Flightcom Magazine November 2021

FlightCm African Commercial Aviation

Edition 156 | November 2021

Ysterplaat AFB

– to become low cost housing?

Mike Gough

– Going fishing!

The future of African aviation 1

FlightCom: November 2021

Hugh Pryor

– Home sweet home

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CONTENTS

TABLE OF

Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear Patrick Tillman

NOVEMBER 2021 EDITION 156

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Bush Pilot - Hugh Pryor Airline Ops - Mike Gough Defence - Darren Olivier New Appointments Airshow China 2021 AME Doctors Listing Airlines Boeing Report OR Tambo Aviation Companies Guide Bizjet & Commercial Jet Guide Starlite Directory Atlas Oil Charter Directory AEP AMO Listing Backpage Directory

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A NOTE FROM

THE EDITOR: AFRICA IS HOME to around 1,3 billion people, the majority of whom are being systematically underdeveloped by the failure of their economies to grow at a rate that keeps up with the population growth rate.

now and 2035. “Africa has healthy opportunities to expand travel and tourism, coinciding with increasing urbanisation and rising incomes,” Randy Heisey, Boeing managing director of Commercial Marketing for Middle East and Africa said.

The impact of the Covid-19 pandemic has seriously impacted the ability of the African air transport industry to meet the economic growth needs of the continent’s emerging middle class population.

Africa has the oldest aircraft fleet with an average of 16 years, compared to the global average of 11 years.

This fleet will need replacing sooner rather than later.

Boeing thus forecasts that Africa’s airlines will require 1,030 new aircraft by 2040, valued at $160 billion plus aftermarket services such as manufacturing and repair worth $235 billion, enabling growth for air travel and economies across the continent.

With its uneven playing field due to state subsidies and the associated protection of flag carriers, Africa has one of the most difficult environments for airlines to succeed, as evidenced by the high failure rate. As a result, the challenges faced by the airlines have impaired airline connectivity in Africa. The consequences of limited air connectivity have been shown to impact trade, both in terms of cargo, and in the supply of skills (passengers).

Africa will require 1,030 new airliners by 2040

In October Boeing presented its Commercial Market outlook which posits that Africa’s gross domestic product, which declined last year due to the Covid-19 pandemic, will regain its 2019 level in 2021. Boeing points out that African private consumption has proven remarkably resilient.

Even more significantly for airline travel, the continent’s working age population, which numbered 540-million in 2015, is expected to reach 1.6-billion by 2040. For comparison, China’s working age population in 2040 is forecast to be 809-million, and that of India, 980-million.

The key to airline growth projections is that the number of African households in the middle-income band is predicted to grow by about 90% between

The good news is that Africa’s strong, long-term growth prospects for commercial aviation are closely tied to the continent’s projected 3% annual economic growth over the next 20 years.

Initiatives such as the African Continental Free Trade Area and Single African Air Transport Market are expected to stimulate trade, air travel and economic cooperation. Additionally, the region’s middle class and working population is projected to double by the end of the forecast period, driving increased demand for air travel, according to Boeing.

Airline transport linkages are key to developing the trade which underpins economic enterprise as, due to the inadequacy of road and rail linkages, airline connectivity is expected to bridge the transport gap.

Thus, the growth prospects of the African airline industry can be considered relevant to the wellbeing of around one billion people.

It is therefore very heartening that the Boeing forecast anticipates such a strong recovery in the African air transport industry. 

BUSH PILOT HUGH PRYOR

Where is ‘home’ for you? Have you got some place to which you look forward to returning, with warm anticipation? Somewhere where you can unpack, lay back and forget about tomorrow? A little warren which smells familiar and greets you and cherishes you like a long lost friend?

EARS AGO, BEFORE I GOT married, I used to think that ‘Home’ was wherever my Mum was. Now that I’m married and independent of the family nest, I tend to think that the roof over the pillow where my little ‘Dragon’ parks her head at night is the place I would like to call home.

Y

Pilots often have a problem identifying a place where their roots have had time to take. A bit like those ‘who go down to the sea in ships.’ That’s not very good for marriages either. I have been very lucky, in that my particular Dragon has stayed by me, through firings and furloughs, for over twenty-five years. I frequently wonder why. It can’t be the security, that’s for sure!

That means that she and I have quite a few ‘homes’ around the world. We’ve got an apartment in England, a house in Kenya, where I am sitting at this moment, in-laws in Durban, South Africa, close friends in Austria, who encourage us to treat their house as our home and more of those sorts of people in Australia. In other words, we are more lucky than we probably deserve... in the home department, anyway.

There are many, too many, people around who don’t even have a pillow, let alone a roof under which to put it.

The ‘better half’ does not have to be in residence for feelings of homeliness to be present. There are several rather unlikely places I can think of which have represented home for me, over the years…a crumbling Royal Chateau in amongst the high plateaux of Tigray Province of Ethiopia, during the great Famine of 1985/87, for example…or a little box on wheels in the middle of the Sahara in Libya…or a shrapnel-pocked old family home in Huambo, in the war-battered central highlands of Angola.

a great wall of white dust came rolling in

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And talking about wives - what’s the similarity between marriage and the story of the three little piggies & the big bad wolf? You don’t know? Okay…They both start with a lot of huffing and puffing and end up with you losing your home.

I think it’s the people who make it feel like home. You can be in the most sophisticated accommodation in the most beautiful area in the world, and the other people are arrogant twerps. Well, you’re not going to consider that ‘home’ are you?...unless you are an arrogant twerp, yourself, that is.

There are quite a lot of people around, even acquaintances of mine, who understand the relevance of that little joke. And a lot of them are pilots.

On the other hand, you can be at the other end of the same world, in primitive conditions, working till you drop, but with a great bunch of companions and every

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night, when you get back there, feelings of warmth and welcome radiate out and grab you, remarkably like home, without a little Dragon, of course. Funny isn’t it?

Some of my more unusual ‘homes’ were in Yemen, which is arguably the very cradle of western civilization.

Many of the Old Testament stories and the Adithi of Islam took place there. Yemeni culture spread, through trading in spices, gold, ivory and slaves, from the Far East to the coasts of East Africa, from Sheffield in England to the palaces of Saudi Arabia. Sindibad, the sailor who, more than seven hundred years ago, traded all the way to China in a tiny Arab Dhow made of Murihi wood bound together with coconut coir and anti-fowled with Shahamu shark oil mixed with lime, hailed from these barren shores. So peaceful were its people that their cities were not even fortified.

It has had its fair share of problems since then, however. Aden, the old capital of South Yemen was known as the whore of Arabia. She was taken by Queen Bilqis, the Queen of Sheba, who built her historic water system in the old crater which encircles the ancient Arab Quarter. The Ottoman Empire had a short brutal affair with her. The British had a very soft spot for her, for over a hundred years and the Russians raped her. I just lived there.

the concession where we were operating.

However, by the time we got there, the Russian military mantle was quietly being withdrawn, as the Soviet empire began to crumble. The Saudis had promised citizenship to any of the Bedoui who would support their claim to the plateau. The citizenship was reportedly backed up by substantial financial benefits to anyone who was interested. By all accounts, quite a lot of the Bedoui, who didn’t see the point of borders anyway, were keen to avail themselves of the financial side of the deal, even if it meant planting a few little ‘markers’ around to discourage the communists from ‘invading Bedoui Territory’. As it turned out, the ‘markers’ were of the explosive variety, as we were later to find out.

We kept the aircraft almost inside the laager formed by the camp trailers at Minwach, because the Saudi border patrols used to race past our camp, every night, forty kilometres inside what we thought was our border, and let off a hail of 50 cal. over our heads as they went. Every eighth round was dipped in phosphorus to make it sparkle as it left the barrel of the jeepmounted machine guns. These tracer rounds made a very impressive pyrotechnic display for us to watch, as we sipped our Becks beers of an evening. They looked quite dodgeable too, until one remembered that there were seven rounds hidden between each of the sparklers.

Every eighth round was dipped in phosphorus

One of my ‘homes’ in Yemen was a little three compartment trailer, about one third the size of a European railway carriage. I was flying my old friend, the Pilatus Porter, for an excellent Swiss Utility Aviation Company, in support of a French seismic survey outfit called La Compagnie Général de Geophysique, or CGG to its friends. We were situated in the north of South Yemen, where the Saudi border slopes up from south west to north east. Our camp was at the bottom of a barren escarpment near an old well known as Bir Minwach. The desert plateau, nearly a thousand feet above us, stretched away to the east, excoriated by dozens of wriggling dry canyons and inhabited by wandering Bedoui nomads.

That border had never been properly defined, particularly in the area where we were prospecting.

The Saudis claimed large tracts of South Yemen, right down as far south as the fabled Wadi Hadramaut. Only the presence of substantial Russian support for the South Yemeni Army discouraged Saudi incursion into 8

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After some days of this intimidation, it was decided that discretion was the better part of valour, and we withdrew south west, down the edge of the escarpment to another old water well at Bir Zamak. We would stay back at Minwach, with the aircraft, and cover the retreat, just in case there were any mishaps. It was then that the weather joined in the fun.

Just after myself and Werner, our engineer, got airborne in the PC-6 from Minwach, a great wall of white dust came rolling in, out of the north west and engulfed the whole area. It was moving so fast that we were enveloped before I realised what a challenge it represented. The turbulence, exacerbated by the ferocious winds and the proximity of the escarpment was frankly intimidating. I shouted to Werner to keep an eye out for anything solid-looking which appeared to be coming dangerously in our direction from his side, while I strained every optic nerve-ending to decode the visual messages swirling at us through the

dust in my half of the windscreen. Directly below us we could make out the scrubby thorn bushes as they scudded past close beneath us.

Quarter. I wrapped the flaps away as quickly as I could to kill the lift and just kept flying her, although we were, in fact, already on the ground.

Our saving grace was that it was a very short flight, only a matter of ten minutes or so, and some of the trailers would already be in place when we got there.

If we couldn’t find Zamak, we could always climb to altitude, pick up the Riyan VOR and chicken out.

We had lots of fuel. Mind you, the beer in camp was imported and free, which narrowed the options to a certain degree.

“Werner!” I shouted, “Could you hop out and get a couple of vehicles for us to tie Golf Alpha to.

Otherwise we’re going to lose her.”

“There they are!” shouted Werner, “We’re right over the top of them!”

I hurled the plane around to the left and just caught sight of the mess trailer as it dissolved away into the storm. We could still see the ground directly below us and I shouted to Werner to give me a yell if he lost ground contact. He nodded with a grin.

He appeared to be enjoying the show. I have to admit that, with success almost in the bag, I was having fun myself.

The wind tugged urgently at the aircraft, as if to reinforce my message. Werner nodded vehemently and stuck up a thumb. “I’ll keep the engine running, so that I’ve got control of her. If you can come up round the back with the vehicles, then you can secure her before I cut the engine. But MIND THE PROP!” Another thumb was raised, and Werner dived down into the cabin, before hauling the door back and disappearing into the howling dust.

the blood was, in fact, rain and the rain was mud

We straightened up on a north-easterly heading, which I reckoned should take us back towards the mess trailer. I had flaps down, the prop in fully fine pitch and landing checks completed, so that I could seize any opportunity to put our friendly bucking bronco on the ground. We were almost hovering. Both of us were instinctively fighting the controls against the buffeting we were getting off the rocky crags the other side of the camp. Frequently we were forcing the stick to full deflection just to stay the right way up.

Hard work?…yes!…extreme entertainment?...None better!...Adrenalin rush?...Absolutely!

Suddenly an anomaly appeared out of the milky wall up ahead. The mess trailer materialised out of the murk. A little shiver of elation tickled my diaphragm.

We were not going to Riyan. The beer would be free tonight.

We were now travelling so slowly into the wind that it was a question of whether we would ever get as far as the mess for that beer, so I pulled off the power and the old girl just gave up and settled into the soft dust by the wall of the trailer.

We were down. Now to try and prevent the heroine who had delivered us to this new ‘home’, from being rolled up in a ball and blown away into the Empty

The tail was lifting off the ground as I sat there, flying the old girl with the main wheels on the ground. I wondered idly whether I should log this and, if so, how? It was definitely Quality Time, if not actual Flying Time.

I was not left alone for long. The first indication that we were safely attached to Terra Firma was when Werner’s bearded face appeared at my window, like a Wagnerian wraith. He was slicing his throat with a knobbly right index finger. I switched off the generator, feathered the prop and pulled the fuel lever back into Idle Cut-off, to kill the engine.

The silence of spool-down, which normally accompanies that manoeuvre, was broken by the thunder of the wind and the thrashing of the sand as it stampeded past the plane, seemingly spooked by whatever was to follow.

I decided to wait and see what this wild weather had to offer. The others had anyway run for cover, after lassoing the lift struts to a couple of Land Cruisers.

Suddenly there was a loud tapping at the windscreen.

I looked up, expecting the wraith to have reappeared.

For perhaps two nanoseconds, I was convinced that there were large drops of blood, splattering onto the plexiglass. In that tiny space of time I had a chilling nightmare that Werner had not heeded my warning about the propeller. Then I realised that the engine was not running and that the blood was, in fact, rain and the rain was mud. 

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AIRLINE OPS MIKE GOUGH

GON E

FISHING Prior to the world losing its marbles over a particular ‘flu strain, the Federal Aviation Administration (FAA) had some interesting stats, that the International Air Transport Association (IATA) concurred with.

I

T WAS CALCULATED THAT by 2024 around 42% of the entire US Airline Transport Pilot workforce would have retired (pre-madness).

That in itself is a somewhat scary statistic. As airlines around the world have subsequently been caught up in something that they had no real contingency plan to deal with, short term panic replaced long term sensibility, and workforces were slashed while aircraft were grounded.

This effectively kicked that 2024 tin can closer into view, as thousands of over 55 age group pilots and technical staff were told to go fishing.

One additional problem that was not specifically planned for is that a lot of the newly settled-in fishermen have no intention of returning to the highly demanding arena of airline flying.

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Despite keeping myself busy in the A320 simulator, doing regular licence revalidations for ex-colleagues in the same boat as me, I am without a doubt on the back foot so to speak in terms of competency at airline level. Although still type-recent, there is more than the paperwork that is required for licence validity to be considered an ace on the flight deck.

more than paperwork is required to be an ace on the flight deck

The fragility of our grasp on the complexities of maintaining a competent, current and licenced pilot work force have been laid bare for the entire industry to see. We are delicate creatures in this regard, and the training and assessing that is required to bring us back ‘up to speed’ is much more of a task than has been imagined.

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From my own perspective, having been outside of the Airbus cockpit for just over a year now, I can attest to some significant adaptations to ‘normal’ life, and it’s not entirely unpleasant in a few ways.

There are, however, a few positives that have made this time in limbo not altogether a bad thing.

My sleeping patterns have returned to normal. I can write my own roster. I actually get weekends off, or for that matter, pretty much whenever I need time do something. It is now not a major tug-of-war with some scheduling department.

After twenty-four years of non-stop flying, simulator, refresher courses, revalidations and oversights, I have become aware of what a pressure cooker environment

commercial aviation is. I’m significantly less stressed and fatigued, more relaxed and somewhat enjoying my newfound ‘normality’.

Fortunately, building up a side-line business over the past 14 years has proven to be the best thing I could have done outside of the airline, despite the fact this aspect added significantly to my then-workload.

The current success of my flight school has without a doubt eased the transition back to ‘civilian’ life – something which a lot of my ex-colleagues don’t have, and this gives me a different view of life on the ‘outside’.

Thus, I can relate immediately to the reluctance of many of the early retirees of this industry to even consider getting back into the maelstrom of demands of the airline world.

I am certainly not alone with this sentiment, within my group of friends, as many are being recalled by their employers, mainly in the Middle East. The dread with which some approach this return is palpable, and the draw of the significant salary seems to be the only carrot on the airline’s stick.

The joy of flying seems a little lost.

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Don’t get me wrong - I will be back in an airline cockpit like a shot as soon as the best opportunity presents itself.

Absence does make the fart get a Honda (spoonerism intended), but the luxury of a soft landing provides perspective. We tend to remember the exhilaratingly epic act of strapping an Airbus to one’s posterior in isolation to all the other stuff that goes with it.

So now that the Cosmos has given us some thinking time, how would this affect the so-called recovery of this industry post-pandemic?

It does not bode well. Many of those that have unexpectedly been put out to pasture are the senior experienced instructors, examiners and check airmen, and by default, a significant chunk of training (and recovery) capacity is permanently lost.

As I can personally attest to, there is no shortage of keen aspiring aviators coming through the ab-initio training system. However, as a result of the pandemic, the traditional early-experience opportunities are – for the time being – much reduced. Charter and commuter airline avenues have taken a hammering and even though they will start to perk up in the next year or two, the inertia through the ‘system’ is gone.

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Overall, we can expect to see a significant decrease in experience levels globally on the flight deck. Not such a big deal, if the training and checking is where it should be, but I get the feeling that is already compromised.

IATA has produced the accompanying graphic that gives a quick snapshot of where we were, and where our current trajectory is headed. I can only guess at the reasons why Africa doesn’t feature as the line that represents Asia is not exactly stratospheric.

Essentially, as of the end of September 2021, global international traffic is at 41% of pre-train-smash levels, with North America pretty much back at 100% - and this is where the next crunch is about to manifest itself, with regard to the brought-forward 2024 dire prediction as mentioned at the beginning of this piece.

Whichever way you would like to look at the process of producing a competent, airline ready pilot, we are all about to see a yawning gap of about three to five years, as we play catch-up with all the many processes required to get an individual from street into right seat.

This is specifically pertinent considering how many cadet and airline funded training institutions have closed down around the world.

It is interesting to note the January and February 2020 trend on this graphic. Imagine where we would be if that bat in Wuhan was properly cooked prior to its consumption….

The slumbering Asian dragon will re-awaken – with a vengeance - when the inter-state political indecision as to how to deal with the current issues are resolved.

I do believe when that happens, demand for all airline technical crew and staff will reach potentially dramatic, and cheese hole aligning levels.

The immediate solution is to take advantage of the current crop of current and available crew. This is happening at present (and will be exacerbated in the near future), in terms of pushing the flight and duty limitations and retirement age to the limit, and beyond.

As per all advances of our airline operating infrastructure, this will probably have to be written in blood.

Locally, my ex-employer offered me a position (less than 24 hours after retrenchment) as a First Officer, as it occurred to them that they required additional Designated Flight Examiners on Airbus and hoped to use my DFE status through the back door.

Needless to say, I told them what they could do with that idea.

In the meantime, I will continue cheerfully where I am.

The global crazy-dust must settle.

I’m not into fishing, so I’ll do what I can do to continue to launch careers at Lanseria while enjoying being my own boss.

For now.



Retrenched senior pilots are now needed to bring rusty pilots back up to competency.

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DEFENCE DARREN OLIVIER

YSTERPLAAT:

WHEN SOCIAL AND DEFENCE INTERESTS

COLLIDE

It’s election season in South Africa again as the country prepares to vote in local government polls, which means that most political parties are either making grandiose promises or accusing their opponents of heinous failures. Sometimes some of it might even be true.

I

T’S IN THIS CONTEXT that there have been renewed calls to shut down Air Force Base Ysterplaat and use the land for low-cost housing, along with two other military bases in Cape Town, Wingfield and Youngsfield. While it’s an idea that has been raised a number of times over the years, both by politicians and civil society organisations, this year it has become a main point of contention and differentiation between the Democratic Alliance’s mayoral candidate for Cape Town and the Minister of Public Works and Infrastructure.

On the face of it, it’s not the most unreasonable idea.

Ysterplaat, Wingfield, and Youngsfield are ideally located, the latter two are mostly unused, and it might be possible to fit tens of thousands of houses on all three sites depending on how densely they’re built.

Ysterplaat alone may accommodate up to 18,000 houses, and its location in Milnerton means it’s close to most jobs in the city, making it quite attractive for

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those looking to improve both the housing supply and reduce unequal spatial development.

However, none of the plans and proposals put forward by any of the politicians, ministers, or NGOs take into account the military value of Ysterplaat in particular, or care about the impact on military capabilities, or have a viable plan for who will cover the costs of emptying and rehabilitating the sites. All assume that the South African National Defence Force (SANDF) will simply absorb the cost of relocating its units at the three bases elsewhere, as well as any associated rehabilitation. For reasons I’ll explain, that’s simply not realistic.

AFB Ysterplaat’s existence dates from 1917, when Maitland Aerodrome was tentatively established with a single building and grass runway. By the mid 1920s it was in regular use by both the SA Air Force, which used it as one of the stops in its Diamond Mail Service, and Union Airways before it moved its operations to Wingfield in 1931.

Within a few years the airfield was renamed Brooklyn Aerodrome, though it still relied on a grass field rather than proper runways and was home to only a single enclosed building and one lean-to hangar. In 1938 the Air Force selected it as the site of a new training programme, awarding African Air Transport a contract for 100 student pilots, but it was the advent of the Second World War in 1939 that was to lead to the base becoming the entity we know of today.

shipped by sea to the port of Cape Town, with over 730 aircraft assembled and test flown by the station’s No. 9 Air Depot and No. 3 Air Depot including Harvards, Oxfords, Masters, Ansons, Baltimores, Beauforts, Kittyhawks and Hurricanes. The first jet fighter in South Africa, a Gloster Meteor III, was assembled and first flown at the station in 1946, and it was also the site where the SA Air Force’s first operational jet fighters (Vampire FB Mk.5s) were assembled and test flown in 1950.

By late 1942 what was then termed Air Force Station Brooklyn had gone through a massive expansion with the construction of two graded, levelled, and drained grass runways, a 730 m long paved runway, 25 hangars, workshops, accommodation for up to 1 600 people, radio equipment, and a new control tower. As part of this expansion the government needed to acquire land owned by the Graaffs Trust, which made it available under a restrictive clause that limited its use to aviation or military purposes only. If it’s used for any other purpose or sold, the Trust has pre-emptive rights to take back control of the property.

With the Second World War’s end the station’s role had shifted to a more traditional role, playing host to training units, maintenance depots, maritime patrol, transport, and fighter squadrons. In 1949 the station’s name was changed to Air Force Station Ysterplaat.

the Graaffs Trust restrictive clause

AFS Brooklyn played a key role during the war as an assembly and flight-testing hub for aircraft being

After further expansions, including the lengthening of runway 02/20 to 1 500 m and the acquisition of additional land from SA Railways, Ysterplaat was upgraded to a full Air Force Base.

In 2001, the base survived the Base Reallocation and Closing (BRAC) process. Initially, the Air Force planned to shut it down and move its constituent units

The Impala gateguard at Ysterplaat gives an indication of how central the airport is and how much land is available.

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to AFB Langebaanweg and Cape Town International Airport, but it soon realised that not only was the cost prohibitive, but the Graaffs Trust’s restrictive clause on a big portion of the base made its reuse problematic.

Under the original plan, the small Air Force facility at Cape Town International Airport which had once played host to 35 Squadron’s Shackletons was to be upgraded into Air Force Station Cape Town and 22 and 35 Squadrons would have relocated there permanently along with the security and reserve squadron. 2 Air Servicing Unit (Detached) and 80 Air Navigation School would have relocated to Air Force Base Langebaanweg.

However, after further investigation, it became clear that the power supply at Langebaanweg was insufficient for 2 ASU’s workshops to be relocated from Ysterplaat and would require a costly upgrade, while the cost of establishing AFS Cape Town was also far higher than initially anticipated. Both pushed the budget beyond what the SA Air Force could afford

and eclipsed the projected savings from closing down Ysterplaat, so the process was halted.

A few years later the SAAF attempted to establish a public-private partnership that would turn Ysterplaat into a civil airport as well as being a military base, similar to what was done with AFB Hoedspruit / Eastgate Airport. However, this too failed as the Air Force could not attract private investors.

Today, Ysterplaat remains a fully fledged base and home to 22 and 35 Squadrons, 2 ASU (Detached), 110 Squadron, 505 Squadron, 80 Air Navigation School, and a branch of the SAAF Museum.

But the possibility of relocating from Ysterplaat has only become more impossible in the years since the BRAC process in 2001. Not only does the Air Force have a much smaller budget than it did then, thanks to two decades of sharp cuts in real terms, but with ACSA’s plans to expand Cape Town International Airport, there’s no longer any available space to

The Google Earth image of Ysterplaat showing the pressure of urban development around it.

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The alternative bases for Ysterplaat are more than a 100 km away and prohibitively expnsive to move to.

establish an Air Force Station there either. That means that AFB Langebaanweg and AFB Overberg are now the only options for relocation, with an impact on costs, accommodation needs, and the flying time as both bases are over 100 km away from Cape Town and Simon’s Town.

As last month’s column explained, the Air Force is in dire straits and running on fumes, with its budget now so far behind its needs that aircraft are being cannibalised of parts to keep others flying, and training, exercises, and operations have been drastically curtailed. If it’s forced to absorb the cost of closing down Ysterplaat the impact will be catastrophic: Because relocation is now unaffordable without external funding, all the units at Ysterplaat would have to be closed permanently even as their personnel remain on the payroll because contracts can’t simply be cancelled. That would mean the loss of the Air Force’s entire maritime surveillance capability (however small it is), the retirement of the SuperLynx helicopters for the SA Navy’s frigates, and the end of the Air Force’s

ability to provide any search and rescue or firefighting services in the Western Cape. Shutting 2 ASU’s workshops would be another severe blow.

Worse yet would be if the SAAF is saddled with the cost to rehabilitate the site, as is often required of exiting tenants in cases like these. Over the decades a great deal of fuel and other chemicals have leaked into the soil, requiring extensive work to return the ground to a safe enough condition for regular civilian housing. If that happens the entire force could be crippled for years.

Ysterplaat is well-placed for low-cost housing

Yet none of that has stopped the key players in this saga from demanding that the Air Force cover all the costs. When I asked the DA’s mayoral candidate for Cape Town, Geordin Hill-Lewis, what the party’s proposal was on which entity would pay for the relocation from Ysterplaat, his response was: “The costs of relocation must be borne by the tenant.

Also not very difficult given the surfeit of military

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Nearby Wingfield air base is now derelict.

facilities in the city, a state owned commercial airport, with another massive piece of Denel land adjacent to it, and another air force base just up the coast.”

reused. But this can’t be allowed to happen if it’s going to have such a dire impact on defence capabilities in the region.

And in response to being told that there were, in fact, no readily-available alternatives:

The right approach, therefore, to reusing Ysterplaat would be for the Department of Public Works & Infrastructure and the Department of Housing, perhaps along with the relevant provincial and local government, to provide the funding to relocate the Air Force’s units elsewhere. Ideally that would also include requiring ACSA to include provision for an Air Force Station housing 22 and 35 Squadrons in its expansion plans for Cape Town International Airport, again perhaps with funding from other departments.

“We have 5 massive pieces of military or Denel land in one city! And an air force base just up the coast at Langebaanweg (and another at Bredasdorp). …There are easy and plentiful alternatives. A surfeit, in fact!”

It’s disappointing that so many years after this proposal was first mooted, none of those proposing the base’s re-use for low-cost housing have developed their plans any further than a naïve assumption that the Air Force cover all associated relocation costs. Nor has an adequate answer ever been given for how the Graaffs Trust’s pre-emptive rights will be navigated and what the Trust’s intentions are, but that’s another story.

Clearly, there is a real need for low-cost housing in Cape Town, and Ysterplaat is indeed well-placed to be

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Policy is, and always will be, difficult. Unlike the promises of politicians, it requires consideration of real trade-offs, compromises, and second and third order consequences of decisions made. We must therefore hold our politicians to account, forcing them to flesh out their proposals, to ensure that the easy promises of today don’t become the bad policy of tomorrow. 

APPOINTMENTS

NEW APPOINTMENTS Starlite Aviation Group has recently announced senior management appointments:

Gareth Schnehage:

Megan Segers:

Chief Executive Officer

Chief Financial Officer

Fiona McCarthy:

Klara Fouche:

Business Development Director (Operations)

Business Development Director (Aero Sales and Civilian Pilot Training)

Nicolette Papaphotis:

JP Bothma:

Accountable Manager (Operations)

Head of Operations (Starlite Pilot Training)

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The 2021 Airshow China at Zhuhai was well attended and much of interest was on show.

AIRSHOW

CHINA 2021 Text and Images: Jayd Wollentine

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The 13th China International Aviation & Aerospace Exhibition took place from 28 September until 3 October in Zhuhai, Peoples Republic of China.

This year’s show, postponed for a year due to the COVID-19 pandemic, was considered a huge success and attracted many internationally recognised corporations, as well as thousands of aviation enthusiasts.

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T

HE AIRSHOW WAS SEPARATED into two segments, with conferences and weapons demonstrations taking place from 28 September until 30 September, while public days were held from 1 October, China’s National Day, until 3 October. There were no foreign participants in the air displays.

Once I had figured out how to purchase tickets online using the Airshow China website, the process of entering and attending was relatively smooth.

As a foreign airshow visitor, all I needed was a passport and screenshots of my ticket purchase.

Many military enthusiasts had been looking forward to the debut of a new generation of H-20 stealth bombers, but there was no official news about the development of the aircraft.

Notable absentees from static displays were the Chengdu J-20 Stealth fighter, which performed aerobatic displays during the first three days in PLAAF colours and was equipped with domestically developed engines, as well as the newly developed Harbin Z-20 helicopter.

Crowds were wowed by displays by the PLAAF 'August 1st,’ and ‘Red Falcon,’ demonstration teams, although the flight schedule over the five days was inconsistent, with many of the military displays taking place during the first three days of the show, leaving many spectators disappointed.

the actual airshow was suprisingly limited

The Static displays consisted of mostly military equipment, such as the newly unveiled Shenyang J-16 and J-7A2 electronic warfare strike aircraft, a Xian H6K strategic bomber as well as the workhorse of the PLAAF, the Chengdu J-10C multirole fighter. COMAC (The Commercial Aviation Company of China), also took the opportunity to unveil its CBJ Chinese Business Jet. An AVIC AG600 seaplane towered over the few civilian light sport aircraft on show.

Inside the exhibition halls, venerable aerospace and defence companies such as Boeing, Airbus, Pratt & Whitney, Thales, Norinco, and many others exhibited a wide variety of weapon systems, engines, airframes, air-defence equipment, small arms, and munitions. A surprisingly large amount of unmanned ground and

Drones and UAVs were a key feature. This is the 2-engine Ch-6.

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ABOVE: The August 1st, or Ba Yi, Aerobatics Team flies Chengdu J-10s. However the actual airshow was suprisingly limited.

BELOW: An AVIC AG600 Kunlong amphibious aircraft.

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ABOVE: The futuristic stealth WZ-8 high-altitude drone.

BELOW: A WL-10 with an impressive display of armaments.

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COMAC unveiled its CBJ Chinese Business Jet..

aerial vehicles were also on show. It was hard to tell how many of these were mock-ups.

Many designs with a striking resemblance to US equipment were also seen. An exhibit that attracted a lot of attention was the space exhibit, which showcased China’s recent space successes, with many models of space vehicles and lunar samples displayed. Models of future Mars Rovers could also be seen and interacted with through virtual reality systems.

Bilingual smart munitions displays showed in great detail how their weapons would be guided to target, or how the equipment had the ability to loiter in the area of operations. Land and ship-based cruise missile launchers towered above the exhibition hall floor, with missiles alongside them.

During the public days, a display of locally designed and manufactured armoured vehicles also took place, with VT4 Main Battle Tanks, MRAPs and fast all-

The CAIC Z-10, also called WZ-10, is a Chinese medium attack helicopter.

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The Y-20, officially code named Kunpeng, is a large military transport aircraft.

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E-MAIL

✗ ✗ ✗ ✗

Britz

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

Van Niekerk

Willem

Benoni

011 421 9771

http://willemvanniekerk.co.za

FlightCom: November 2021

Other countries

TEL NO

EASA registered

LOCATION

FAA registered

FIRST NAME

Off-site Specialist tests

SURNAME

On site Specialist tests

AME Doctors Listing

Senior Class 1, 2, 3, 4

Airshow China 2021 was, by all intents and purposes, a successful event. It showcased many different aspects of the up and coming Chinese Air Force, as well as the development of their aviation industry.

The airshow however, did seem at times to focus more on the defence side of things, instead of the flying aspect. One should not however, discredit the organisers for their hard work. It was a great way to spend a weekend and is definitely something any aviation enthusiast should experience. 

Regular Class 2, 3, 4

terrain-vehicles kicking up clouds of dust in a heavy metal ballet dance, much to the delight of the spectators.

Unfortunately, there were no explosions.

✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

AFRICA’S AIRLINE GROWTH –

EXPECTED TO

BOUNCE BACK STRONGLY

Guy Leitch

In their much-anticipated commercial outlook for Africa, Boeing said African airlines will need 63 000 new professional staff by 2040, including nearly 20,000 pilots, 20,000 technicians and 24,000 cabin crew members.

T

HE BOEING REPORT COVERS the whole of the continent. While these projections may seem dramatic, the underlying assumptions are conservative. The forecast is made against the background of a predicted annual economic growth rate for Africa of 3% during the next two decades.

Boeing projects that airlines in Africa will grow their fleets by 3.6% per year to accommodate passenger traffic growth of 5.4% annually. This is however the third highest airline traffic growth rate in the world.

Boeing says that co-operation initiatives such as the African Continental Free Trade Area and the liberalisation attempts of the Single African Air Transport Market are expected to stimulate trade, air travel and economic cooperation. Intra-African air passenger traffic is expected to grow even more rapidly, at 6.5% a year.

Africa's middleclass will double, driving increased demand for air travel

“Africa has healthy opportunities to expand travel and tourism, coinciding with increasing urbanization and rising incomes,” Randy Heisey, Boeing managing director of Commercial Marketing for Middle East and Africa said. “African carriers are well-positioned to support inter-regional traffic growth and capture market share by offering services that efficiently connect passengers and enable commerce within the continent,” he added.

Boeing expects especially strong increases in air traffic between Southern Africa and East Africa (including the Horn of Africa and north-east Africa, except Egypt).

Africa's middleclass of more than 500 million people is projected to double by 2040, driving increased demand for air travel. Africa’s strong, long-term growth prospects for commercial aviation are closely tied to the continent’s projected 3% annual economic growth over the next 20 years.

"Africa has healthy opportunities to expand travel and tourism, coinciding with increasing urbanisation and rising incomes," said Heisey.

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Strong growth awaits African airlines which survive the low loads caused by Covid.

Fleet expansion Africa has the world’s oldest aircraft fleet with an average of 16 years, compared to the global average of 11 years. Boeing estimates that Africa's airlines will require 1 030 new airliners valued at $160 billion by 2040. About 80% of the new planes required will be due to growth on the continent, it said.

Further, the associated aftermarket business, including maintenance and repair, would be worth another $235-billion, taking the complete African airline market opportunity between now and 2040 to a total value of $395-billion.

“Africa has healthy opportunities to expand travel and tourism, coinciding with increasing urbanisation and rising incomes,” said Heisey. “African carriers are well-positioned to support inter-regional traffic growth and capture market share by offering services that efficiently connect passengers and enable commerce within the continent.”

Africa’s gross domestic product, which declined last year due to the Covid-19 pandemic, will regain its 2019 level in 2021. African private consumption has proven resilient. The continent’s working age

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population, which numbered 540-million in 2015, is expected to reach 1.6-billion by 2040 (for comparison, China’s working age population in that year is forecast to be 809-million, and that of India, 980-million). The number of African households in the middle income band is predicted to grow by about 90% between now and 2035.

Boeing’s 2021 Africa CMO also includes these projections through 2040: 80% of African jet deliveries are expected to serve fleet growth with more sustainable, fuel-efficient models such as the 737, 777X and 787 Dreamliner, with 20% of deliveries replacing older airliners.

Commercial services opportunities such as supply chain, manufacturing, repair and overhaul are valued at $235 billion.

In terms of categories of aircraft, 70% of Africa’s future new airliner acquisitions, totalling 740 aeroplanes, will be single-aisle airliners. These will mainly serve domestic and intra-African routes.

To service long-haul routes, 250 widebody aircraft will be required, in both passenger and freighter variants. 

OR TAMBO AVIATION COMPANIES GUIDE

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INTRODUCTION

OR TAMBO INTERNATIONAL AIRPORT

- Africa’s Biggest and Busiest

2021 has been a traumatic year for OT Tambo Airport.

On top of the trauma of the Covid-19 pandemic, the airport suspended with immediate effect two of its most senior managers for “supply chain irregularities”.

AT THE END OF MAY 2021 it was reported that the Airports Company of South Africa (ACSA) had suspended, with immediate effect, two senior managers at the OR Tambo International Airport. They were Pityi-Vokwana the General Manager and the Assistant General Manager: airport operations, Kris Reddy.

ACSA CEO Mpumi Mpofu said the suspensions were because of company and law enforcement agencies' investigations into allegations of supply chain management irregularities and transgressions of the Public Finance Management Act. Jabulani Khambule, ACSA’s current group executive: commercial, was seconded to the position of General Manager of the airport in the interim.

Group executive: business development, Charles Shilowa, was appointed into "a blended role" to look after both the business development and commercial divisions, and Kamal Shivanand has been seconded to the position of assistant general manager of the airport.

The Airport OR Tambo International Airport is still Africa's biggest and busiest airport. At its peak it handled almost 20 million passengers a year, which is more than half of South Africa's total air travelling passengers. With the resumption of both domestic and limited international flights OR Tambo is on the rebound but it is expected to take three to five years to recover to previous levels.

Although it is only expected to handle around 10 million passengers in 2021, the airport has the capacity to handle up to 28 million passengers each year. It is also one of the few airports in the world to host non-stop flights to all continents (except Antarctica, which Cape Town International does).

Large-scale malfeasance added to the woes

These allegations of large-scale malfeasance added to the woes experienced by the airport on top of the Covid-19 related dramatic drop in passengers.

OR Tambo is the primary airport for domestic and international travel to and from South Africa.

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In 1996, OR Tambo overtook Cairo International Airport as the busiest in Africa, and across the whole of the Middle East and Africa OR Tambo airport is the fourth-busiest after Dubai, Doha and Abu Dhabi Airports. In the 2015 World Airport Awards, OR Tambo was named the best airport in Africa, with Cape Town coming in second, and King Shaka in Durban finishing third.

Situated almost 1,700 metres (5,500 feet) above sea level and with temperatures often climbing above 30 degrees Celsius, OR Tambo, with its ‘hot and

INTRODUCTION

The impressive new SACAA and ACSA head office as it will appear when complete.

high’ conditions, is an ideal destination for airliners conducting weight and temperature (WAT) certification and proving flights. Notably, it was used as a test airport for the Concorde during the 1970s, to determine how the aircraft would perform while taking off and landing at high altitude. Similarly, on 26 November 2006, the airport became the first in Africa to host the Airbus A380. The aircraft landed in Johannesburg on its way to Sydney via the South Pole on a test flight. In 2014, Airbus returned to OR Tambo to test its next clean sheet design – the A350. As part of its certification flights for the A350, Airbus conducted hot and high performance as well as auto-landing trials on Runway 03R. Although the 4,4 km long Runway 03L/21R is one of the longest commercial international airport runways in the world, aircraft taking off from OR Tambo must often reduce weight by loading less fuel than they would otherwise. In particular, second segment climb performance for twin engine jets can be a limiting factor. On some of the longer routes, such as flights from Johannesburg to North America, some aircraft types have to refuel en-route, while for the return flight, because takeoff from New York is from a lower altitude airport, they can upload enough fuel to reach Johannesburg non-stop.

Airside There are two parallel north/south runways and a disused cross runway. Both runways are equipped with Instrument Landing Systems (ILS). Furthermore, all runways are equipped with Approach Lighting Systems with sequenced flashers, and touchdown zone (TDZ) lighting. The cross runway is now a taxiway.

During busy periods, outbound flights use the western runway, 03L/21R, for takeoff, while inbound flights use the eastern runway, 03R/21L, for landing. Naturally wind direction is a determining factor; however, due to the prevailing conditions, on most days, flights takeoff to the north and land from the south.

Upgrade Developments The airport’s last major development was done for the 2010 FIFA World Cup. This included expansion of the international terminal, with the new international pier (opened in 2009) increasing capacity and accommodating the Airbus A380. A new Central Terminal building was completed on April 1, 2009. An additional multi-storey parkade was built in January 2010, at a cost of R470 million, opposite the Central Terminal Building. Terminal A was also upgraded and the associated roadways realigned to accommodate more International Departures space.

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This massive upgrade has proved to be sufficient to meet the growth in passenger numbers since the World Cup. The Central Terminal Building, which cost R2 billion, boosted passenger capacity at the landside of the terminal, additional luggage carousels were added and the terminal now allows direct access for both international and domestic travellers.

operations for low cost carriers, thus reducing the costs of airport handling with air bridges and aircraft tugs for push back.

To accommodate the increase in car traffic, a multistory parkade was built and the airport now has more than 16,300 parking bays, when combining the parking available in the parkade, shade parking, carports and The International Pier, which cost R535 million to open parking. build, increased international arrivals and departures capacity in a two-storey structure and added nine airside contact stands, four of which are Airbus A380 Landside Developments compatible. To develop the key non-airside revenue, A massive new building to house the ACSA head office the large duty-free mall has been extended into this and the Civil Aviation Authority is being completed area, and additional lounges and passenger-holding in the airport precinct. The first phase will see the areas have been constructed on the upper level. construction of three six-storey office buildings with a floor area of 33,000 square metres. Construction began in February 2020 with an anticipated completion date Growth for the first phase at the end of 2020. This has now been There was a proposal for a second ‘midfield’ terminal pushed out. to be built between the two runways, but this has been Although under previous growth projections OR Tambo cancelled. It would have contained its own domestic was scheduled for further expansion, these plans have and international check-in facilities, shops and lounges, been put on hold due to the Covid-19 pandemic. and was projected to cost R8 billion. The terminal would have been designed for ‘power in power out’ Terminals A and B host over 140 retail stores, with ACSA CEO Mpumi Mpofu had to wield an axe to cut out corruption at the highest level.

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Covid-19 and the SAA debacle reduced OR Tambo operations by aproximately 50%.

Duty Free stores based airside in Terminal A. The stores are open daily from 06h00 to 22h00. These extended hours include the banks, pharmacy, post office and bureau de change. There is a 24-hour travel clinic, and the airport's police station also operates around the clock.

In 2019 OR Tambo unveiled the first phase of a R4.5 billion mixed-use development that will form part of a massive seven-phase plan to revamp the airport.

ACSA said that the airport plans a further 180,000 square metres for a mixed-use development to be located on the northern precinct of the airport. The mixed-use development will consist of a variety of buildings which are framed in such a way as to form a boulevard at the international departures level, where a variety of retail commercial and ancillary buildings each open onto a vibrant energetic ‘street’ environment serviced by lively restaurants, corner cafes and bars.

It will also improve the airport’s connectivity from the Gautrain station and to existing hotels and facilities via pedestrian-friendly connections to the international terminal building.

Further Broad Development In addition to this development, O.R Tambo International’s long-term infrastructure plan features midfield cargo and midfield passenger terminals, each requiring several billion Rands in further investment.

These developments will accommodate growing passenger demand and expand the midfield cargo facilities at the airport to accommodate up to two million tonnes of air cargo annually.

At the same time, airport users will start to see upgrades to the existing terminal buildings. ACSA says the airport already supports about 38,000 jobs in and around the precinct. Air travel is made more attractive by the intermodal connectivity offered by Gautrain and Bus Rapid Transport stations within a precinct, the ultimate development of which, will allow for easy access to hotels, restaurants, fast food facilities, outdoor seating, retail, offices and a worldclass conference centre. 

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COMPANIES

COMPANY PROFILE:

STAR AIR CARGO Star Air is a key independent airline support operator on the African continent. It incorporates Star Air Cargo and Star Air Maintenance as separate entities. The business focusses on aircraft leasing, including aircraft with crew, maintenance and insurance (ACMI) charter, and cockpit and crew training for its own operations.

Star Air Cargo supplies Boeing 737 freighters and passenger aircraft to airlines around the world.

STAR AIR CARGO BEGAN as a small charter operator in the early nineties. The business grew using light aircraft for scenic flights and overnight cargo runs.

It originally operated piston aircraft to operate courier freight and carry small high value or time sensitive cargo (hence the Cargo name) for DHL Express and other companies.

Typically, an early client was the Sunday Independent newspaper, which flew newspapers from Johannesburg to Port Elizabeth in a Piper Aztec.

Boeing 737-200, ZS-OWM. This aircraft, along with a Dornier 228, was placed on contract in East Africa.

During the decline of the Rand against the US Dollar at the start of the millennium, some of the founding business partners divested, leaving Peter Annear to build the company into its present size by leasing five Boeing 737s.

These include two series-200s and three 'Classics'. The current fleet consists of six Boeing 737-300 freighters and two 737-300s for passenger operations. The passenger aircraft can be tailored to the client’s needs by configuring the seating to all

can cost up to $150 000 per gear leg

The company’s first heavy jet was acquired in 2002: a

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COMPANIES economy or a combination of economy and business class. The Boeing fleet is equipped with integral stairs, minimising ground handling costs and requirements and making the aircraft far more flexible for remote African operators.

For contracts that are six months or longer, Star Air can brand the aircraft for customers to maintain uniformity between their fleet and leased aircraft.

its own A1 charter license and employs 16 full time cockpit crew and 16 full time cabin staff.

CEO Peter Annear is also a type rated 737 captain and remains a keen general aviation pilot with a Mooney Ovation.  Star Air Cargo and Maintenance's Peter Annear and Marcel "Lieb" Liebenberg (left).

In June 2019, Star Air Cargo was acquired by Comair, who agreed to pay U$5.14 million to acquire the group. However it was realised that the acquisition by Comair would adversely affect Star Air’s ability to be a truly independent supplier of service to all airlines.

And then, due to the financial constraints imposed on Comair by the COVID-19 lockdown and the subsequent business rescue process, the Comair deal was cancelled in October 2020.

Star Air Cargo values its independence and has a variety of quality clients. At various times they have supplied: Rwandair, Air Botswana, Air Malawi, Air Tanzania, LAM Mozambique Airlines, Air Namibia, SA Express, Mango and Airlink. The company holds

Star Air supplies aircraft with full Aircraft Maintnenace Crew and Insurance leases.

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SA Flyer 2021|11

CARGO

Boeing 737-300 Cargo Aircraft available for wet (ACMI) lease.

Based at OR Tambo International Airport, Johannesburg South Africa.

Contact: yvonne@starcargo.co.za or peter@starcargo.co.za Tel: +27 11 234 7038 36

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www.starair.co.za

COMPANIES

YES AIRCRAFT MAINTENANCE YES AIRCRAFT MAINTENANCE PTY LTD is an Approved South African Civil Aviation Authority (Part 145) Aircraft Maintenance Organization AMO 1345, a leading MRO, located at OR TAMBO International Airport in Johannesburg, South Africa, with a hangar area over 35,000 square feet.

Approved Capabilities; • Airframe – Boeing B727, B737CL, B737NG (last quarter of 2021) • Engine – JT8D Series, CFM56-3 and CFM56-7 Series We offer excellent, cost-effective Maintenance and Engineering Services on a 24/7 basis with highly skilled experienced engineers.

Our dedicated Structural repair team, can complete minor to major repairs and modifications at our facility, including on-site jobs.

Base Maintenance includes; • Scheduled A, B, C and D checks • Structural Inspection, repair and/or modifications • Engineering Modifications/Upgradation on the aircraft, engines and related systems including Avionics Interior and Structures.

YeS”…’n in with “ Let’s Beg

• Major component Change • Corrosion Prevention and Control Program Applications • Airworthiness Directives and Service Bulletins Compliance • Trouble Shooting • Borescope Inspections We are committed to complying with the regulatory authority requirements in the industry to meet and exceed customer expectations and aim to maintain the highest standard of aviation safety, compliance of procedures and attaining total customer satisfaction, by continuously monitoring and optimizing the quality system and operational procedures, in the industry.

Our Quality Management System & Safety Management System includes; • SA CAA Approval • DR Congo CAA Approval Hangar 5, Safair Complex, Northern Perimeter Road, Bonaero Park, 1622, South Africa Tel: +2711068000. Email: accmanager@ yesaircraftmaintenance.com Website: www.yesaircraftmaintenance.com 

ying… …keep fl

LEADING MRO IN THE AFRICAN REGIONS We provide Excellent Cost-Effective Aircraft & Engine Maintenance and Engineering Services/solutions on a 24/7 basis with highly skilled experienced Engineers & Technical experts at a quick TAT. Multiple Civil Aviation Regulating Bodies Approved Organizations.

• • • • • • • • • • • • •

Capabilities

Airframe » B727-100/200 » B737-200 » B737-CL (200/300/400/500) » B737-NG (600/700/800/900)

Base/Line Maintenance Services Scheduled Checks A, B, C & D Structural Checks, Repair & CPCP Engineering & Modification Program Field Assistance Engine, APU & Landing Gear & Major Component Change STC compliance AD’s & Service Bulletin Compliance Return to Services, End of Lease (EOL) Dismantling/Teardown Program Parking and Storage CAMO /Technical Services Fleet Management Interior Modification & Upgradation

Engine/APU Services • Boroscope Inspection (BSI) & Blend repair • Top-Case Repair • QEC/LRU Major Component Change • Lease & Lease Return Service • Technical Assistance

Workshops/Support Services • • • • • • • •

Structural Sheetmetal Battery Paint Oxygen Wheels & Brakes Avionics Interior

Engine » P & W JT8D - All Series » CFMI CFM56 -3/7 Series

YeS Inhouse Training Facility Type Training Courses » Boeing 727/737 – All Series » Theory/Practical-Categories B1/B2/C » Difference Fleet Courses as appropriate

Other Training Courses » Human Factors » Continuation Training » Aviation Legislation » Fuel Tank Safety Level 1/2

P O Box 8219, Bonaero Park, 1619, Hangar 5, Safair Complex, Northern Perimeter Road, Bonaero Park, 1622, South Africa

Tel : +27 11 068 0000 / +27 82 774 7228 (AOG) Email : info@yesaircraftmaintenance.com / accmanager@yesaircraftmaintenance.com. Website : www.yesaircraftmaintenance.com

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COMPANIES

AVES TECHNICS AVES TECHNICS is an AMO company under the Nhlanhleni group of Companies. The AMO is managed and run by aviation expects who are passionate about aviation.

We offer Aircraft Maintenance, Airworthiness Management, Project Management, Quality and Safety Management. We have full capabilities on B737 Classic/NG, A320 Family and Embraer 135/145/170/190 We have a team of that will tailor make the service to meet you require. Our current Customer include Operators, Owners and VIP Operators in the continent.

We align our approvals to that of the client country regulations or use our approval as approved by local authority We are based at Denel Facilities near O R Tambo Airport, with direct access to the OR Tambo flight line.

We are also able to position our team at Customer’s facility or anywhere as preferred by the Operator/ Customer.

We also integrate with Local engineers rated by Local Civil Aviation Authority after they have undergone our quality system approval.

Aircraft Maintenance is Our Passion. Aves Technics hold the SACAA approval AMO1541.

Aves Technics, D3 Building, Denel Aviation Campus, 3-5 Atlas Road, Bonaero Park, 1619 Gauteng, South Africa.

Tel: +27 11 568 7677 Email: info@avestechnics.com Mobile: +27 82 216 3980 

MISTRAL AVIATION SERVICES MISTRAL AVIATION SERVICES was founded in 2002 at OR Tambo Airport with the aim of addressing the high cost of operating aircraft thousands of miles from the original equipment manufacturers. (OEM).

Mistral has built a strong reputation as an AMO dedicated to the servicing, overhaul and repair of aircraft landing gears, brakes and wheels. Located near OR Tambo Airport in Johannesburg, South Africa Mistral have an extensive capability list and have clients world wide. Mistral continues to add to its capability and has recently added specialised machining and Non destructive testing.

Mistral’s experience base and investment in the future has grown as they embark on staff development to meet the challenge of new equipment.

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Contact Details: Telephone: (27) 81-755-2534 E-Mail: Peter@mistral.co.za.

Visit: www.mistral.co.za Address: Safair Campus, Northern Perimeter Road, OR Tambo International. Bonaero Park, Kempton Park, Gauteng, South Africa 

We are qualified in Aircraft Maintenance, Airworthiness Management, Project Management, Quality and Safety Management.

Our capabilities are: B737 Classic / B737- New Generation / Embraer 135/145/170/190 Airbus A320 family

Aves Technics AMO 1541

D3 Building Denel Aviation Campus 3-5 Atlas Road Bonaero Park 1619

www.avesholding.com

FlightCom: November 2021

2021

39

SA Flyer 2021|11

WE OFFER THE INDUSTRY INTEGRITY, RELIABILITY, EXPERIENCE AND A DEPTH OF KNOWLEDGE

40

Safair North Perimeter Road, OR Tambo International Airport, Bonaero Park, 1619 Tel: 081 755 2534 Fax: 011 395 1291 FlightCom: November 2021

COMPANIES

COMPANY PROFILE:

STAR AIR MAINTENANCE Star Air Maintenance is one of those largely unseen centres of competence based on the east side of OR Tambo Airport, Johannesburg.

STAR AIR MAINTENANCE (SAM), is an independent Aircraft Maintenance Organisation (AMO), and has been operating since June 2008. With 59 permanent staff, it is headed by both Peter Annear and Marcel 'Lieb' Liebenberg.

(AMEs), the company carries out third-party heavy maintenance as well as taking care of Star Air Cargo's contract and charter fleet of Boeing 737s. The AMO is further licensed to work on McDonnell Douglas MD-series aircraft and DC-9s.

Lieb is a heavy jet maintenance veteran with valuable experience as both a Tech Rep and an AME running major C-Checks for many African airlines. The company occupies the old east-side fast jet testing centre at Hangar K7 which can accommodate four B737-300s within the Denel compound at OR Tambo International Airport.

Unlike his contemporaries in larger maintenance bases in South Africa, Lieb is usually found in his overalls directing work from the shop floor. His hands-on style is rare in this high technology industry where paperwork skills have become as important as mechanical knowledge.

With 25 fully qualified Aircraft Maintenance Engineers

"A vital part of today's large jet maintenance is to keep overheads down", says Lieb. "Staff thus need to be

For longer leases Star Air will rebrand its aircraft to customer requirements.

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COMPANIES kept busy, and that means supervising workflows and making sure there is always something to do. Due to events such as the current supply chain crisis there could be delays in obtaining spare parts, and some tasks may take longer than others, so it is important to avoid periods where our engineers may be idle whilst waiting for colleagues to finish off."

"There are some costly ADs and SBs related to heavy jets. Boeing 737s for example require landing gear removal and overhaul every ten years. That can cost up to $150 000 per gear leg.

A C-Check can come in at around US$43,000 for labour if the aircraft does not require heavy maintenance. It is unscheduled maintenance that makes the C-Check costly. Boeing's Corrosion Preventative Control Program (CPCP) is a good example. It has several three, four and eight year calendar-based cycles and these can require an extra and substantial 3500 hours of additional work.

Lieb's experienced approach to workflow and tasking has a valuable spin-off. With knowledgeable and experienced management, the customer Tech Reps can benefit from integrated work packs that avoid repetitive work shared by both the major C-check and the CPCP requirements, thus reducing the final bill.

Star Air Maintenance also offers its clients the option of sourcing their own parts for a nominal handling fee. Star Air Maintenance subscribes to Partsbase, a database and tracking organisation that's able to source new and used components from around the world.

Lieb says his relationship with the CAA is excellent and he finds their inspectors helpful when needed to resolve issues. "We occasionally need CAA approval to move aircraft stranded because of a technical issue and have found the Authority’s personnel very helpful in such cases," Lieb adds.

Whilst Star Air Maintenance would like to grow their AMO, Lieb is wary of growing too fast. "Having more people makes it easy to lose day to day control, unless systems are in place. At the moment we happily bring in experienced and skilled contract engineers when needed.”

“Some things we have chosen to outsource as running several departments is costly and requires dramatically more regulatory monitoring and oversight. Thus, we contract out our safety equipment needs and some other tasks like borescope inspections - at least for the time being," Lieb says. In this way Star Air Maintenance is able to operate with maximum efficiency and pass these cost benefits on to clients. 

Star Air Maintenance ensures maximum aircraft availability and reliability.

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MAINTENANCE Star Air Maintenance Pty Ltd (SAM) is a subsidiary company of Star Air Cargo Pty Ltd, that provides all the AOC’s maintenance requirements up to C check. We are based at O R Tambo International Airport and our team of highly qualified engineers offer line maintenance to third parties.

SA Flyer 2019|11

Boeing 737-200 Boeing 737 Classics Based at OR Tambo International Airport, Johannesburg South Africa.

Contact: lieb@starcargo.co.za or peter@starcargo.co.za Tel: 011 395 3756 and 011 973 5512

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COMPANIES

FAIR AVIATION FAIR AVIATION is based in Johannesburg with their Aircraft Parked at Fire Blade Aviation’s FBO. Fair Aviation Operates Local and International Charters for Private Business’, Organizations and Tourists to varies locations including but limited to Mines, Safari Lodges, Private landing strips and to any Province in and around South Africa.

Our Licence allows us to operate internationally with small and large aircraft both passenger and cargo operations.

We pride ourselves on exceptional all-inclusive aviation service and we enjoy building relationships with our clients which keeps them coming back time and time again.

On the other side of our business, we focus on aircraft leasing and have operated in many African countries such as Sudan, Chad, Mozambique, Botswana, Ghana, Djibouti, Ethiopia etc as well as brokerage for the sale of aircraft for clients through our company FairJets (Pty) Ltd. If you have any aviation and travel requirements whether it be for a charter for passengers, cargo or you are looking for your own aircraft please contact us. flight@fairaviation.co.za +27 11 395 4552 

We have an inhouse Travel Agent (Journey Corp Travel) which can take care of all your additional needs for your travel including Hotel/Lodge bookings, Car Rentals, Transfers, Visas etc.

Travel in comfort and style on an aircraft catered for your needs. Safety and efficiency is our key concern.

SA Flyer 2021|11

NO CHARTER IS TOO BIG OR TOO SMALL FOR US

FAIR AVIATION • SAFETY • ACCOUNTABILITY • INTEGRITY • EXCELLENCE CONTACT US: Tel: 011 395 4552 | 082 300 7746 | flight@fairaviation.co.za | www.fairaviation.co.za

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LOCATIONS

CLICK LOCATION TO LINK TO INTERACTIVE MAP

MISTRAL AVIATION SERVICES YES AIRCRAFT MAINTENANCE

STAR AIR

AVES

FAIR AVIATION

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Simon’s Town, Cape Town

The villa boasts breathtaking views overlooking False Bay and Roman Rock Lighthouse. The main living areas and two of the bedrooms have large sliding glass doors opening onto an expansive sea facing deck.

Contact: Nicola +27 83 449 5868 | nicola@penguinpalace.co.za

BIZJET & COMMERCIAL JET GUIDE

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p

P RECISE LIKE A SWISS WATCH MOVEMENT – BUT AHEAD OF ITS TIME The world’s first Super Versatile Jet takes off! True to our Swiss heritage, the PC-24 is brilliant not only in performance and beauty – but also in practicality. From our unmatched reputation for precision comes knowledge: the PC-24 embodies all of this experience and represents the pinnacle of 80 years of careful aircraft manufacturing. Fly the Swiss way with the PC-24 – contact us now! pilatus-aircraft.com

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Contact Pilatus PC-12 Centre Southern Africa, your nearest Authorised Pilatus PC-24 Sales Centre for further information on Tel: +27 11 383 0800, Cell +27 82 511 7312 or Email: aircraftsales@pilatuscentre.co.za FlightCom: November 2021

INTRODUCTION

BIZJET &

COMMERCIAL JETS Much like other sectors of the aviation industry, business aviation is still facing unique and unprecedented challenges arising from Covid-19.

REGIONAL AFRICAN FLIGHT activity, in every region, contracted considerably in late-March 2020 and 18 months later, remains well down, as seen in year-on-year reports. International travel in particular is taking longer than expected to return to preCovid levels.

In Southern Africa the Covid crisis was ameliorated by the crisis at SAA which left the door open for private sector operators such as Global Airways to step in a operate routes for SAA subsidiary Mango Airlines using ACMI leased Airbus A320s.

industry survey they found that 80% of operators say purchase plans have not been affected by Covid-19.

Notably, the 29th annual Global Business Aviation Outlook forecasts 7,300 new business jet deliveries over next decade valued at $235 billion. This indicates that the five-year purchase plans for new business jets are largely unchanged from a year ago.

the frenetic rush has now decreased to lower than preCovid levels

In addition private sector commercial operators such as Star Air Cargo have had to work at 100 percent capacity, and in some cases expanded their operations, to meet the demand for pure cargo flights in the absence of belly cargo space on airline flights.

However this frenetic rush has now decreased to lower than pre-Covid levels reports Peter Annear, the CEO of Star Air cargo.

The key question is – how long with the industry take to recover?

Honeywell forecasts business jet usage will recover to 2019 levels by the second half of 2022. In an

In a surprisingly optimistic outlook, Honeywell's Global Business Aviation Outlook forecasts more than 7,000 new business jet deliveries worth $235 billion from 2021 to 2030. This is down 4% in deliveries from the same 10-year forecast a year ago. Despite the dip, 4 of 5 business jet operators in the survey indicate that purchase plans have not been affected by the Covid-19 pandemic. Short-term reductions in both deliveries and expenditures due to the pandemic aren't expected to have a lasting impact on the business jet industry.

The longer-range forecast to 2030 projects a 4% to 5% average annual growth rate of deliveries in line with expected worldwide economic recovery. This figure is higher than in 2019 due in part to Covidrelated declines in 2020.

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INTRODUCTION

Purchase plans for used jets show a moderate decline in this year's survey. Operators worldwide indicated that 25% of their fleet is expected to be replaced or expanded by used jets over the next five years, down 6 percentage points compared with survey results from 2019.

Breakdown by Region Middle East and Africa – Higher purchase plans were reported, following a five-year low in 2019.

• 16% of respondents said they will replace or add to their fleet with a new jet purchase, up from 12% last year.

• Respondents plan to schedule more new business jet purchases within the first year of the survey compared with 2019. About 26% of operators in this year's survey plan to purchase new business jets within the next year, up from 20% in last year's survey.

• The share of projected five-year global demand attributed to the Middle East and Africa is 4%, in line with the historical range of 4% to 6%.

• North America – Compared with 2019, new aircraft acquisition plans in North America are flat.

• About 32% of operators responding to the survey plan to schedule their new purchases within the first two years of the five-year horizon. This is 4 percentage points lower than in last year's survey.

• Purchase plans for used jets are lower, down

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• An estimated 64% of worldwide demand for new jets will come from North American operators over the next five years, up 4 percentage points compared with last year's survey.

Europe – Operators have slowly been replacing aging aircraft in the fleet.

• Europe's purchase expectations decreased this year to roughly 24% of the fleet, down 4 percentage points compared with last year's results.

• About 24% of operators plan to schedule their new purchases within the next two years, down 6 percentage points and below the worldwide average of 30%.

the Honeywell research is surprisingly positive.

• New jet purchase plans remain unchanged in North America in this year's survey. Over the next five years, 15% of the fleet is expected to be replaced or supplemented with a new jet purchase.

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8 percentage points when compared with last year's survey but back to historical levels as last year saw a five-year high.

• Europe's share of global demand over the next five years is estimated to be 18%, 1 percentage point lower than last year.

Used Jets

Plans to acquire used jets in the next five years dropped by about 6 percentage points from last year's survey. Twentyfive percent of used business jets will trade hands over the next five years, compared with a five-year projection of 31% in 2019.

Conclusion In conclusion, the Global Business Aviation Outlook reflects current operator concerns and also identifies longer-cycle trends. However, compared to the airline industry the Honeywell research is surprisingly positive. 

COMPANIES

CESSNA’S

ALL-CONQUERING

CITATIONS

Guy Leitch

The first Citation flew in 1969 and with its turbofans, accessible entry price and undemanding handling, it revolutionised the bizjet market. The success of the Citation range has made the name Citation synonymous with business aircraft.

C

ESSNA HAS NOW DELIVERED more than 7,200 Citations. From its entry level Citation Mustangs to the Citation Longitude, the Citations fulfil almost all the small and midsize market requirements.

Whereas Cessna used to be defined by its marketleading single engine pistons, particularly the Cessna C172, which is still the most produced aircraft ever built, the Citation series has come to define Cessna’s market dominance in general aviation.

family characteristics intact by making each successive Citation an incremental upgrade of a smaller or older model. Thus the original CJ has now been replaced by the Citation M2, yet they both retain the same construction number sequence. The current Citation range starts from the Citation M2, up to the Citation Longitude, which is a natural outgrowth of the Latitude, which in turn is a development of the Sovereign+.

the first CitationJet was delivered in 1993

One of the key reasons behind the Citation range’s success is its worldwide service and support.

Cessna has by far the largest network of both OEM and licensed service centres across the world – and is well represented across Africa.

The Secret to the Citation’s Success

One of the secrets to the Citation’s success is that Cessna kept the development costs down and the

The roots of the current smaller Citation family can be traced back to the first CitationJet which was delivered in 1993 and of which an impressive 359 were delivered. An updated version, the CJ1, was introduced in 2000 which included an updated avionics suite and a higher maximum takeoff weight. Also introduced in 2000 was the larger CJ2. This was a five-foot stretch of the CJ1, allowing a maximum of eight passengers rather than the seven passengers that the CJ1 could carry.

Another hugely popular line for Cessna has been the Citation Excel, with the Citation XLS+ still being produced. Including all variants, the family has sold almost 1000 Excels.

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COMPANIES Cessna's Citation range has an aircraft type and size that covers almost the entire bizjet market..

The Evolution of the Species The original Excel came about as a mix of other aircraft. Customers wanted a larger cabin cross section than the Citation V line, so Cessna used a shortened version of the Citation X fuselage. The wing was based on the Citation V Ultra’s wing, and the tail was from the Citation V. The engines were variants of the Pratt & Whitney Canada PW500 engines that were also used on the Citation Bravo and Citation Encore.

There have been two upgraded versions since the

original Citation Excel. The Citation XL was introduced in 2004 and had uprated engines and a glass cockpit.

The current in-production Citation XLS+ entered service in 2008 and includes updated avionics, uprated FADEC engines, and a modified nose. The addition of a plus sign (+) to denote an upgrade is termed ‘plussing’ by Textron. Where an incremental upgrade has been introduced for the CJs, these aircraft have been included in the numbers for the original model.

A jump in the families, from CJ3 to CJ4, have all been kept as separate entries. The largest member of the CitationJet family is the CJ4.

Citations hold the record for the highest number of deliveries of an aircraft type in a single year. In 2009, Cessna delivered 125 Mustangs – an all-time record and one that doesn’t look like being beaten.

The early Citations revolutionised the bizjet market.

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Cessna’s largest Citation was expected to be the Hemisphere.

However development has been suspended and the current top of the range is the Longitude.

The Longitude uses the same

COMPANIES fuselage cross section of the Latitude but uses a T-Tail rather than the Latitude’s cruciform tail. Cessna also swapped the engines from the Silvercrests to Honeywell HTF7700Ls, and the range is a very useful trans-continental 3,500nm.

In the cockpit, three inches of legroom has been added to the co-pilot position for enhanced comfort.

Additionally, cabin entry threshold materials have been improved for durability and maintainability.

With the Longitude, and the possible relaunch of the Hemisphere, Textron has an almost complete aviation solution. It builds small single-engine piston aircraft that are used in flying schools around the world. Through its Bell Helicopter subsidiary, it makes helicopters. Through Beechcraft it builds business turboprops and, through Citation, it builds business jets.

Citation XLS Gen2 The Citation XLS Gen2 cabin has also received many subtle but significant improvements such as the new lighted airstair door with a curtain for weather protection on the ground and improved acoustics in flight. Passengers enjoy natural lighting and a new pedestal seat design enhances passenger comfort with individual controls, new styling and optional quilting, while the forward couch features an optional folddown capability, which allows passengers to access baggage in flight.

The first Citation flew in 1969

The Gen2 Cessna is now taking orders for the Citation M2 Gen2 and the Citation XLS Gen2.

The latest updates to the Citation M2 platform strengthen the model’s focus on pilot and passenger comfort as well as productivity. The M2 Gen2 brings an enhanced cabin experience. Its role as a business jet is enhanced in that productivity has been bolstered with the latest cabin technology such as wireless charging and USB-A ports at each seat. In the cabin, ambient accent lighting, re-mastered illuminated cupholders and additional in-flight accessible storage improve the passenger experience.

Communications connectivity is the new buzz-word in bizjets. The XLS Gen2 features a state-of-theart intuitive wireless cabin management system that includes a touchscreen moving map monitor, wireless charging, USB charging ports at each cabin seat and optional Bongiovi Immersive speaker-less sound system.

More than 1,000 560XLs have been delivered over the past 25 years, many to the most demanding fractional ownership operators and charter operators. Cessna’s range of business jets is demonstrably hitting the market’s sweet spot. 

Cessna's Longitude is the top of a very successful range.

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COMPANIES

YES AIRCRAFT MAINTENANCE YES AIRCRAFT MAINTENANCE PTY LTD is an Approved South African Civil Aviation Authority (Part 145) Aircraft Maintenance Organization AMO 1345, a leading MRO, located at OR TAMBO International Airport in Johannesburg, South Africa, with a hangar area over 35,000 square feet.

Approved Capabilities; • Airframe – Boeing B727, B737CL, B737NG (last quarter of 2021) • Engine – JT8D Series, CFM56-3 and CFM56-7 Series We offer excellent, cost-effective Maintenance and Engineering Services on a 24/7 basis with highly skilled experienced engineers.

Our dedicated Structural repair team, can complete minor to major repairs and modifications at our facility, including on-site jobs.

Base Maintenance includes; • Scheduled A, B, C and D checks • Structural Inspection, repair and/or modifications • Engineering Modifications/Upgradation on the aircraft, engines and related systems including Avionics Interior and Structures.

YeS”…’n in with “ Let’s Beg

• Major component Change • Corrosion Prevention and Control Program Applications • Airworthiness Directives and Service Bulletins Compliance • Trouble Shooting • Borescope Inspections We are committed to complying with the regulatory authority requirements in the industry to meet and exceed customer expectations and aim to maintain the highest standard of aviation safety, compliance of procedures and attaining total customer satisfaction, by continuously monitoring and optimizing the quality system and operational procedures, in the industry.

Our Quality Management System & Safety Management System includes; • SA CAA Approval • DR Congo CAA Approval Hangar 5, Safair Complex, Northern Perimeter Road, Bonaero Park, 1622, South Africa Tel: +2711068000. Email: accmanager@ yesaircraftmaintenance.com Website: www.yesaircraftmaintenance.com 

ying… …keep fl

LEADING MRO IN THE AFRICAN REGIONS We provide Excellent Cost-Effective Aircraft & Engine Maintenance and Engineering Services/solutions on a 24/7 basis with highly skilled experienced Engineers & Technical experts at a quick TAT. Multiple Civil Aviation Regulating Bodies Approved Organizations.

• • • • • • • • • • • • •

Capabilities

Airframe » B727-100/200 » B737-200 » B737-CL (200/300/400/500) » B737-NG (600/700/800/900)

Engine/APU Services

Base/Line Maintenance Services Scheduled Checks A, B, C & D Structural Checks, Repair & CPCP Engineering & Modification Program Field Assistance Engine, APU & Landing Gear & Major Component Change STC compliance AD’s & Service Bulletin Compliance Return to Services, End of Lease (EOL) Dismantling/Teardown Program Parking and Storage CAMO /Technical Services Fleet Management Interior Modification & Upgradation

• Boroscope Inspection (BSI) & Blend repair • Top-Case Repair • QEC/LRU Major Component Change • Lease & Lease Return Service • Technical Assistance

Workshops/Support Services • • • • • • • •

Structural Sheetmetal Battery Paint Oxygen Wheels & Brakes Avionics Interior

Engine » P & W JT8D - All Series » CFMI CFM56 -3/7 Series

YeS Inhouse Training Facility Type Training Courses » Boeing 727/737 – All Series » Theory/Practical-Categories B1/B2/C » Difference Fleet Courses as appropriate

Other Training Courses » Human Factors » Continuation Training » Aviation Legislation » Fuel Tank Safety Level 1/2

P O Box 8219, Bonaero Park, 1619, Hangar 5, Safair Complex, Northern Perimeter Road, Bonaero Park, 1622, South Africa

Tel : +27 11 068 0000 / +27 82 774 7228 (AOG) Email : info@yesaircraftmaintenance.com / accmanager@yesaircraftmaintenance.com. Website : www.yesaircraftmaintenance.com

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COMPANIES

NBAA ROUND-UP After a decade of stagnation, the pandemic may have fundamentally changed the business aviation industry with virus-driven safety concerns spurring a robust recovery.

THE INDUSTRY HAD BEEN in a 10-year state of doldrums after the financial crisis of 2009, followed by the beginning of an upturn in 2019. Then COVID-19 hit, and with it came a sharp reduction in flight hours, sales and new aircraft production. But the downturn was shorter than expected.

A year ago, no one expected the market to be as strong as it is today. Instead, the pandemic has acted as an accelerator to business aviation, says Eric Martel, Bombardier president and CEO. “The market is pretty robust right now,” Martel says. “It slowed down last year, but now it’s accelerating to a place we’ve never seen before.”

Analysts aren’t expecting deliveries to exceed 2019 levels until 2023 or 2024.

Charter companies report 20% and beyond increases in activity, fractional providers are experiencing 30% to 40% and higher increases in memberships, pre-owned inventory is at historic lows, utilization is back to and above 2019 levels, and major manufacturers report a book-to-bill of about 2:1, or two orders for every business jet delivery.

That has led to longer backlogs for new aircraft, firming prices and, for the first time in a decade, an appreciation of values for certain pre-owned models, according to Aircraft Bluebook‘s analysis.

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Private flight provider Wheels Up says it has seen a 146% surge in flight legs and 47% increase in memberships. The boost in business has led NetJets to pause all fractional sales and leases of Embraer Phenom jets, as well as Cessna Citation XLS and Citation Latitude aircraft. “The waitlist for card purchases is well over 1,000 now and we are actively taking deposits for shares of future Phenom and Latitude deliveries well into 2022,” Patrick Gallagher, NetJets president of sales, marketing and service, said.

A strong economy, healthy stock market and low interest rates have buoyed the industry.

But the largest driver has been COVID-related health concerns of first-time users of private aviation, those who previously could afford to use private aviation but did not, Cai von Rumohr, Cowen senior aerospace research analyst, wrote in a note to investors. The new entrants are seeking alternatives to commercial airlines to keep their families or executives safe and better schedules with the pullback of airline service.

The pre-owned market is especially robust, with inventory at record lows and many aircraft selling before they officially hit the market, brokers say. In

COMPANIES some cases, owners of preowned aircraft are getting multiple offers.

The 2021 NBAA -BACE expo.

The decline in inventory is a global issue, led by the U.S., which kept state borders open and was less affected by international border closures. Owners also have been hanging onto their aircraft as they struggle to find a replacement with few preowned choices available, especially of the newer, lower-time aircraft, experts say. In September, 1,154 business jets were for sale, or only 5% of the business jet fleet.

For new business aircraft purchases, first-time buyers historically made up 10% to 20% of sales. Now, the figure has risen to more than 30%. Embraer reports a 34% increase in new buyers, while Bombardier and Textron Aviation report similar increases. “We see a lot of new people coming our way for the first time,” says Martel.

Working with new buyers means a change in the purchase process. “You have to introduce them to tax advisors and broker dealers and bring them along with that process,” says Michael Amalfitano, Embraer Executive Jets president and CEO. Besides an upswing in the business jet market, the turboprop market has been robust as well, Ron Draper, Textron Aviation president and CEO, said in September, although it’s not as strong as the jet market.

That overall upswing suggests an extended upcycle through 2023, and longer should the Delta variant of the virus stick around, Cowen’s von Rumohr says.

At the same time, experts are not predicting a return to the highs of 2007 and 2008, when the industry delivered 1,300 business jets in a year.

In the first half of 2021, deliveries of piston, turboprop and business jet aircraft rose 16.8% over 2020 levels

but declined in every category compared to the first half of 2019, with deliveries overall down 8% for the same period, according to a General Aviation Manufacturers Association report.

So far, the upturn in activity has not led to an increase in production by the manufacturers, who say they are waiting to see whether the demand will last. They also want to build backlogs and firm pricing.

“An increase in price will not only just help all OEMs, it [also] would help the industry to get a little healthier financially and build up backlogs, [and] provide more certainty going forward,” Draper says.

The growth in the number of high-net-worth individuals will also boost the industry, experts say.

The number has risen dramatically with new creation of wealth. The biggest challenges for the business aircraft industry are twofold: the supplier network and a shortage of skilled labour. The two are related.

The fundamental problem comes down to the availability of skilled labour and skilled technicians, Draper says. The supply chain will limit how much manufacturers will be able to increase production.

When manufacturers call suppliers to increase production rates, suppliers often say they need skilled workers. It is a problem that isn’t going away soon, he says. 

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COMPANIES

BLACKHAWK UPDATE Blackhawk Aerospace said it reached a total of 1,000 XP Engine+ upgrades sold since the company’s beginnings in 1999. Blackhawk said its upgrades are designed to “increase the performance, speed, usability and reliability of high-performance turboprop aircraft for a lower cost than buying new.”

Blackhawk is now offering PC-12 engine upgrades.

BLACKHAWK UPGRADES have been applied to Caravan, Cheyenne, Conquest and King Airs, all featuring factory-new Pratt & Whitney Canada-made engines with extended time between overhauls (TBO).

“Reaching the 1,000th Engine+ Upgrade customer is something we never could have dreamed of back at our start in 1999,” Blackhawk CEO Jim Allmon said. “I continue to be blown away by our incredible team, our loyal customers and our dedicated industry partners,

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all of whom Blackhawk could not exist without.

One-thousand upgraded aircraft is a monumental accomplishment, but still only the beginning.”

Blackhawk has changed dramatically over the past two years, moving from one company to four. It now operates divisions focusing on engine and propeller upgrades, technologies for avionics upgrades and aircraft maintenance, composites, and solutions, including military and special-mission use.

COMPANIES The company offers the opportunity to exchange timex Pratt & Whitney PT6A engines on King Airs and replace them with engines with more horsepower to increase aircraft performance.

Blackhawk has performed a deep market assessment to select the next project, the Pilatus PC-12, replacing their original engines with the PT6A engine and adding new propellers—most likely a Hartzell propeller—and Garmin’s digital information systems, Allmon says.

The PC-12 market is starting to age, with many approaching their first or second required overhauls.

More than 600 legacy PC-12s are in service. Via supplemental type certificate (STC), Blackhawk’s PC-12 XP67P Engine+ upgrade replaces the turboprop single's stock Pratt & Whitney PT6A-67B engine with the higher-thermally-rated PT6A-67P model.

Flight testing of a PC-12 with the new engine is expected to start late in the first quarter of next year. The XP67P upgrade includes a new PT6A-67P engine but retains the PC-12's original Hartzell fourblade aluminium propeller. Blackhawk plans to certify additional propeller options in the future.

With 1,700 aircraft in service, the PC-12 is the second best-selling turboprop single, behind the Cessna Caravan. For more than 600 of the PC-12s eligible for the XP67P upgrade, many of which are at or close

to overhaul, it is an optimum opportunity to install an engine upgrade, according to Blackhawk. Operators upgrading before TBO expiration will receive an engine core credit of $95 per hour for any engine time remaining.

Featuring improved metallurgy, the XP67P engine allows for a higher internal turbine temperature (ITT) limitation of 850 degrees C versus the stock -67B’s 800-deg C limitation on takeoff. Maximum continuous ITT for climb and cruise is 760 deg C for the -67B and 820 degrees C for the XP67P. The PT6A-67P is a 1,200-shp engine that produces 142 more thermodynamic horsepower than the stock PT6A-67B, and the higher ITT and thermo produced by the -67P engine enables operators to use full torque to more efficient cruising altitudes. A stock -67B engine starts losing power at 13,000 feet, but the XP67P can maintain full power to 23,000 feet.

“Building upon the success of our existing Caravan engine upgrades, adding the Pilatus PC-12 platform to our growing list of STCs was a natural evolution for the aftermarket engine upgrade business that Blackhawk was built on,” said Blackhawk president and CEO Jim Allmon. “We look forward to welcoming PC-12 owners and operators into the Blackhawk family.” 

Blackhawk celebrates its 1000th engine upgrade.

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COMPANIES

HONDA’S

HONDAJET 2600 Honda surprised attendees at the 2021 NBAA-BACE by revealing the HondaJet 2600 concept–an all-new, long-range light jet with trans-continental capability.

The Hondajet 2600 concept model.

UNVEILING A FULL-SIZE cabin mockup at the show, HondaJet designer and company founder Michimasa Fujino says the inspiration for the potential new family member emerged during work on the Elite–the enhanced HondaJet HA-420 variant.

“We became aware of the need for a new kind of aircraft based upon a different market segment. The conditions in the business aviation industry have

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signalled the need for rapid cross-country travel and the ability to carry more passengers and payload. And the dire necessity of cutting carbon emissions,” Fujino said. “In response, we developed the HondaJet 2600 concept. The aircraft is designed to fly up to 2,625 nm with as many as 10 passengers and one crew–making it the longest-range single-pilot business aircraft in the world.

COMPANIES “This concept will unlock an entire new frontier of possibilities, new destinations and an opportunity to reduce aviation's carbon footprint,” says Fujino, who adds the aircraft is designed to be 20% more fuelefficient than comparable light jets and over 40% more efficient than other midsize competitors.

Derived directly from the baseline HondaJet, the new design incorporates the same overwing engine mounts, composite fuselage structure and natural laminar-flow wing features. However, the aircraft is stretched, with an overall length of 57.8 ft. compared to 42.6 ft., for the HA-420, and has a far bigger span of 56.7 ft.–around 16 ft. greater than the baseline jet. The high-aspectratio wing is designed to give the aircraft a maximum cruise altitude of 47,000 ft., and a takeoff distance of 3,300 ft., with a maximum takeoff weight of 17,500 lb.

The modular design cabin, with a pressure altitude of 6,360 ft., will be reconfigurable to accommodate eight, nine or 10 passengers and one or two pilots. The fuselage cross-section is more ovoid with a height of 62.5 in., providing additional headroom in the cabin.

“We are featuring more electrification and automation to make the flight easier, safer, and more enjoyable,” says Fujino. Citing an advanced steering augmentation system as an example, he adds that the system “helps the pilot to detect changes in aircraft yaw rate and

provides directional assistance to nose wheel steering for increased stability and tracking. This increases handling quality, reduces pilot workload and enhances safety.”

Other features include autobrakes, a runway overrun awareness and altering system, autothrottle and electric spoilers, steering and brakes. The flight deck will be based on the Garmin G3000 avionics suite. “We are target targeting a high degree of commonality with seamless transition from the HondaJet Elite type rating to the HondaJet 2600,” says Fujino.

The all-important choice of engines has yet to be disclosed. It remains unclear if Honda’s long-standing collaboration with GE Aviation, which resulted in development of the HF120 turbofan for the HondaJet, may be extended to provide a more powerful engine for the new project, or whether another all-new engine solution will be sought. The timeline for development has also not yet been disclosed, although industry observers say the recent termination of Bombardier Learjet 75 Liberty program effectively creates a hole in the light jet market.

The guideline price for the new HondaJet is expected to be in the $10-12 million range. 

BOMBARDIER’S

CHALLENGER 3500 Bombardier has announced the Challenger 3500 as an upgrade to the Challenger 350. The Challenger 3500 redesigned interior includes Nuage seating, voicecontrolled cabin, wireless chargers and 24-in., 4K displays. Customers also have an option of selecting sustainable materials for the cabin’s interior.

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COMPANIES

The Challenger 3500 is a 350 with a fresh interior.

BOMBARDIER ANNOUNCED in late September 2021 that it received a firm order for 20 Challenger 3500s valued at $534 million at list prices from an undisclosed customer, its largest order in 2021.

Volumes could be written about the ups and downs of Bombardier’s journey through the aviation business, but there is one straight line that runs through the story: the Challenger large-cabin business jet.

From the Challenger 601 that came on board when Bombardier acquired near-bankrupt Canadair in 1986, to today’s Challenger 650, the aircraft has been a steady seller, with its wide fuselage, solid performance

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and reliability, and reasonable costs. But the market is changing.

For most of its life, the Challenger has had only one real competitor, Dassault’s Falcon 2000, which has followed a similar path of offering an attractive mix of cabin, performance and price through several refreshes since it was introduced in 1994. But the competitive sands are shifting. Unveiling the new G400 ahead of NBAA-BACE, Gulfstream President Mark Burns noted that "the large-cabin, entry-level point has long been kind of abandoned by most of the marketplace.”



COMPANIES

COMPANY PROFILE:

STAR AIR CARGO Star Air is a key independent airline support operator on the African continent. It incorporates Star Air Cargo and Star Air Maintenance as separate entities. The business focusses on aircraft leasing, including aircraft with crew, maintenance and insurance (ACMI) charter, and cockpit and crew training for its own operations.

Star Air Cargo supplies Boeing 737 freighters and passenger aircraft to airlines around the world.

STAR AIR CARGO BEGAN as a small charter operator in the early nineties. The business grew using light aircraft for scenic flights and overnight cargo runs.

It originally operated piston aircraft to operate courier freight and carry small high value or time sensitive cargo (hence the Cargo name) for DHL Express and other companies.

Typically, an early client was the Sunday Independent newspaper, which flew newspapers from Johannesburg to Port Elizabeth in a Piper Aztec.

Boeing 737-200, ZS-OWM. This aircraft, along with a Dornier 228, was placed on contract in East Africa.

During the decline of the Rand against the US Dollar at the start of the millennium, some of the founding business partners divested, leaving Peter Annear to build the company into its present size by leasing five Boeing 737s.

These include two series-200s and three 'Classics'. The current fleet consists of six Boeing 737-300 freighters and two 737-300s for passenger operations. The passenger aircraft can be tailored to the client’s needs by configuring the seating to all

can cost up to $150 000 per gear leg

The company’s first heavy jet was acquired in 2002: a

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COMPANIES economy or a combination of economy and business class. The Boeing fleet is equipped with integral stairs, minimising ground handling costs and requirements and making the aircraft far more flexible for remote African operators.

For contracts that are six months or longer, Star Air can brand the aircraft for customers to maintain uniformity between their fleet and leased aircraft.

In June 2019, Star Air Cargo was acquired by Comair, who agreed to pay U$5.14 million to acquire the group. However it was realised that the acquisition by Comair would adversely affect Star Air’s ability to be a truly independent supplier of service to all airlines.

And then, due to the financial constraints imposed on Comair by the COVID-19 lockdown and the subsequent business rescue process, the Comair deal was cancelled in October 2020.

Star Air Cargo values its independence and has a variety of quality clients. At various times they have supplied: Rwandair, Air Botswana, Air Malawi, Air Tanzania, LAM Mozambique Airlines, Air Namibia, SA Express, Mango and Airlink. The company holds

Star Air supplies aircraft with full Aircraft Maintnenace Crew and Insurance leases.

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its own A1 charter license and employs 16 full time cockpit crew and 16 full time cabin staff.

CEO Peter Annear is also a type rated 737 captain and remains a keen general aviation pilot with a Mooney Ovation.  Star Air Cargo and Maintenance's Peter Annear and Marcel "Lieb" Liebenberg (left).

SA Flyer 2021|11

CARGO

Boeing 737-300 Cargo Aircraft available for wet (ACMI) lease.

Based at OR Tambo International Airport, Johannesburg South Africa.

Contact: yvonne@starcargo.co.za or peter@starcargo.co.za Tel: +27 11 234 7038 www.starair.co.za

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COMPANIES

PILATUS AIRCRAFT THE PILATUS PC-24 is a light business jet produced

by Pilatus Aircraft of Switzerland. Following the PC-12 single turboprop success, work on the jet project started in 2007 for greater range and speed. Powered by two Williams FJ44 turbofans, the PC-24 kept the rugged airfield capability of the PC-12. To date, Pilatus have produced and delivered over 130 PC-24s, with a strong order book and sales outlook for the coming years. Throughout its 40-year lifecycle, Pilatus plans to produce in over 4,000 aircraft.

The global PC-24 fleet have accumulated over 50,000 hours and based on customer feedback Pilatus have incorporated some new features into the latest production serial numbers, some of which can be retrofitted in earlier serial number PC-24s. New executive seats provide more comfort and feature the ability to fully recline to a flat position. Seats are now also attached to the cabin’s flat floor with quick -release mechanisms to facilitate rapid seating configuration changes on the ground. In lieu of the standard forward left-hand coat closet, operators may now choose to install a galley with options for a microwave oven, a coffee or espresso maker, a generous work surface, dedicated ice storage, and capacity for standard catering units.

For PC-24 flight crews, Pilatus and Honeywell have continued to develop and refine the Advanced Cockpit Environment (ACE). A touch-screen avionics controller replaces the multi-function controller as standard equipment. The PC-24’s flight control system now incorporates Tactile Feedback and the standard auto-throttle system also includes a new Automatic Speed Protection function. Other features such as Honeywell’s SmartRunway and SmartLanding, FMS Takeoff and Landing Data (TOLD), Controller to Pilot Data Link Communications (CPDLC), KMA-29A Bluetooth 3D audio panel and Honeywell RDR-7000 are now also offered as optional equipment.

Locally, the African based PC-24 fleet continues to grow, and Authorized PC-24 Service Centre, Pilatus PC-12 Centre Southern Africa, is underway with a hangar extension at its facility at Rand Airport. The expansion will provide ongoing support for the PC-24 fleet well into the future.

Contact: Tel: 011 383 0800 Raymond Steyn 082 652 3439: Tim Webster 083 251 0318: Gerry Wyss 082 318 5089: Pascal Wyss 082 511 7312 

CIRRUS AIRCRAFT CIRRUS AIRCRAFT unveiled a re-imagined Vision Jet™ – the G2+ Vision Jet – featuring optimized engine performance for expanded mission capabilities, Gogo® InFlight WiFi for a connected cabin experience, and bold, new colorways for added ramp presence.

The G2+ Vision Jet is the latest demonstration of the company’s dedication to relentless innovation, and joins a host of industry-leading technologies offered in the best-selling jet in general aviation, including Autothrottle, Safe Return™ Emergency Autoland and the Perspective Touch+™ by Garmin® flight deck.

With the G2+ Vision Jet, the Williams FJ33-5A engine has been finely tuned with a newly optimized thrust profile that provides up to 20% increased performance during take-off. The optimized performance joins the expanded flight envelope to FL310, launched with the G2 Vision Jet in 2019, offering enhanced performance to increase range, carry more and enjoy

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added reassurance in hot temperatures and high elevations – providing access to additional airports at popular destinations across the globe.

From the striking exterior, pilot and passengers step into a remarkably spacious interior designed around the largest cabin in its class, featuring premium leather, bolstered seats, noise reduction and an immersive experience made possible by the panoramic windows unique to the Vision Jet. The worldwide fleet currently includes more than 265 Vision Jets with over 500 Type Ratings issued for the aircraft. Deliveries for the G2+ Vision Jet are planned to begin in August 2021.

For more information contact Eugene Prenzler email: sales@cirrussa.co.za or Cell: +2767-232-5395 

®

G E N E R A T I O N

2

THE NEXT EVOLUTION IS HERE CHARTER

ENHANCED PERFORMANCE

SMARTLIFT

SAFE RETURN™ EMERGENCY AUTOLAND

™

SPECIAL MISSION

INFLIGHT WIFI

FLEXIBLE CABIN CONFIGURATIONS

To learn more about G2+ Vision Jet, call 067-232-5395 or mail sales@cirrussa.co.za.

CSA Aviation (Pty) Ltd Africa’s only Cirrus Platinum Partner

©2021, CIRRUS DESIGN CORPORATION D/B/A CIRRUS AIRCRAFT

FlightCom: November 2021

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COMPANIES

EXECUTIVE AIRCRAFT

REFURBISHMENT EXECUTIVE AIRCRAFT REFURBISHMENT has over the years earned its global reputation for quality and attention to detail. Francois Denton and his expert team will advise clients on all aspects of the aesthetic and technical refurbishment process from beginning to end and nose-to-tail.

Operations Management forms part of their dayto-day processes that ensures that production runs smoothly and effectively. Their policy of keeping in close contact with the customer keeping them up-todate on the progress of their aircraft has proven to be a winner. Each component of the aircraft is scheduled into production thereby ensuring customer satisfaction while maintaining the highest quality standards.

Executive Aircraft Refurbishment will custom design and develop aircraft interior with foam building to the client's exact specifications, whether leather or fabric upholstery the professional team will deliver the finest quality results all manufactured on-site by their large team of highly experienced individuals.

Executive Aircraft Refurbishment refurbishes single components such as seats, interior roof panels, window panels, lower side walls and armrests, air vents, and light fittings. They will remove and refit single components with care and to perfection. Components such as interior plastic panels and trims are not only repaired and reconditioned but also strengthened to produce a product that will stand the test of time.

Interior carpeting is all custom manufactured with only the best quality wool carpets and professional edging. Non-textile flooring, such as coin-dot flooring for galleys, cargo and baggage holds, all fall comfortably within their teams expert scope.

At Executive Aircraft Refurbishment quality and safety is their priority and this is no more evident than in their seatbelt repair, existing seatbelts can be re-used with their webbing replacement service. Webbing is available in a variety of colours to meet an aircraft’s specific needs.

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After re-webbing, the team conduct an in-house restraint test on their Safety Belt Restraint Test Rig, whereby test loads are applied to safety belts, before issuing the clients with the required certification.

Interior cabinetry is a speciality at Executive Aircraft Refurbishment, whether the choice is Formica® lamination or veneer, in a gloss or matt finish the cabinets will always be in line with the latest trends and client specifications. The team can also assist with repairs and alignments of doors and drawers.

Burn tests are conducted on all materials used in accordance with FAR25.853 and FAR23.853 test regulations and all required burn certificates issued.

Executive Aircraft Refurbishment boasts a paint shop large enough to get the job done with state-of-theart equipment, and an experienced team who pride themselves in attention to detail. From paint stripping to a complete respray, custom line paint scheme designs to customer specifications, the experienced paint-shop team will deliver a complete nose-to-tail makeover on any aircraft. No component is too big or too small, they will respray components like wheel rim assemblies and landing gear and in addition offer a mobile touch-up team. All paint colours are matched and mixed in-house ensuring total satisfaction, as well as supplying and applying exterior decals for the personalized touch. Each and every paint job is sealed with PRC® aerospace sealants.

Hangar 10 (Interior Shop) and 31 (Paint Shop) Gate 5 Lanseria International Airport Johannesburg TEL: +27 10 900 4149 CELL: 082 547 8379 francois@earefurbishment.com info@earefurbishment.com  Leather covered yoke.

Seat Belts.

COMFORT & QUALITY AIRCRAFT REFURBISHMENT

Tel: +27 (0)10 900 4149 | Mobile: +27 (0)82 547 8379 Info@earefurbishment.com | Francois@earefurbishment.com Hangar 10 (Interior Shop) and Hangar 31 (Paint Shop).

FlightCom: Lanseria International Airport, South Africa, Gate 5 North Side. November 2021

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COMPANIES

COMPANY PROFILE:

STAR AIR MAINTENANCE Star Air Maintenance is one of those largely unseen centres of competence based on the east side of OR Tambo Airport, Johannesburg.

STAR AIR MAINTENANCE (SAM), is an independent Aircraft Maintenance Organisation (AMO), and has been operating since June 2008. With 59 permanent staff, it is headed by both Peter Annear and Marcel 'Lieb' Liebenberg.

(AMEs), the company carries out third-party heavy maintenance as well as taking care of Star Air Cargo's contract and charter fleet of Boeing 737s. The AMO is further licensed to work on McDonnell Douglas MD-series aircraft and DC-9s.

Lieb is a heavy jet maintenance veteran with valuable experience as both a Tech Rep and an AME running major C-Checks for many African airlines. The company occupies the old east-side fast jet testing centre at Hangar K7 which can accommodate four B737-300s within the Denel compound at OR Tambo International Airport.

Unlike his contemporaries in larger maintenance bases in South Africa, Lieb is usually found in his overalls directing work from the shop floor. His hands-on style is rare in this high technology industry where paperwork skills have become as important as mechanical knowledge.

With 25 fully qualified Aircraft Maintenance Engineers

"A vital part of today's large jet maintenance is to keep overheads down", says Lieb. "Staff thus need to be

For longer leases Star Air will rebrand its aircraft to customer requirements.

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COMPANIES kept busy, and that means supervising workflows and making sure there is always something to do. Due to events such as the current supply chain crisis there could be delays in obtaining spare parts, and some tasks may take longer than others, so it is important to avoid periods where our engineers may be idle whilst waiting for colleagues to finish off."

"There are some costly ADs and SBs related to heavy jets. Boeing 737s for example require landing gear removal and overhaul every ten years. That can cost up to $150 000 per gear leg.

A C-Check can come in at around US$43,000 for labour if the aircraft does not require heavy maintenance. It is unscheduled maintenance that makes the C-Check costly. Boeing's Corrosion Preventative Control Program (CPCP) is a good example. It has several three, four and eight year calendar-based cycles and these can require an extra and substantial 3500 hours of additional work.

Lieb's experienced approach to workflow and tasking has a valuable spin-off. With knowledgeable and experienced management, the customer Tech Reps can benefit from integrated work packs that avoid repetitive work shared by both the major C-check and the CPCP requirements, thus reducing the final bill.

Star Air Maintenance also offers its clients the option of sourcing their own parts for a nominal handling fee. Star Air Maintenance subscribes to Partsbase, a database and tracking organisation that's able to source new and used components from around the world.

Lieb says his relationship with the CAA is excellent and he finds their inspectors helpful when needed to resolve issues. "We occasionally need CAA approval to move aircraft stranded because of a technical issue and have found the Authority’s personnel very helpful in such cases," Lieb adds.

Whilst Star Air Maintenance would like to grow their AMO, Lieb is wary of growing too fast. "Having more people makes it easy to lose day to day control, unless systems are in place. At the moment we happily bring in experienced and skilled contract engineers when needed.”

“Some things we have chosen to outsource as running several departments is costly and requires dramatically more regulatory monitoring and oversight. Thus, we contract out our safety equipment needs and some other tasks like borescope inspections - at least for the time being," Lieb says. In this way Star Air Maintenance is able to operate with maximum efficiency and pass these cost benefits on to clients. 

Star Air Maintenance ensures maximum aircraft availability and reliability.

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MAINTENANCE Star Air Maintenance Pty Ltd (SAM) is a subsidiary company of Star Air Cargo Pty Ltd, that provides all the AOC’s maintenance requirements up to C check. We are based at O R Tambo International Airport and our team of highly qualified engineers offer line maintenance to third parties.

SA Flyer 2019|11

Boeing 737-200 Boeing 737 Classics Based at OR Tambo International Airport, Johannesburg South Africa.

Contact: lieb@starcargo.co.za or peter@starcargo.co.za 72

FlightCom: November 2021

Tel: 011 395 3756 and 011 973 5512

Guardian Air is a trusted aircraft management, maintenance and VIP air charter company.

Providing a suite of specialised services to meet the discerning needs of aircraft owners, global business travellers, tourists and adventurers.

GUARDIAN AIR, operating from Lanseria International Airport in South Africa, offers Global VIP charter, comprehensive aircraft management and maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies.

Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary, Guardian Air Asset Management, have international and domestic operating licences issued by the South African Department of Transport as well as a or aeromedical transfers.

As aircraft owners themselves, they can identify with their customers’ needs. Guardian Air aircraft is serviced by their own in-house maintenance division, Guardian Air Maintenance (PTY) Ltd. Aircraft types endorsed on the operating licence: Beechcraft King Air 200 Hawker 700A/800A Dassault Falcon 20 Dassault Falcon 50EX Dassault Falcon 900EX Please contact our 24/7 operations team for VIP charter, air ambulance services or any other enquiries.

Guardian Air lives by this motto: “Throughout the company, there has been a big push in being transparent.”

Guardian Air is a trusted VIP air charter and aircraft management company, providing a suite of specialised services to meet the discerning needs of global business travellers,tourists and adventurers.

loc Lanseria International Airport Tel +27 11 701 3011 24/7 +27 82 521 2394 Web www.guardianair.co.za lic CAA/I/N283, AMO1401 FlightCom: November 2021 73

HELICOPTER AND FIXED WING PILOT TRAINING Durban: +27 31 571 6600

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Turbine - GS Training

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Starlite Aviation Training Academy FlightCom: November 2021

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CODE

> 20 pax

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FlightCom: November 2021

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FAX NO

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CODE TEL NO

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NAME OF AMO

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• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines; •Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227

FLIGHT SAFETY THROUGH MAINTENANCE

FlightCom: November 2021

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BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

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

Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

Alpha One Aviation Opelo 082 301 9977 on@alphaoneaviation.co.za www.alphaoneaviation.co.za

Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za

AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za

Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za

Aerocore Jacques Podde 082 565 2330 jacques@aerocore.co.za www.aerocore.co.za

Aero Engineering & PowerPlant Andre Labuschagne 012 543 0948 aeroeng@iafrica.com

Aero Services (Pty) Ltd Chris Scott 011 395 3587 chris@aeroservices.co.za www.aeroservices.co.za

Aeronav Academy Donald O’Connor 011 701 3862 info@aeronav.co.za www.aeronav.co.za

Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za

Aeronautical Aviation Clinton Carroll 011 659 1033 / 083 459 6279 clinton@aeronautical.co.za www.aeronautical.co.za Aerotric (Pty) Ltd Richard Small 083 488 4535 aerotric@aol.com Aircraft Assembly and Upholstery Centre Tony/Siggi Bailes 082 552 6467 anthony@rvaircraft.co.za www.rvaircraft.co.za

Aircraft Finance Corporation & Leasing Jaco Pietersen +27 [0]82 672 2262 jaco@airfincorp.co.za Jason Seymour +27 [0]82 326 0147 jason@airfincorp.co.za www.airfincorp.co.za Aircraft General Spares Eric or Hayley 084 587 6414 or 067 154 2147 eric@acgs.co.za or hayley@acgs.co.za www.acgs.co.za Aircraft Maintenance @ Work Opelo / Frik 012 567 3443 frik@aviationatwork.co.za_ opelonke@aviationatwork.co.za Aircraft Maintenance International Pine Pienaar 083 305 0605 gm@aminternational.co.za Aircraft Maintenance International Wonderboom Thomas Nel 082 444 7996 admin@aminternational.co.za Air Line Pilots’ Association Sonia Ferreira 011 394 5310 alpagm@iafrica.com www.alpa.co.za

Airshift Aircraft Sales Eugene du Plessis 082 800 3094 eugene@airshift.co.za www.airshift.co.za Airvan Africa Patrick Hanly 082 565 8864 airvan@border.co.za www.airvan.co.za

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Atlas Aviation Lubricants Steve Cloete 011 917 4220 Fax: 011 917 2100 Sales.aviation@atlasoil.co.za www.atlasoil.africa

Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za

Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za

Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com

Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za

Dart Aeronautical Jaco Kelly 011 827 8204 dartaero@mweb.co.za

Dart Aircraft Electrical Mathew Joubert 011 827 0371 Dartaircraftelectrical@gmail.com www.dartaero.co.za ATNS DJA Aviation Insurance Percy Morokane 011 463 5550 011 607 1234 0800Flying percymo@atns.co.za mail@dja-aviation.co.za www.atns.com www.dja-aviation.co.za Aviation Direct Dynamic Propellers Andrea Antel Andries Visser 011 465 2669 011 824 5057 info@aviationdirect.co.za 082 445 4496 www.aviationdirect.co.za andries@dynamicpropeller.co.za www.dynamicpropellers.co.za BAC Aviation AMO 115 Micky Joss Eagle Aviation Helicopter Division 035 797 3610 Tamryn van Staden monicad@bacmaintenance.co.za 082 657 6414

tamryn@eaglehelicopter.co.za Blackhawk Africa www.eaglehelicopter.co.za Cisca de Lange

083 514 8532 Eagle Flight Academy cisca@blackhawk.aero Mr D. J. Lubbe www.blackhawk.aero 082 557 6429 training@eagleflight.co.za Blue Chip Flight School www.eagleflight.co.za Henk Kraaij 012 543 3050 Elite Aviation Academy bluechip@bluechip-avia.co.za Jacques Podde www.bluechipflightschool.co.za 082 565 2330 info@eliteaa.co.za Border Aviation Club & Flight School www.eliteaa.co.za Liz Gous

043 736 6181 Enstrom/MD Helicopters admin@borderaviation.co.za Andrew Widdall www.borderaviation.co.za 011 397 6260

aerosa@safomar.co.za Breytech Aviation cc www.safomar.co.za 012 567 3139 Willie Breytenbach Era Flug Flight Training admin@breytech.co.za Pierre Le Riche Bundu Aviation 021 934 7431 info@era-flug.com Phillip Cronje www.era-flug.com 083 485 2427 info@bunduaviation.co.za Execujet Africa www.bunduaviation.co.za 011 516 2300 enquiries@execujet.co.za Celeste Sani Pak & Inflight Products www.execujet.com Steve Harris 011 452 2456 Federal Air admin@chemline.co.za Rachel Muir www.chemline.co.za 011 395 9000 shuttle@fedair.com Cape Aircraft Interiors www.fedair.com Sarel Schutte 021 934 9499 Ferry Flights int.inc. michael@wcaeromarine.co.za Michael (Mick) Schittenhelm www.zscai.co.za 082 442 6239 ferryflights@ferry-flights.com Cape Town Flying Club www.ferry-flights.com Beverley Combrink 021 934 0257 / 082 821 9013 Fireblade Aviation info@capetownflyingclub.co.za 010 595 3920 www.@capetownflyingclub.co.za info@firebladeaviation.com

www.firebladeaviation.com Century Avionics cc Flight Training College Carin van Zyl Cornell Morton 011 701 3244 044 876 9055 sales@centuryavionics.co.za ftc@flighttrainning.co.za www.centuryavionics.co.za www.flighttraining.co.za

Chemetall Flight Training Services Wayne Claassens Amanda Pearce 011 914 2500 011 805 9015/6 wayne.claassens@basf.com amanda@fts.co.za www.chemetall.com www.fts.co.za

FlightCom: November 2021

Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za Foster Aero International Dudley Foster 011 659 2533 info@fosteraero.co.za www.fosteraero.co.za

Gemair Andries Venter 011 701 2653 / 082 905 5760 andries@gemair.co.za GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za

Guardian Air 011 701 3011 082 521 2394 ops@guardianair.co.za www.guardianair.co.za

Heli-Afrique cc Tino Conceicao 083 458 2172 tino.conceicao@heli-afrique.co.za

Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za

Integrated Avionic Solutions Gert van Niekerk 082 831 5032 gert@iasafrica.co.za www.iasafrica.co.za International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za Investment Aircraft Quinton Warne 082 806 5193 aviation@lantic.net www.investmentaircraft.com Jabiru Aircraft Len Alford 044 876 9991 / 044 876 9993 info@jabiru.co.za www.jabiru.co.za Jim Davis Books Jim Davis 072 188 6484 jim@border.co.za www.jimdavis.co.za

Joc Air T/A The Propeller Shop Aiden O’Mahony 011 701 3114 jocprop@iafrica.com Kishugu Aviation +27 13 741 6400 comms@kishugu.com www.kishugu.com/kishugu-aviation

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

MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Orsmond Aviation Gavin Brown 058 303 5261 031 202 5703 info@orsmondaviation.co.za info@landingeyes.co.za www.orsmondaviation.co.za www.landingeyes.com

Owenair (Pty) Ltd Lanseria Aircraft Interiors Clive Skinner Francois Denton 082 923 9580 011 659 1962 / 076 810 9751 clive.skinner@owenair.co.za francois@aircraftcompletions.co.za www.owenwair.co.za Lanseria International Airport Pacair Mike Christoph Wayne Bond 011 367 0300 033 386 6027 mikec@lanseria.co.za pacair@telkomsa.net www.lanseria.co.za Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za

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

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@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 Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

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

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De 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 Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com

Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za

Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com

Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za

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

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

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

Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za

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

Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za

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

Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

stoffel@trioavi.co.za/frans@trioavi.co.za

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

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

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