Flightcom Magazine February 2024 by Flyer & Aviation Publications

FlightCm African Commercial Aviation

Edition 181 | February 2024 Cover: Wikipedia – Boon Dock (John Dovey)

SA AF’s new DRC

resource crisis

Hugh Pr yor: Health & Safet y stupids Angolan MiG shoot Down! 1

FlightCom: February 2024

Ferr ying a Cherokee 6 across Africa Mission Flying in a Cessna 206

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

FEBRUARY 2024 EDITION 181

Layout & Design Patrick Tillman: Imagenuity cc Contributors

John Bassi Laura McDermid Darren Olivier Jeffery Kempson

ADMIN: +27 (0)83 607 2335

04 08 10 15 16 21 22 26 31 32 33 34 36

TRAFFIC: +27 (0)81 039 0595

Hugh Pryor - Stop Cards

ACCOUNTS: +27 (0)15 793 0708

News - Wonderboom to be Leased to Private Sector Laura McDermid - Iris Joins Sunbird Aviation Pt1 News - King Air 200 gets Autothrottles and Autoland Darren Olivier Defence - Back to the DRC AME Directory Jeffery Kempson - Ferrying a Cherokee 6 Mark Liprini - MAF Tanzania News - Phillips 66 Fuel Suspends Unleaded Avgas 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:

Boeing is being accused of having sacrificed its once much vaunted safety standards to the great god of capitalism and good quarterly shareholder returns. BUT IT IS NOT JUST BOEING that is being destroyed by greed and an unhealthy bottom-line fixation. It is also the supply of pilots and airline ground staff.

“This model is dead. The legacy carriers have watered down employment benefits to match the low cost carriers and thus there are very few airlines with good working conditions.

Being a pilot used to be something special. An airline pilot was akin to a surgeon in the deity pantheon. The job was so glamorous and attractive that the airlines could pick and choose from a long line of hopefuls.

Pilots are being burned out by unsustainable conditions. There is no point in jumping from job to job, because it’s much of a muchness.

Now we have a pilot shortage. The job just does not have the appeal it once had. A case in point is our former columnist (and TUKS Rag Queen) Dassie Persaud van der Westhuizen. After graduating as an architect, she learned to fly and completed the Easy Jet cadetship to qualify onto the A320 – just as Covid hit. But now Covid is over, she has had second thoughts about becoming a pilot and so is letting all her horribly expensive training lapse, and is going into airport environmental analysis.

Pilots are leaving the industry midway through their careers, and other pilots are sitting tight with the knowledge that the grass is no greener on the other side. There is no point in job hopping.

pi l o t s w ho r e d t he ms e l v e s out

Much of the problem is that pilots are just another liability on the airline bean counters’ balance sheet. And so airlines treat pilots badly. A poster on the forum www.avcom.co.za writes, “Pilots used to join airlines and stay there for 30 plus years. They were paid properly and treated well. Then low cost airlines emerged with a ‘treat employees like shit’ business model and it worked because pilots whored themselves out and joined them to get the experience to join legacy carriers where they would be treated like Gods.

Some airlines have adopted the ‘pay to fly model’ where the cost of training is passed on to the new pilots. But young pilots are fast learning that crippling debt and terrible working conditions don’t beat an office career. The avcom poster points out that the loss of experienced pilots is evidenced by the high rate of incidents and exceedances. He reckons that unless there is a serious revamp across the board in how pilots, and indeed all airline employees, are rewarded and treated, there will continue to be a shortage of experienced pilots with the associated consequences. Some of these consequences are reduced safety and increased cancelled flights. 

BUSH PILOT HUGH PRYOR

PART 1

STOP CARDS

The Stop Card System was, I believe, invented by the Dupont Company of the United States of America and it has saved countless lives and countless thousands of injuries. T HAS BEEN ADOPTED by a wide range of companies world-wide as the benchmark of the Health, Safety and Environmental (HSE) movement which has become the new religion of the industrial world. It is essentially a concept which came to the Health and Safety boys at Dupont, as a reaction to a string of painful, pricey and preventable accidents.

Similarly, even a person with my fairly extensive knowledge of things that hurt if they fall on me, can be surprised. On one occasion seven stitches were necessary to staunch the flow of blood from my head. A heavy steel wrench slipped out the hand of Alex, our engineer, who was working, up on the aircraft wing, under which I should not have been standing.

It involves a change in the popular cultural approach to HSE issues. Instead of nervously giggling if you get away with something which should have killed you, it now behoves you to frown upon and condemn such practices as, not only dangerous, but also misguided, possibly stupid, definitely unproductive and sometimes frighteningly costly.

A system of rewards was set up in order to encourage the yous and mes of this world to play the Stop Card Game. When this failed to trigger what was considered to be the appropriate response, a corollary quota system was introduced to expose recidivists to public scrutiny and sometimes ridicule. This quota system, while coercing the less robust members of the community into compliance, had the adverse effect upon the more entrepreneurial, who simply saw it as another example of suffocating Nanny Management.

raised a stop card against our cockpit roof fans

The philosophy of intensive ‘Risk Assessment’ before each task is performed can reveal a high potential (HIPO) for disaster, but unless you know the risks, you cannot assess them. A four-year-old doesn’t necessarily realise that the fascinating shiny silver handle, jutting out from the top of the stove is not something to swing on. The four-year-old does not understand that the silver handle is actually attached to a pan full of scalding water and that to swing on it could be a life-threatening or at best a life-changing experience.

FlightCom: February 2024

If any industry could be considered to be a shining example of HSE in action, it must surely be the aviation industry. When you work in an environment as unforgiving as ours, any mistake can start a chain reaction which could lead to a smoking hole in the ground...surely.

FlightCom: February 2024

Well...yes...to a certain extent I agree. But suppose, for a moment, that you are a commercial pilot, with years of experience and you get somebody telling you that they are ‘Raising a Stop Card’ against you for unprofessional behaviour. Your professional ability is being called into question. Your hackles erect themselves like the quills of a porcupine and you tend to take more than polite interest. You discover that “...you flew all the way from Kabul, in Afghanistan, to Peshawar, in Pakistan, at eight thousand five hundred feet. This is the incorrect altitude, because you were supposed to be following Instrument Flight Rules and your flight level should have been odd thousands of feet, not evens, plus five hundred.”. Okay...you want to find out who the little prick is who thinks he knows so much about aviation, so that you can ‘enlighten him’! Then you discover that he is Swiss and bases his altitude information on a Casio (Japanese) Altimeter Watch. He is ignorant of the fact that the cabin pressurisation affects its readings ...and presumably he is also unaware of the size of the tunnel which they would have to construct, in order to allow a Beech 1900 to fly through the mountains of the Hindu Kush at eight thousand five hundred feet (they go up over 20,000 feet,).....In fact you could possibly feel like opening the door and inviting the gentleman to step outside and experience what that will do to his watch readings...at twenty-five thousand feet. Or am I being unreasonable?

been harbouring for HSE occurred the other day when I was called aside by the head of our client’s HSE Department. He just wanted “...a quick word”. Just to put you in the picture, we were on contract, once again, flying the ubiquitous De Havilland DHC6 Twin Otter for a large multinational oil company which was developing a sizable series of gas fields in the middle of the Sahara desert. We had been involved right from the start of the project and so our advice had been sought, on frequent occasions on matters concerned with aviation. This included such details as the sighting of runways and ground equipment and safety requirements for operations in remote areas of the concession. “Quick words” in these circumstances are seldom quick and are almost invariably harbingers of bad news. So I was expecting the worst.

The more humble and supplicant the report

Well, we had another one the other day, in the Twin Otter. This guy raised a stop card against our cockpit roof fans. “They present a very significant hazard to the Flight Crew and therefore to the safety of the aircraft and its passengers.” He must have been down on his quotas for that week. I reduced him to a stuttering wreck under a withering broadside of cockpit fan certification data, which I managed to glean from De Havilland/Bombardier. His e-mail inbox must have been clogged for days. Another classic antidote to any sympathies I may have

FlightCom: February 2024

“How can I help you, Richard?” I smiled ingratiatingly, hoping to confuse his aim with charm. “Well sorry, Hugh, but one of your passengers is raising a Stop Card against you and your co-pilot.”

“Who is that, then, Richard. Do you want me to have ‘a quick word’ with him?” “Oh no!” replied the Head of HSE, a look of genuine horror flitting across his features. “We don’t want a confrontation. This would be strictly against the philosophy of the Stop Card Programme. I am not here to apportion blame, simply to find a solution to a potentially dangerous situation.” “Well, okay, Richard. Are you allowed to reveal the crime which we are committing? Or would that be an infringement of our accuser’s rights, under the new canon of HSE?” I was smiling much better now. ”Well, firstly, let me tell you what is worrying this gentleman and then we’ll see if there is anything you would like to say in response.”

Stop Cards.

The response to a Stop Card is known as a ‘Backaway’ in HSE-speak. It usually involves paperwork, in the shape of a report, detailing your pathetic excuse for committing the alleged crime and any possible solutions you may be able to cook up as mitigation, before the HSE judge dons his black cap and passes sentence. The more humble and supplicant the report, the more lenient the sentence will be...generally speaking. It might, if the Back-away is sufficiently grovelling, even be reduced to a public humiliation with appropriate gentle character assassination of the culprit, all delivered in the nicest possible way, you understand, because we are not trying to apportion blame here, are we?

“Um...Well okay, Hugh...Now this may sound a little pedantic to you, but this person is a new company employee and he has not flown in the desert before. He has, however, been flying with the airlines for over a year now and he therefore feels qualified to bring the problem to our attention, as I’m sure you agree.” I wasn’t sure, as yet, but I could sense that Richard was expecting an ‘inappropriate’ reaction from me and was ladling oil onto the waters before the white horses started to race in his direction.

white horses started to race in his “Safety First, as you well know, direction

“So, go on Richard. What is our man’s problem?”

has always been our motto,” I replied, trying to capture Richard’s evasive glances....and any little detail which might help us to achieve that goal is very welcome. Where safety is concerned, our office door is always open! So how can we help you.”

FlightCom: February 2024

Richard gave me a furtive look as if trying to assess whether to continue in a conciliatory vein or maybe just to open the flood gates, get it over with and let everything hang out. The latter solution appeared to win. He folded his hands in his lap and leaned forward decisively. “Right, Hugh...well this gentleman has now travelled with you to Camp Kilo on more than two occasions and he noticed that you always land on the right main wheel first. He feels that this dangerous procedure puts undue stress on the right main undercarriage and will lead to its failure, which could have potentially fatal results for both the crew and passengers. He recommends that you adopt the procedure which the airlines employ, (and he stressed that he had witnessed this on many occasions,) where they bring all the landing gears into contact with the runway at the same time, thus spreading the landing loads equally among all the wheels.”

with whom I was dealing, which fortuitously limited my reaction to laptop and paper. “Okay, Richard. I will explain why we have to land with our right main wheel first, and provide you with a solution. I don’t think Senior Management are necessarily going to like it much, but a Stop Card has been raised and obviously we need to address its issues before carrying on with the more mundane business of satisfying Europe’s gas requirements.” “By tomorrow morning, then? First thing?” “I’ll see what I can do.”

get it over with and let everything hang out

Richard looked up, hoping for my acquiescence. “Would you like just to pop your thoughts down on paper for me about this? Then I’m sure we can come up with some solution to the problem...Say by tomorrow morning? We have the Site Managers’ meeting at nine and we like to get outstanding Stop Cards out of the way before we start, in case there are any serious breaches of Safety Regulations which need our immediate attention.” My first reaction was to wonder, secretly, which benighted airlines our nervous passenger had been flying with. Certainly not the ones with any nosewheels left on their aircraft. That’s for sure! Then I had to try and figure out a way of explaining the theory of ‘Cross-wind-landings’ to him without revealing my fervent wish to rip his head off and replace it with the upgraded version which comes with a brain. The problem with that was that I didn’t know

FlightCom: February 2024

wouldn’t it.”

“No rush, of course, Hugh, but it would be nice to clear this up before the meeting tomorrow, because the new air transport contracts will be coming up for discussion and it would be a pity if you guys came out in a bad light because of these little snags,

I suddenly realised that the cockpit fans were still on the agenda, in spite of my robust defence. Maybe our ‘Nervous Passenger’ was none other than the Fan Man and he was smarting from my churlish reaction to his previous Stop Card. My Back-away came in the form of a report, which I will quote to you in full in next month’s continuation of this saga. 

NEWS

WONDERBOOM TO BE LEASED TO PRIVATE SECTOR The Tshwane (Pretoria) Town Council has approved a new operating model for Wonderboom National Airport. ON 10 JANUARY, TSHWANE agreed to a proposal to lease Wonderboom National Airport to the private operator to allow it to “become a catalyst for regional economic growth.” The MMC for Roads and Transport Katlego Mathebe said the airport is an important and strategic asset of the city. “However for decades it has not been able to operate and develop to its full potential in line with sound business practice.” Mathebe said having explored multiple possible solutions, it was found that the best role the government can play is to provide an environment where private sector involvement can enable the airport to operate optimally and realise its full potential. She said the continuous financial investment into and municipal-driven attempts by different past political administrations at the airport have proved unsustainable. “Having looked at different models and sustainable solutions for the airport, Tshwane found the best option is to keep the airport, lease it to an operator and allow the private sector to develop it and the vicinity for the benefit of Tshwane residents.” According to Mathebe, the mayoral committee approved a plan and has tasked city manager Johan

Tshwane Mayor Cillier Brink has agreed to let tthe private sector run Wonderboom.

Mettler to constitute a technical team to oversee the process and secure the services of a transactional advisor to guide it. “The adoption of the new model heralds the potential for the city to attract investment, create opportunities and drive economic growth,” she said. 

FlightCom: February 2024

LAURA MCDERMID

PART 10

IRIS - HER EARLY YEARS.

Iris Joins Sunbird Aviation – Part 1 Laura McDermid continues her stories about Iris McCallum in East Africa. I resigned from my role as a commercial pilot at Air Kenya at the close of 1979 and in April the following year joined a company called Sunbird Aviation based out of Wilson Airport in Nairobi.

HE FLEDGLING AIRLINE WAS started by the 7th Earl of Enniskillen. Andrew Cole, who was born in England in 1942 while his father, who was born and lived in Kenya, was serving in the British army during WWII. After education in England and six years serving in the Irish Guards, Andrew returned to Kenya where in 1972 he became a citizen.

On his return to Kenya, Cole joined Kenya Airways. Andrew and a partner started a charter firm at Mau Narok, a sub county in Njoro, called Sunbird Charters which grew to become Sunbird Aviation. He became a Kenyan citizen and was the company’s managing director between 1979 and 1981.”

moved from the coast up c l o uds b e ga n “Icountry to broaden my horizons to gain more cross border t o c o al e s c e and experience with the added benefit i nt o bi g w hi t e of flying a variety of different Andrew John Gilbraith Cole, 7th aircraft. Earl of Enniskillen was a British f i s t s peer and landowner in Kenya. He was styled Viscount Cole from 1963 to 1989, after which he was a member of the House of Lords until 1999, although he rarely attended. He is a former managing director of Kenya Airways. He was educated at Eton College, and then on 6 May 1961 was commissioned into the Irish Guards, in which he spent five years, rising to the rank of Captain.

10 FlightCom: February 2024

This vibrant company was a magnet for eccentric people, and I met some wonderful characters the likes of WWII veteran Captain Douglas Bird aka Dicky Bird, Captain Paul Pearson an ex Spitfire pilot, and Captain Brian Nicholson, who was the former chief game warden of the Selous National Park.

Brian checked me out on the company’s C402, the Piper PA-23 Aztec and the Italian Partenavia P68B Victor, a high wing twin piston plane powered by two 200 hp Lycoming IO-360 engines which we fondly called ‘the boiled egg’ because, when observed from the front, the aeroplane resembled an egg with wings.

Andrew, Lord Enniskillen, featured as the cover story of East African Aviation.

Many years prior, when Brian was a game warden of the Selous Game Reserve, he had taken me flying in the Tanzania National Park’s C172. We flew up the Rufiji, the largest river in Tanzania, formed by the confluence of the Kilombero and the Luwegu rivers. It flows for about 281km northeast and east to enter the Indian Ocean opposite Mafia Island. On this day we were scouring for the remains of the SMS Königsberg, a light cruiser of the imperial German Navy, most notable for her activities in and around German East Africa (modern Tanzania) during WWI. During the war, from October 1914 to July 1915, the river delta was the scene of a protracted naval operation and the SMS Königsberg was eventually sunk in the delta of the Rufiji by a group of British warships.

was e v e nt ua l l y s unk i n t he de l t a o f t he Ruf i j i This fascinating story is the basis for one of Wilbur Smith's early novels – Shout at the Devil. The story is well covered here -https://www. westernfrontassociation.com/world-war-i-articles/ running-the-rufiji-gauntlet-the-destruction-of-smskoenigsberg/ which writes; “Unable to reach the German warship, the British decided to employ aircraft to either bomb, or at the very least, observe the Königsberg. This was fraught with problems as there was neither aircraft nor pilots

The cover of Andrew Enniskillen's book features the 402 and the 'pointy rocks'. FlightCom: February 2024

PILOTS

The Partenavia P68B looks like a boiled egg from the front.

within hundreds of miles. A pilot and aircraft were located in South Africa and sent north.

w o unde d buff a l o w e r e t he mo s t l e t ha l Quickly commissioned as a sub-lieutenant in the Royal Naval Reserve, Dennis Cutler undertook the first aerial reconnaissance in East Africa. The initial flight did not go well, with his aircraft breaking down. The only way of effecting repairs was to send a warship 200 miles to Mombasa to collect a radiator from a Model T Ford. Nevertheless repairs were made, and the Königsberg was spotted from the air on 21 November. However, because the aircraft being used was grossly underpowered, and could barely get airborne, let alone carry bombs no attack was made on the German warship. Other aircraft were sent, including some Sopwith ‘Folder’ type seaplanes. These were despatched from Bombay in early February 1915. These ‘Folder’ aircraft were equally unsuccessful as the tropical heat warped the wood and melted the

12 FlightCom: February 2024

glue that held the airframes together. Eventually two new Henri Farman and two Caudron landplanes were delivered in June 1915 and a base set up on Mafia Island.” Brian was a visionary, who never shied away from hard work. His tenure as a game warden exposed him to many dangers, of which wounded buffalo were the most lethal amongst the four-legged animals, and poachers the biggest threat on two legs. Having survived close encounters with claws, teeth, horns,

SMS Königsberg was sunk in the Zambezi Delta.

The Rufiji Delta where the Konigsberg was cornered and sunk.

Sopwith Folder No.920 on the beach at Niororo with the engine running.

FlightCom: February 2024

PILOTS Brian Nicholson as chief warden of the Selous Game Park with some Maasai.

spears and bullets, Brian was no girl guide. We flew low above the river, following its twists and turns into the valley which gave life to mimosa trees with crowns as broad as clouds and long creepers and liana that strangled the sunlight and left the riverbank soothing and dark. The earth on the bank was damp and pitted with footprints of game that followed a web-work of the trails to drink at dusk and dawn, leaving their gamey smell in the air. As the sun heated the earth, clouds began to coalesce into big white fists which blossomed into towering columns, the bottoms of which turning slate grey. The once-smooth flight suddenly transformed into a series of bumps and jolts, the soothing hum of the engine replaced by the sounds of pelting rain and the rattle of the airframe. ‘Tighten your belt Iris, we’re in for a rough ride.’ In all the time I’d known him, Brian always appeared calm and composed, never showing any outward signs of distress. Now as I sat behind him, I noticed a nerve on the back of his neck begin to throb in tandem with the rapid rise and fall of the altimeter needle. When we

14 FlightCom: February 2024

eventually emerged through the other end of the storm, the nerve settled down again. I took comfort from the knowledge that a brave man like Brian could still be scared shitless by the elements.  * Extract from Wikipedia

NEWS

KING AIR 200 GETS AUTOTHROTTLES AND AUTOLAND Aftermarket specialist Blackhawk (BAT) has completed Garmin’s first installed Autothrottle/Autolandequipped G1000 NXi Upgrade for a King Air 200. This new technology integrates seamlessly with the G1000 NXi to reduce crew workload, improve safety, and add peace of mind. BLACKHAWK AEROSPACE TECHNOLOGIES says; “BAT is proud to be the first to deliver this exciting new technology to the market,” said Conrad Theisen, VP of Sales & Marketing at BAT. “While King Airs are known for their versatility, they can sometimes be demanding for the crew. Autothrottle and Autoland increase the pilot’s bandwidth for added operational safety.” Garmin’s Autothrottle technology manages power levels in each phase of flight based on manufacturer or

user-customisable settings, including ITT limits. If the system detects an over temp, over torque, or flap over speed situation, it automatically reduces engine power. If the system detects under speed conditions, it will automatically increase engine power. If the crew is unable to land the aircraft, Garmin’s Autoland technology will do so at the touch of a button, delivering added safety in what could otherwise be a catastrophic incident. 

Blackhawk's King Air 200 with G1000 with Autothrottle and Autoland. FlightCom: February 2024

DEFENCE DARREN OLIVIER

BACK TO THE DRC The upcoming deployment of the Southern African Development Community (SADC) mission to the Democratic Republic of the Congo (DRC), designated SAMIDRC, is yet another attempt to address the persistent conflict and instability within the region.

At R122m a year for three, the Rooivalk is expensive to operate.

16 FlightCom: February 2024

T FOLLOWS ON FROM THE United Nations peacekeeping mission that ran for more than twenty years, MONUSCO, and from an earlier failed intervention by the East African Community Regional Force (EACRF). Both were asked to depart by the Congolese government, which has been unsatisfied with external involvement, but also unwilling to follow all the recommendations of those partners, especially when it came to the plan of action for targeting and then neutralising some of the more persistent armed groups, such as the FDLR, ADF, and M23. The latter group, in particular, is resurgent and poses a potent new threat. Long claimed to be backed by elements of the Rwandan security forces, M23 is well-trained and well-equipped, just as it was when it temporarily captured the regional capital of Goma in 2012, before being ejected by a combined MONUSCO Force Intervention Brigade (FIB) and DRC armed forces (FARDC) task force the following year.

However, even though very little information has yet been released on the mission, it’s clear from what has been released, as well as the similar issues that have severely hampered the SADC mission in Mozambique (SAMIM), that funding constraints will cause a significant shortfall in the mission’s preparedness, particularly in terms of air support capabilities. This not only raises concerns about the mission’s potential operational effectiveness, but also underscores a potentially critical vulnerability in its strategic framework and likelihood for success. Air support, consisting of surveillance, rapid mobility, and direct support elements, is not merely an optional element of modern military operations but a fundamental pillar of them, especially in complex and varied terrain such as that of the DRC. The region’s dense forests, vast landscapes, and the highly mobile nature of insurgent groups mean that robust air capabilities for effective area surveillance, quick force deployment, and logistical supporter are crucial in order to have any realistic hope of tracking, containing, and neutralising

Tanzania's H225s are not armed and not available.

FlightCom: February 2024

DEFENCE them. The likely allocation of air assets to SAMIDRC, by contrast, is almost certainly insufficient when benchmarked against these operational requirements, and even the limited assets deployed by MONUSCO, itself often struggling under insufficient budgets. Some support can be provided by the air assets of the Congolese Air Force, which has a handful of Su-25s, Mi-24s, and Mi-8s amongst other types, but serviceability is limited, despite some recent acquisitions. Doctrines are dissimilar from those of most SADC countries, and there has been almost no standardisation and cross-training to allow for unrestricted joint operations. The operational experiences of MONUSCO and SAMIM clearly highlight the critical role of air support in enhancing mission effectiveness and flexibility, and how forces are hampered with their absence. The shortfall in SAMIDRC’s air support capabilities will not only limit its operational scope, but also increase the risk to both mission personnel and civilian populations.

leading to the death of an SANDF Special Forces soldier. SADC appears to be repeating that mistake in the DRC, with what may be much more severe consequences, given the much greater level of insecurity and number of sophisticated armed groups in the region. Unfortunately even if there was enough budget for proper air support, it’s unlikely that any of the contingent countries providing forces for SAMIDRC, being South Africa (which is the lead nation), Malawi, or Tanzania, can provide sufficient aircraft to match. The South African Air Force, for example, which on paper should easily be able to equip this mission from its own fleet alone, is suffering from a severe availability crisis caused by years of underfunding, mismanagement, and the collapse of state-owned Denel.

operating Rooivalks is not cheap

MONUSCO, for instance, could draw on a relatively substantial aerial force in 2013 during the height of its operations against M23: Approximately four Mi-24Ps & four Mi-8s from Ukraine, three Rooivalks & five Oryxes from South Africa, one Mi-26, and a small fleet of Falco UAVs for surveillance. That was over and above what could be provided by the Congolese Air Force. In contrast, when SADC launched the SAMIM mission, an insufficient budget meant it could equip it with far fewer air assets than the mission actually required, amounting to, at most, two Oryx helicopters and one or two light utility helicopters, but often even less. This has had a direct impact on the mission’s operational effectiveness, reducing mobility, preventing effective interdiction and follow-ups, leaving troops with insufficient aerial surveillance support, and arguably

18 FlightCom: February 2024

Of its 39 Oryx helicopters, on average just between one to four have been operational at any given time with availability numbers worsening. Rooivalk numbers are even more dire, with just a single aircraft available at the last count. Two Rooivalks are still deployed at Goma in the DRC for MONUSCO, but have not flown in over a year and there are reportedly no combat-qualified Rooivalk crews to fly them. Moreover, operating Rooivalks is not cheap: According to the last reported costs released by the South African government, for 2017/2018, the United Nations paid R122 million (+- US$6.4 million) a year to operate the three Rooivalks allocated to the mission. It’s unlikely that SADC could afford that alone, especially as the total initial first year budget for SAMIM was just US$12 million. While there’s no announced budget for SAMIDRC yet it’s unlikely to be any higher. Tanzania for its part has a solid fleet of around seven Airbus Helicopters H215M and H225M helicopters, which would be exceptionally useful if they can be deployed. However it has no attack helicopters.

Malawi's SA341B Gazelles are not armed.

Malawi though has only two operational but unarmed SA341B Gazelles, and is unlikely to be able to deploy them. Hope is not a strategy, and when dealing with tight financial and logistical restrictions on a mission, the appropriate response is not to scale down the supporting equipment of the force. The focus should instead shift towards finding strategies to achieve the intended goals with a mission of reduced scope, or to consider foregoing a military approach altogether.

Countries and regions facing significant defence budget constraints, like South Africa, must necessarily adopt a cautious stance towards the deployment of military forces, ensuring that they are allocated efficiently to only the most strategic missions, that risks are managed as well as possible, and that it does not overstretch already overburdened forces. Given all this, it’s worth asking whether launching SAMIDRC is really a wise move at this stage. 

FlightCom: February 2024

Where romance meets nature

Located in South Africa’s Safari hub of Hoedspruit, Safari Moon is a boutique base from which to discover the wonders of South Africa’s Lowveld region. Explore a range of nearby attractions from the famed Kruger National park to the scenic Panorama Route, or simply chose to relax and unwind in nature, making the most of private February piece of Wildlife Estate wilderness. 20 your FlightCom: 2024

CONTACT: bookings@safarimoon.co.za 083 449 5868

FlightCom Magazine

All subjects in the South African fixed-wing and helicopter CPL/ ATPL syllabus, including the Instrument Rating. Two decades lecturing experience. Study anywhere AROUND THE GLOBE.

CPL/ATPL On-line Ground School Includes: • All Theory Manuals • All Course Presentations • All Q&A for Examination Preparation • Theory Summaries for all Subjects. • One-on-One Inter-active Student Support

Some Testimonials: • Jason (CPL course): “Excellent explanations, simple and easy to understand” “Would recommend it to anyone.” • Frans (CPL): “Very entertaining, no spoon feeding here, worth it and money well spent, great tempo and passed 6 subjects in one week… ” • Sean (ATP course): “Great pace, good discussion” - “Well informed on subject matter” • Martin (ATP course): “Application focused – helped me a lot.”

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

Umhlanga Rocks

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

✗ ✗

Ingham

Kenneth

Midrand

011 315 5817

kaingham@hotmail.com

✗ ✗

Marais

Eugene

Mossel Bay

044 693 1470

eugene.marais@medicross.co.za

✗ ✗

Opperman

Chris

Pretoria Lynnwood

012 368 8800

chris.opperman@intercare.co.za

✗ ✗ ✗

Tenzer

Stan

Rand Airport & JHB CBD

083 679 0777

stant@global.co.za

✗ ✗ ✗

Toerien

Hendrik

White River, Nelspruit

013 751 3848

hctoerien@viamediswitch.co.za

✗ ✗ ✗

Van Der Merwe

Johann

Stellenbosch

021 887 0305

johann.vdmerwe@medicross.co.za

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

Cell: Brand Wessels - 073 337 9154 Email: brandwessels63.bw@gmail.com

✗ ✗ ✗ ✗ ✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

FlightCom: February 2024

AFRICA FLYING JEFFERY KEMPSON

PART 2

FERRYING A CHEROKEE 6

THROUGH AFRICA In Part 1 Jeffery recounted how he managed to ‘liberate’ a Cherokee 6 and escape from a crooked AMO in Douala.

NTERING GABON AIRSPACE my friend contacted Libreville, using our real registration, and much friendly French chit chat ensued about not having received our flight plan. But apparently that was nothing new there. After giving our altitude and ETA, we informed ATC that no search and rescue option had been requested, so the flight plan issue disappeared. Then there was further good natured, incomprehensible French banter between them. I landed in refreshingly good visibility, taxied to the ramp, and shut down. It was nice to see the sun clearly after several days of constant grey gloom. We underwent customs formalities without problems.

A little later we crossed the road back to the airport. I paid the landing fees then taxied the Cherokee to a nearby AMO, who hangared the aircraft, and awaited my instructions about trying to reconstitute the ferry system, so I could complete the much delayed delivery flight.

no o ne It was almost Christmas; I had hoped w o r k e d to be home before this and I was in a parlous financial state. dur i ng french friend phoned my hotel a ft e r no o ns My later that evening to announce that

His passport was not stamped as he was in transit, and would shortly be boarding a north bound Boeing 737 back home. Things were very lax at the airport, and though in transit, being a pilot, he was allowed to join me for a celebratory coffee and croissant across the road at the modest Le Gamba beach hotel, where I booked myself in. Then I joined him on the veranda and handed over several more one hundred dollar American Express travellers’ cheques, as well as his one way airline ticket

22 FlightCom: February 2024

home. My adventurous friend told me he was delighted to have exacted vengeance on his employer for all the resentment he’d caused for past transgressions.

he had landed safely back, and driven home without anyone yet associating him with the disappearance of the new Cherokee Six. But he did expect howls of fury the next morning, though he doubted that he could be implicated in the Cherokee’s disappearance. I had a few celebratory drinks that night but was concerned that my phone calls to the aircraft owner in Salisbury were not being answered. I needed substantial funds to replace the money I’d unexpectedly had to spend liberating the aeroplane.

The next morning I walked over to the airport, arriving just as an Affretair DC-8 sanctions busting Rhodesian freighter thundered past on take-off. Looking towards the parking area I saw several tons of fresh, chilled sides of export quality Rhodesian beef being loaded from trolleys into refrigerated trucks. The DC-8 was on its way to Amsterdam. I walked up to the tower and checked on their schedule. Apparently another DC-8 should arrive on Christmas Eve, in two days’ time. I went down to the AMO and asked if they had a price on fixing the ferry fuel system. They told me key staff were about to go on holiday, and a spare ferry tank had to be sourced, but that I should come back a few days after Christmas. Disappointed I went back to the hotel where the manager told me no one worked during afternoons in the capital, as they took a siesta, until early evening, then put in another couple of hours work. I still had no phone contact with the aircraft owner. Then the hotel phone line was damaged by fierce winds.

A couple of days later I met the inbound Afrettair DC-8 freighter, and handed the Captain a hand written note. I asked him to please contact the Cherokee Six owner on his return to Salisbury. The note advised him that I had extracted his plane from the country it was stranded in and the circumstances attached to the liberation thereof. Also, that I was now marooned in Libreville, with diminishing funds, and to please ask if an obliging Afrettair pilot could bring me some cash US funds on a future freight flight, so that I could complete my mission. The next evening a chap at the hotel bar beckoned me over. He unfolded a high/low Jeppesen radio navigation chart of the West African region. On it were pencil lines drawn between Libreville, Point Noir, Luanda, Brazzaville, and other more southerly airports, on what could be construed as my prospective onward routing. More chilling, the American registration of the Cherokee Six was written in ballpoint pen onto a small piece of paper folded into the chart. The man said to me, ‘Be careful my friend, the man who wanted to take your Cherokee Six knows the plane is in Libreville and is paying for information about its movements.’

Harmattan wind dust storm.

FlightCom: February 2024

JEFFERY KEMPSON This was very concerning. I had thought I was now free and clear of his scurrilous ambit. I asked him who the chart belonged to. He replied, ‘I’m not sure. I found it in a drawer in an office in the hangar, where I shall put it back.’ ‘Which hangar?’ I asked. He shrugged, ‘I cannot say.’ He finished his drink, put the chart in his pocket, and left. I spent a miserable Christmas at the beach hotel and drank too much. A few days later I went to the airport again, to meet an incoming DC-8. Happily, I knew the co-pilot well. We had been on the same Commercial Pilot course and flown light aircraft in Botswana. Sadly, he had not brought me any funds. Hearing my predicament, he said, ‘Come with us to Amsterdam and we can sort this out when we get back.’ ‘I’d love to, but I’m expecting funds any day, so I had better stay here.’

I barely managed to pay the hotel bill and went to the airport. The CL44 taxied to the apron, off-loaded and refuelled. I knew the Captain, a taciturn fellow. We had flown general aviation aircraft together on charter flights between Johannesburg and the Okavango Delta. I also knew first hand that he had an aversion to bad weather. So, I hoped we didn’t encounter anything too taxing on the trip to Salisbury. As the autopilot was unserviceable we each took turns flying the big aircraft straight and level in the cruise.

he had an av e r s i o n t o bad w e at he r.

The hotel phone line was repaired, and I managed to speak to my concerned girlfriend in Johannesburg. She was then able to contact the aircraft owner and apprise him of the situation.

He was told that I was demoralised and nefarious people were still intent on getting hold of his Cherokee Six. That I’d now had enough and did not want to wait several more days for the ferry tank system to be replaced. I respectfully suggested he get someone else to complete this delivery. A couple of days after my bleak Christmas, I received a message to present myself later that morning to board Afrettair’s large four turbine engine, swing tail CL44 freighter for carriage to Salisbury. I was almost broke, and overjoyed to hear this.

24 FlightCom: February 2024

Harmattan wind flow.

Several hours later I was pleased to see the Salisbury runway lights gleaming in the clear night air. As the co-pilot, turned onto final approach the Captain berated him for not having the ILS Morse code signal volume turned up for audible identification. The co-pilot did an excellent approach and landing and I clapped my hands loudly in the hope of softening the Captain’s criticism. The Captain turned in his seat and gave me a scowl. I shrugged and looked away, lest I said something rude, after him having given me a free lift. Long after we had been through customs, the Captain continued his abuse of his first officer to all who would listen. I rolled my eyes but managed to thank him for the lift.

A rare photo of Affretair CL-44 TR-LVO with its tail swung open.

This Captain later became a flying inspector with the South African CAA. I made a point of not flying with him.

led to my spending a bleak, almost impoverished Christmas incommunicado in a foreign land, totally unnecessarily.

A friend of the still absent Cherokee Six owner collected me and drove me to a hotel. I recounted all that had happened. I told him that I had sent a note with an Affretair Captain with a request to phone the aircraft owner so that he should send me fresh funds using an Affritair pilot travelling to Libreville, but to no avail.

As a professional pilot, living with hazard as we do, I considered myself to be a higher life form than nonaviation ground staff.

The aircraft owner’s friend shook his head, and said, ‘A Rhodesian security officer was on that DC-8. He took the note from the Captain and said he’d deal with it.’ Yet he hadn’t contacted the owner. I felt a rage, which even now prevents me from reconsidering this presumably deliberate disservice rationally. I know Affretair were not obliged to act as an intermediary. Yet, some white security officer in an embattled country had caused me several days of traumatic aggravation, causing me to think that my message had been delivered, as I waited helplessly for a reply, which

I told the aircraft owner’s friend that I regretted being unable to complete the delivery of the aircraft, but under the sinister circumstances, I was glad to have at least liberated it. I graciously waived my ferry fee. The next day he put me on a Boeing to Johannesburg. I have never been more delighted to return home. A couple of months later Affretair gave me a free ride to Amsterdam on a DC-8. In my suitcase was a King Nav-Comm radio and a roll of duct tape. But that’s a three beer story, for another day.



FlightCom: February 2024

MAF TANZANIA MARK LIPRINI

MAF TANZANIA: HIGH ALTITUDES, HIGHER PURPOSE

MAF SA’s missionary pilot, Mark Liprini, shares a day from his logbook. It was the usual quiet morning in the office. I was in the process of demolishing a delightful hot chapati, to accompany the fresh coffee.

Y LOGBOOKS HAD JUST been written up from the flying earlier in the week, and I was busy working through emails while planning the next few days. Across the way from me, I heard our Ops Manager Emanual (Emma) taking a call. He takes lots of them each day, but something in his tone of voice alerted me. Slowly he pushed back his chair. “This was a call for a medevac from Haydom Hospital. Two mothers with new-born babies with severe birth defects need to get to the paediatric surgeon in Moshi as soon as possible.”

intestines protruding through their stomach wall; well, that is how the nurse has just described it to me,” Emma replied. “I’m busy gathering more information on their weights, who needs to accompany them, and how we get them to Moshi from Kilimanjaro airport,” he continued.

a C20 6 w i t h ni ne pe r s o ns on board

“How new-born are they, and what sort of defects?” I asked, mentally calculating flight times, distances, refuelling, and drop-off times, thinking about the weather and the payloads, and glancing at the office clock to see if we could still pull it off that day. “Both were born yesterday, and they have part of their

26 FlightCom: February 2024

“Wait, is Moshi still closed? The Notams say that the repair work has been completed.” “No, I have just called them, and they are still definitely closed to flights until next month.”

“Ok Emma, you continue running those numbers, and I will work out a last take off time; confirm our routing is Arusha-Haydom-Kili and back home to Arusha? “Sawa sawa”. He grinned and grabbed the phone, while I clicked

Jill Megson.

Mark Liprini takes off in the MAF Cessna 206.

open our flight planner on my laptop and furiously started crunching numbers. I looked up. “Hey Emma, we have to do Peter’s route check this week; see if you can get enough available payload so he can join this flight as his route check, please?” Peter Griffin had heard the conversation from the adjoining office and stuck his head around the door. “Are we going flying, boss?”

By 13:50, we were in Cessna 206, 5H-PTL, heading for Haydom Hospital. We sent Emmanual our ETAs and asked that the patients be ready at the airstrip when we landed, and that they ensured that the airstrip was clear of livestock and people when we arrived. He confirmed that all the above had been done and had already been confirmed by the hospital authorities. In MAF parlance, a route check is an annual flight test where the pilot being checked has to demonstrate their ability to conduct a normal operational flight to a MAF check pilot. Their entire performance is observed, from gathering information before the flight, to putting the aircraft to bed at the end of the day.

no t hav e s ur v i v e d “Emma, our last take off time is 13:50 local time, which means Peter t he j o ur ne y During the flight they would also be “Affirmative. Are you ready for your route check, buddy?”

and I need to be at the airport by 12:50 latest, leaving the office by 12:00 latest so we can swing by our homes to get changed, and down to the airfield in time. On a scale of one to ten, how certain is this medevac?”

He glanced up from his screen, “It’s a definite nine. All they are worried about is how to get the babies from Kili to Moshi.” “Ok, I will print the paperwork and Peter and I will leave right away. Rather, we get to the aircraft, and it’s called off, than we run late. We have to have the aircraft back in Arusha by tonight for tomorrow’s early flight.”

presented with various hypothetical emergency scenarios to discuss as they are flying. Today’s emergency scenarios were going to be for real. Peter had to consider how he would handle the nature of the medical emergency – fly high or low?

We were going to be potentially over our landing weight at Kilimanjaro; how would he deal with that? How was he going to strap in the moms with their delicate newborn babies? How was he going to deal with the forecast low clouds and potential afternoon rain? Timewise, how was he going to make our last landing time at Arusha?

FlightCom: February 2024

MAF TANZANIA Mark Liprini and Peter Griffin in the fully loaded MAF Cessna 206.

We landed at Haydom, but had to wait on the runway while an errant flock of goats and sheep were chased off the runway so we could taxi in and shut down. The ambulance driver was there in his shiny new ambulance. “Where are the patients?” asked the two pilots, trying hard to keep their smiles. “Oh, do you want me to fetch them now?” he asked, with a cheerful grin on his face. While we waited, two young doctor interns arrived at the airfield, so Peter grabbed the opportunity to ask their advice about flying the babies. High and smooth, or low and bumpy? Ten minutes later, the ambulance came careering back along the rough dirt roads with four adults. Three mothers with babies and an accompanying nurse. It turned out that another baby with similar birth defects had just been born while we were en-route, so they elected to put her on the flight as well. We looked at each other. “You know I am going to

28 FlightCom: February 2024

be about 20 kg over landing weight at Kilimanjaro, right?” Peter said. “Yep. So what are you going to do to manage that?” We briefly discussed some options, then carefully strapped the moms and babies in and got airborne for Kilimanjaro airport. The C206 that we fly has only six seats, but air law allows for newborn infants to be carried on laps. Today, we made a memorable call to base: “Fox Fox, PTL airborne Haydom with nine persons on board”. As we flew to Kili, navigating the terrain, dodging some mild weather and easing through some turbulence, Peter was hard at work managing the fuel consumption and using other tricks up his sleeve to get ourselves down to landing weight by our ETA at Kilimanjaro Airport. The anticipated strong headwind had died away, so he had to get creative. Looking back, we could see that the moms seemed to be okay, with the nurse in the back seat giving us a huge smile and a thumbs up. As we got close to Kili,

still a few kilograms above landing weight, with Peter working hard to reduce the fuel load, we heard from the tower.

A MAF Cessna Caravan at a remote Tanzanian airstrip.

“Kili tower to PTL.” “Go ahead, Kili.” “Can you expedite your approach, or will you take #2 position to faster traffic?” “We will take #2, thank you.” “Copied that; plan to do two orbits on the downwind of runway 09.” As Peter expertly eased the aircraft onto the runway, conscious of the fragile babies and moms in the back and the fact that we were at or very close to the max landing weight, we realised that we had landed exactly at our maximum landing weight, or maybe one kilogram under. The marshaller understood our need to get back in the air ASAP, and he personally escorted the moms, babies and nurse through the terminal buildings to the waiting transport outside, while we scrambled to get ourselves back in the air to avoid spending the night in Kilimanjaro. We squeaked into Arusha about 15 minutes before our last landing time! An amazing day, being able to save those moms and babies a horrid seven or eight-hour journey in a Landcruiser over really bumpy roads. The doctors were pretty certain that at least one of those babies might not have survived the journey. Instead, they had a 1.3-hour flight, mostly smooth, followed by a one-hour drive over fairly good roads to get to Moshi. It’s these things that we really enjoy — playing a small part in saving lives and just being part of the Kingdom for these moms, the babies – and the nurse.

FlightCom: February 2024

MAF TANZANIA

For those readers who wondered how a C206 could have a max landing weight lower than its max takeoff weight.

FAA Aircraft Certification Service

SPECIAL AIRWORTHINESS INFORMATION BULLETIN

SUBJ: Leveling and Weighing: Maximum landing gross weight limitation for SAIB: Cessna U206F, U206G, TU206F, TU206G series airplanes equipped with Flint Date: Aero STC SA4366WE

CE-09-39 July 7, 2009

This is information only. Recommendations aren’t mandatory.

Introduction This Special Airworthiness Information Bulletin (SAIB) provides safety information to owners and operators of Cessna U206F, U206G, TU206F, and TU206G series airplanes equipped with Flint Aero wing tip tanks installed in accordance with Supplemental Type Certificate (STC) SA4366WE as it relates to a maximum landing gross weight limitation. At this time, this airworthiness concern is not considered an unsafe condition that would warrant an airworthiness directive (AD) action under Title 14 of the Code of Federal Regulations (14 CFR part 39). Background Cessna 206 series airplanes equipped with STC SA4366WE have a higher approved gross takeoff weight. The maximum landing weight remains unchanged. The Flint Aero Airplane Flight Manual Supplement (AFMS) Revision A for Cessna U206F, U206G, TU206F, and TU206G series airplanes lacks clarity in defining the maximum landing gross weight limitation. FAA approved the Flint Aero AFMS Revision B dated November 12, 2008 for the affected Cessna 206 series airplanes. It documents the maximum landing gross weight limitation. Recommendation The FAA recommends that owners and operators of the Cessna U206F, U206G, TU206F, and TU206G series airplanes equipped with Flint Aero STC SA4366WE comply with the maximum landing weight limitation as defined in the Flint Aero AFMS Revision B or later FAA approved revisions. For Further Information Contact Dara Albouyeh, Aerospace Engineer, FAA Los Angeles ACO, 3960 Paramount Blvd., Suite 100, Lakewood, CA 90712, telephone: (562) 627-5222, fax: (562) 627-5210, Email: dara.albouyeh@faa.gov. 

30 FlightCom: February 2024

NEWS

PHILLIPS 66 FUEL SUSPENDS UNLEADED AVGAS In a potentially major setback for general aviation, Avgas supplier Phillips 66 has “paused” evaluation of its unleaded avgas alternative after a major test failure. HOWEVER PHILLIPS SAID, “Phillips 66 is committed to its vision of developing an unleaded aviation fuel offering and is currently evaluating this product’s development and all viable alternative options.” The Phillips/Afton fuel was powering a Lycoming engine in a test cell on a 150-hour endurance test and the engine failed due to a buildup of manganese deposits that fouled the spark plugs and/or caused preignition.

Although the Phillips/Afton entry has quit, there are still three contenders in the unleaded avgas evaluation. LyondellBasell/VP Racing Fuels is also going through the a process which involves the evaluation of the fuel by the FAA with the goal of earning “fleet authorization” as a universally acceptable fuel for spark ignition piston engines. Swift Fuels is seeking STC approval for its 100R fuel and General Aviation Modifications Inc. has already received STC approval for its G100UL fuel for virtually all gasoline engines currently in use by aircraft in the U.S. 

Phillips 66 has quit testing its unleaded Avgas. FlightCom: February 2024

Fl y L e a rn t o

FROM NPL THROUGH TO CPL

Accommodadtion Aircraft/Heli Sales Club Facilities Drones

Microlights & Ferry Flights

FAX NO

Single Engined Multi Engine Night Rating IF Rating Instructors Rating Simulator Training Conversions CPL Theory CPL Practical Helicopter Training Tail Draggers Pilot Shop Conferences Hire and Fly Charters Aerobatic Training Beginners/Advanced Gyro-Copter Training

CODE TEL NO

Do it in style! Turbine - GS Training Ab-Initio Training

NAME OF SCHOOL

with Us

BEAUFORT WEST AIFA

(044)

272 5547

info@aifa.co.za

(011)

914-5810

083-292-0978

(031)

571-6600

www.starliteaviation.com

(043)

736-6181

086-516-8475

AIFA

(044)

272 5547

info@aifa.co.za

Savannah Helicopter Training

(044)

876-0096

Superior Pilot Services

(011)

805-0605

805-0604

Alpi Flight Academy

(082)

556-3592

086-605-8948

j j jjjjjjj j j

BRAKPAN BENONI FABB Titanium Air DURBAN Starlite Aviation Training Academy

j j jjjjjjj j jjjjj j jjj

jjj j

EAST LONDON Border Aviation Club

j jjjjjjj j jj

GEORGE AIRPORT j j jjjjjjj j j jjj

GRAND CENTRAL KRUGERSDORP

LANSERIA AIRPORT / RANDBURG

j j jjjjjjj j jj j jjjjj

jjj

j j j

j jj

j j

j jj

Aeronav Academy CSA Aviation Skyhawk Aviation MOSSEL BAY Starlite Aviation Training Academy

(011) (011) (011)

701-3862 701-3835 701-2622

701-3873 www.cirrussa.co.za 701-2623

j j jjjjjjj j j j j jjjjjjj j j j j jjjjjjj j j

(044)

692-0006

www.starliteaviation.com

j j jjjjjjj j jjjjj j jjj

Johannesburg Flying Academy

(064)

756 6356

Algoa Flying Club

(041)

581-3274

086-461-7067

Johannesburg School of Flying (011) U Fly Training Academy (011)

827 9827 824-0680

info@jsf.co.za 390-1738

Bird Aviation

(016)

556-1007

info@birdaviation.co.za

Desert Air (PTY) LTD

+264

61 228101

+264 61 254 345

j j jjjj

Blue Chip Flight School Loutzavia Legend Sky Powered Flight Training Vortx Aviation Training

(012) (012) (083) (078) (072)

543-3050 567-6775 860-5225 460-1231 480-0359

543-1826 543-1519 086-600-7285 086-666-2077 086-524-0949

j j jjjjjjj j jj j j j j j jjjjjjj j j jj j j j jjjjjjj jjj j j

j j j

jjj jjj jj j

jjj jjj

j j

PANORAMA

PORT ELIZABETH RAND AIRPORT

VEREENIGING AIRPORT

WINDHOEK - EROS AIRPORT

jjj

jjj j

j jjjjjjj j j

jj j

j jjjjjjj j j j j jjjjjjj j j

jj j j jj

j j

j jjjjjjj j j jj

jjjjj j jj jjj j jj

jjj jj

w w w. b a l l o o n . c o . z a

j j

WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA

w w w. a l p i a2024 viation.co.za 32 FlightCom: February

jjj

j j

CHARTER

Dangerous Goods

V.I.P

CODE TEL NO FAX NO NAME OF CHARTER easury | Working Capital | Asset Management | Wealth

Hangarage

Export Docs & Clearing

Lodge Transfers

Line Inspections

Security Based (armed)

Aircraft Leasing

Aerial Photography

Maintenance

Surveys

Aircraft Sales

Contracts

Safari Charters

Special Events

Helicopter

Freight

Long-Range

Biz-Jets

> 20 pax

< 20 pax

DIRECTORY

BRAKPAN FABB Titanium Air

(011)

914 5810

083 292 0978

jjj

ExecuJet South Africa

(021)

934 5764

934 2087

jjjjj

jjjj

Streamline Air Charter

(011)

395 1195/8

jjjjj

(031)

564 6215

564 6222

jjjjjj

(011)

805-0652/82

805-0649

Batair Cargo

(011)

659 2000

701 2253

Comair Flight Services (Pty) Ltd

(011)

540 7640

www.flycfs.co.za j j j j

ExecuJet South Africa

(011)

516 2300

659 2520

Majestic Air Charters

(018)

632 6477

Out of the Blue Air Safaris

(011)

701 2653

082 905 5760

Swift Flite (Pty) Ltd

(011)

701 3298

www.swiftflite.co.za

jjjjj

CAPE TOWN jjj

jjjj j

DURBAN KZN Aviation

GRAND CENTRAL Pambele Aviation

LANSERIA AIRPORT j jj

jjjjj j j

j j

jjjjj

jjjj

jjj

jjj jjjj

OR TAMBO INTERNATIONAL Fair Aviation (Pty) Ltd

(011)

395 4552

395 4244

jjjj

Federal Airlines

(011)

395 9000

086 667 1789

jjjjjjjjjj

jjj

Streamline Air Charter

(011)

395 1195/8

jjjjj

(012)

566 3019

RAND AIRPORT FlyFofa Airways

www.flyfofa.co.za

WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd

(+264)

6440 3575

info@scenic-air.com.na

WONDERBOOM AIRPORT - PRETORIA Flyjetstream Aviation

(012)

543 0060

(083) 279 7853

jjjjjjjjjjjj

jjj

jjjj

Maverick Air Charters

(012)

940 0320

086 648 2690

jjjjjjjjjjj

jjj

Powered Flight Charters

(078)

460 1231

086 666 2077

jjjjjj

www.merchantwest.co.za

Companies in the Group are licensed and authorized FSPs FlightCom: February 2024

AMO LISTING AMO 1427

www.skysourcesa.com

South Africa

Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint Interior Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments

PTY

NAME OF AMO

CODE TEL NO

Erwin Electrical Solutions t/a AES

(021)

934 5373

ExecuJet South Africa

(021)

934 5764

Ultimax Aviation (Pty) Ltd

(072)

878 8786

BAC Aviation

(035)

797 3610

797 5341

Astwood Aircraft Electrical

(011)

315 9605

315 0094

Superior Rotorworx

(076)

595 2120

(082)

346 0150

Erwin Electrical Solutions t/a AES

(021)

934 5373

ExecuJet South Africa

(011)

516 2300

Gem Air

(082)

905 5760

Guardian Air Maintenance

(011)

701 3011

Lanseria Aircraft Interiors

(011)

659 1962

Plane Maintenance Facility

(011)

659 2204

SkySource International SA

(011)

900 4300

The Propeller Shop

(011)

701 3114

086 543 7988

Tynay Aviation

(082)

088 6663

011 659 1157/8 j

Diepkloof Aircraft Maintenance

(083)

454 6366

Aircraft Maintenance International Leading Edge Helicopters cc

(013) (013)

741 8221 741 5582

Ferreira Aviation

(051)

451 1682

Nevergreen Aircraft Industries Star Air Maintenance

(010) (011)

003 3747 395 2201

(011) (011) (011) (082) (011)

827 7535 827 2491 383 2024 445 4496 827 6638

CAPE TOWN

DURBAN

FAX NO

jjjjj

934 2087

jjjjjj

jjjj

jjj

GRAND CENTRAL AIRPORT j jjjj

jjjjjjjjjjj

KRUGERSDORP Skyworx Aviation

086 697 9096

jjjjj

jjjj

LANSERIA AIRPORT

CAPE WINELANDS AIRPORT NELSPRUIT

NEW TEMPE BLOEMFONTEIN

OR TAMBO INTERNATIONAL AIRPORT RAND AIRPORT

jjj

011 659 1071

jjjjjj

011 701 2653

jj pmf@myconnection.co.za

jjjj

jjj

jjjj

jjjjj

jjj

j j

jjjj

082 787 0415 741 8188

jjj

jjjj

451 1683

manager@nevergreen.co.za

973 4761

827 9896

lyn@aviationrebuilders.com

jj j

Aerospace Electroplating Aviation Rebuilders CC Clifton Electronics Dynamic Propellers Skytrim

086 689 5645 086 548 2651 www.skytrim.co.za j

jjj

jj j

j j

jjj

Skysource International SA, Hangar 203, Lanseria International Airport 34 FlightCom: February 2024

+27 10 900 4300 • +27 72 036 3433 CALL US NOW FOR ALL OF YOUR AVIATION NEEDS!

NAME OF AMO

CODE TEL NO

FAX NO

info@skysourcesa.com

Composite Manufacturing

AMO LISTING

RAND AIRPORT CONTINUED Emperor Aviation

(082)

497 1701

FLYONICS (Pty) Ltd

(082)

686 2374

michael@flyonics.co.za

Heli-Afrique cc

(011)

827 8632

086 503 1870

(083)

736 3969

086 508 6010

083 744 3412 082 565 2330

jjjj

jjjjjjj

j j

jjj

j jj

jjj

SPRINGS AIRFIELD Legair Maintenance

WONDERBOOM AIRPORT - PRETORIA

208 Aviation Aerocore Aircraft Maintenance @ Work Pty Ltd Aerotric Aero Engineering & Powerplant AviSys Aviation Systems Avtech APCO Pty Ltd Breytech Aviation cc Propeller Centre cc

(012) (012) (087) (012) (083) (082) (012) (012) (012)

110 4033 567 3443 802 1347 543 0948 442 5884 749 9256 543 0775 567 3500

aerotric@aol.com

543 9447 086 618 6996

jjjjjjjjjj

jj jj

j j

567 3630

j jj

jj j

086 643 0122

jjjj

jj j

jjj

567 1689

jjjj

jjjj j

NIGERIA - MURTALA MUHAMMED INTERNATIONAL AIRPORT ExecuJet Aviation Nigeria Ltd

+2341 295 5110

jjj

JOHANNESBURG F Gomes Upholsters

(011)

614 2471

614 9806

(012)

689 2007

086 211 469

jjjjjjj

PRETORIA M&N Acoustics Services Pty (Ltd)

AIRCRAFT MAINTAINENANCE AND REFURBISHMENT QUALITY IS OUR PASSION WE SPECIALIZE IN: Pilatus PC-12 Beechcraft 90 Series Beechcraft 200 Series Beechcraft 350 Series Beechcraft 1900D Series Cessna Caravan C208 Series Aircraft

info@skysourcesa.com +27 10 900 4300 • +27 72 036 3433

FlightCom: February 2024

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

36 FlightCom: February 2024

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 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

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

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

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

Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com

Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com Top Flight Academy Nico Smith 082 303 1124 topflightklerksdorp@gmail.com

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

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

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 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

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

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 Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com 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

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com

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

Ultimax Aviation (Pty) Ltd Aristide Loumouamou +27 72 878 8786 aristide@ultimax-aviation.com www.ultimax-aviation.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: February 2024