya. “So, yes [the aircraft] are expensive, they are few, but with collaboration amongst nations we can make it.”

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Valhalla

079 636 9860

churchbs@live.com

Du Plessis

Alexander

Athlone Park

031 904 7460

dex.duplessis@intercare.co.za

Erasmus

Philip

Benoni

011 849 6512

pdceras-ass@mweb.co.za

Govender

Deena

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

✗ ✗

Ingham

Kenneth

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011 315 5817

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✗ ✗

Marais

Eugene

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044 693 1470

eugene.marais@medicross.co.za

✗ ✗

Opperman

Chris

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012 368 8800

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✗ ✗ ✗

Tenzer

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Van Der Merwe

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Stellenbosch

021 887 0305

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Other countries

E-MAIL

EASA registered

TEL NO

FAA registered

Britz

LOCATION

Off-site Specialist tests

FIRST NAME

On site Specialist tests

SURNAME

Senior Class 1, 2, 3, 4

AME Doctors Listing

Regular Class 2, 3, 4

Sourced from an article by Africa Defense Forum. The original article can be found here: https://adf-magazine. com/2023/09/sharing-the-burden/ 

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FlightCom: December 2023

NEWS

AIR SENEGAL CLOSES 75% OF ITS ROUTES In sweeping cuts to try stay afloat, Air Senegal’s has cut almost all of its network to Europe. They will be closed in January. AEROROUTES SAYS THAT Air Senegal has removed three of its four routes to Europe. This is attributed to increased competition from foreign carriers with stronger balance sheets and better economies of scale. Further these routes feed primarily from the European side and less from the south.

the company’s earliest international connections. The Casablanca-Dakar route is of great importance for Royal Air Maroc, as it handles over 200,000 passengers every year.

addition a payload restriction on its most of Air News - 100th In Senegal’s fleet reduces route performance.

Royal Air Maroc (RAM) has become the dominant Longitude African carrier operating in Senegal, according to delivered a As confirmed on Air Senegal’s website and in other report by the Senegalese National Agency for Civil booking aggregators, these routes cease to exist in Aviation and Meteorology (ANACIM). Covering the mid-January. air traffic data for the first quarter of 2023, the report indicates Royal Air Maroc’s dominance as the most Cirium data indicates these routes were all reinstated active African airline, holding a share of approximately during the northern aviation winter 2020 season. 15% in both passenger transport and air cargo. Royal Air Maroc has been operating in Senegal since 1958 when it introduced the Casablanca-Dakar route, marking a significant milestone as one of

As Air Senegal targets connecting passengers over Dakar, particular intra-African routes may also be impacted. 

Air Senegal is cutting 75% of its routes

28 FlightCom: December 2023

NEWS

ETHIOPIAN SIGNS FOR 11 MORE A350-900S Ethiopian Airlines has signed a memorandum of understanding (MoU) for 11 additional Airbus A350900s at the Dubai Airshow. THE COMMITMENT TO the additional aircraft takes the Ethiopian flag carrier’s total order of A350 to 33, including four A350-1000s. Ethiopian currently operates a fleet of 20 A350-900s and the MoU will make the airline Africa’s biggest A350 customer. “We are excited to place this commitment for 11 Airbus A350-900s. As a customer focused airline, we are particularly excited for this fleet as it offers extra comfort to passengers with its features like the quietest cabin in its class and ambient lighting. We are keen to expand our fleet size, acquiring the latest technology aircraft to offer a convenient and memorable onboard experience to our esteemed passengers,” Ethiopian

Airlines Group CEO Mesfin Tasew said in a press statement. Christian Scherer, Airbus Chief Commercial Officer and Head of International, said: “Ethiopian Airlines is a great example of how to leverage the exceptional values of the A350 for long-haul travel, playing on the benefits of Ethiopia’s unique geographical position that offers the fastest connections between China and Latin America. We are delighted to further strengthen Ethiopian Airlines fleet, and through this, continue the great relationship we have built up together.” 

An Airbus graphic of an Ethiopian A350-900.

FlightCom: December 2023

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Companies in the Group are licensed and authorized FSPs FlightCom: December 2023

AMO LISTING AMO 1427

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Skysource International SA, Hangar 203, Lanseria International Airport 32 FlightCom: December 2023

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FlightCom: December 2023

BACKPAGE DIR DIRECT ECTORY ORY 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

Air Line Pilots’ Association Sonia Ferreira 011 394 5310 alpagm@iafrica.com www.alpa.co.za

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

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

Celeste Sani Pak & Inflight Products Steve Harris 011 452 2456 admin@chemline.co.za www.chemline.co.za

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

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

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

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

Border Aviation Club & Flight School Liz Gous 043 736 6181 admin@borderaviation.co.za www.borderaviation.co.za

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

Bona Bona Game Lodge MJ Ernst 082 075 3541 mj@bonabona.co.za www.bonabona.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 Alpi Aviation SA Chemetall ftc@flighttrainning.co.za Wayne Claassens Dale De Klerk www.flighttraining.co.za 011 914 2500 082 556 3592 wayne.claassens@basf.com dale@alpiaviation.co.za www.chemetall.com www.alpiaviation.co.za Flight Training Services Amanda Pearce 011 805 9015/6 Chem-Line Aviation & Celeste Products Apco (Ptyd) Ltd amanda@fts.co.za Steve Harris Tony/Henk www.fts.co.za 011 452 2456 + 27 12 543 0775 sales@chemline.co.za apcosupport@mweb.co.za www.chemline.co.za www.apcosa.co.za Fly Jetstream Aviation Henk Kraaij 083 279 7853 Clifton Electronics cc Ardent Aviation Consultants charter@flyjetstream.co.za CJ Clifton / Irene Clifton Yolanda Vermeulen www.flyjetstream.co.za 079 568 7205 / 082 926 8482 082 784 0510 clive.iclifton@gmail.com yolanda@ardentaviation.co.za www.ardentaviation.co.za Flying Unlimited Flight School (Pty) Ltd Riaan Struwig Comair Flight Services (Pty) Ltd 082 653 7504 / 086 770 8376 Reception Ascend Aviation riaan@ppg.co.za +27 11 540 7640/FAX: +27 11 252 9334 Marlo Kruyswijk www.ppg.co.za info@flycfs.co.za 079 511 0080 www.flycfs.co.za marlo@ascendaviation.co.za www.ascendaviation.co.za Flyonics (Pty) Ltd Corporate-Aviators/Affordable Jet Sales Michael Karaolis Mike Helm 010 109 9405 082 442 6239 Atlas Aviation Lubricants michael@flyonics.co.za corporate-aviators@iafrica.com Steve Cloete www.flyonics.co.za www.corporate-aviators.com 011 917 4220 Fax: 011 917 2100 CSA Aviation – Cirrus South Africa sales.aviation@atlasoil.co.za Gemair Alex Smith www.atlasaviation.co.za Andries Venter 011 701 3835 011 701 2653 / 082 905 5760 alexs@cirrussa.co.za andries@gemair.co.za AVDEX (Pty) Ltd www.cirrussa.co.za Tania Botes C. W. Price & Co 011 954 15364 GIB Aviation Insurance Brokers Kelvin L. Price info@avdex.co.za Richard Turner 011 805 4720 www.avdex.co.za 011 483 1212 cwp@cwprice.co.za aviation@gib.co.za www.cwprice.co.za www.gib.co.za Aviatech Flight Academy Nico Smith Dart Aeronautical 082 303 1124 Guardian Air Pieter Viljoen viatechfakr@gmail.com 011 701 3011 011 827 8204 www.aviatech.co.za 082 521 2394 pieterviljoen@dartaero.co.za ops@guardianair.co.za Aviation Direct www.dartaero.co.za www.guardianair.co.za Andrea Antel 011 465 2669 Dart Aircraft Electrical info@aviationdirect.co.za Heli-Afrique cc Mathew Joubert www.aviationdirect.co.za Tino Conceicao 011 827 0371 083 458 2172 Dartaircraftelectrical@gmail.com Avtech tino.conceicao@heli-afrique.co.za www.dartaero.co.za Riekert Stroh 082 749 9256 avtech1208@gmail.com Henley Air Diepkloof Aircraft Maintenance cc Andre Coetzee Nick Kleinhans 011 827 5503 083 454 6366 BAC Aviation AMO 115 andre@henleyair.co.za diepkloofamo@gmail.com Micky Joss www.henleyair.co.za 035 797 3610 monicad@bacmaintenance.co.za DJA Aviation Insurance Hover Dynamics 011 463 5550 Phillip Cope 0800Flying Blackhawk Africa 074 231 2964 mail@dja-aviation.co.za Cisca de Lange info@hover.co.za www.dja-aviation.co.za 083 514 8532 www.hover.co.za cisca@blackhawk.aero www.blackhawk.aero Dynamic Propellers Indigo Helicopters Andries Visser Blue Chip Flight School Gerhard Kleynhans 011 824 5057 Henk Kraaij 082 927 4031 / 086 528 4234 082 445 4496 012 543 3050 veroeschka@indigohelicopters.co.za andries@dynamicpropeller.co.za bluechip@bluechip-avia.co.za www.indigohelicopters.co.za www.dynamicpropellers.co.za www.bluechipflightschool.co.za

34 FlightCom: December 2023

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

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

Dr Rudi Britz Aviation Medical Clinic Megan 066 177 7194 rudiavmed@gmail.com Wonderboom Airport

Maverick Air Charters Lourens Human 082 570 2743 ops@maverickair.co.za www.maverickair.co.za

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical

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

SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.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

Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.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: enquiries@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Litson & Associates Risk Management Services (Pty) Ltd eSMS-S™/ eTENDER/ e-REPORT / Aviation Software Systems Email: enquiries@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za

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 +27 12 567 1689 / +27 71 362 5152 theuns@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 Kevin van Zyl Kevin@horizonrisk.co.za +27 76 801 5639 www.randairport.co.za

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

Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com

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

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 Skytrim Rico Kruger +27 11 827 6638 rico@skytrim.co.za www.skytrim.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

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

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

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

Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za

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

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

Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com

Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com

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

FlightCom: December 2023