SA Flyer Magazine April 2023

FLIGHT TEST: AIRBUS H125

– THE ULTIMATE LIGHT HELI

JIM DAVIS: C210 FUEL PUMP DANGERS

GUY: HOW WE ARE LIED TO ABOUT SAA

HOW SOUTH AFRICA LOST THE UAV MARKET IN AFRICA

MERCHANT WEST: HOW TO GET AIRCRAFT FINANCE

EDITORIAL: THE PILOT SHORTAGE

PETER GARRISON: EXCELLENT ADVENTURE

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POSITION REPORT

THERE IS VERY GOOD NEWS for aspiring pilots. The pilot shortage is going to reach critical levels in the next few years, driving up pay and working conditions as airlines compete to attract and retain pilots.

Facebook forum flyafrica has many senior and former pilots. A recent discussion is insightful:

“Airlink will potentially lose around 100 pilots to foreign airlines this year. SAA has lost 20% of the initial 87 pilots they restarted operations with. They say they need 37 pilots by the end of the year but none of those they retrenched will return as First Officers (FOs) with a R300,000 bond and earning R900k a year flying right seat with their former FO’s due to the discriminatory race and gender based hiring and promotion criteria.

“Safair might be experiencing the same losses as Airlink. Cemair would most likely lose pilots to Airlink or Safair and overseas.

“As an ex-SAA pilot, I can attest to the fact that almost every ex-SAA pilot who wants to continue flying commercially is now overseas flying for a foreign airline so that supply has mostly dried up. Some have hung up their wings and either retired or gone into other nonaviation careers or businesses.”

“A global pilot shortage is anticipated to extend through at least 2032, with North America anticipated

to feel the brunt of it as post-Covid demand exceeds new entrants.” As reported in this issue of Flight Com one of the more significant steps being taken to ameliorate the loss of experienced captains is that in the USA the retirement age for regional pilots has been pushed up to 67.

And it’s not just a shortage of pilots that is creating huge opportunities for new entrants. There has been a significant shortage of air traffic controllers, engineers and ground staff due to layoffs, redundancies and forced retirements. Further, South African flight schools are desperately short of instructors as many are being hired with very low time by the airlines. Add to that the low number of students at flight schools and the situation looks dire.”

Overseas packages are far more attractive than the local ones. The perennial question is – ‘Is the grass greener in the sandpit”’ – which means – is it better to emigrate and fly for one of the three Middle East airlines. A poster writes: “I left SAA in 2008, started as an FO at Emirates earning a salary higher than I earned as a Training Captain at SAA. Since then, the gap between salaries and quality of life between SA and the rest of the world has just widened. Add into the mix the very good reputation of South Africans abroad, and it is no wonder those who want/have to leave are finding that opportunities are plentiful.”

j

Guy Leitch

very good news for aspiring pilots

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DURAN DE VILLIERS is an accomplished pilot in Plettenburg Bay – who flies helicopters and many other types of fixed wings. Duran was instrumental in finding the lost cyclist we featured in the February edition.

As pilots we often get so caught up in piloting that we fail to look out the window and properly take in the incredibly views we are so privileged to experience.

Perhaps one of the best ways to avoid this is do away with the plane! So Duran flies a powered paraglider – and this spectacular photo is the product of one such sunset flight over the Knysna lagoon.

Send

The SAA V2.0 Fantasy

IT HAS NOW BECOME CLEAR that the government has been making promises about its last surviving state-owned airline that it has no intention of keeping. By stubbornly pretending that SAA Version 2 will be viable, the government is perpetuating a massive confidence trick.

There are two key performance requirements for the future of SAA Version 2. The first is that it must be financially sustainable and thus meet Minister Pravin Gordhan’s promises of not requiring any further taxpayer funding. The second is that a majority shareholding will be sold to a capable and experienced private sector operator who can impose the necessary disciplines for the airline to operate profitably. (And thus pay tax, instead of using it.)

There is now evidence that we have been lied to about the finances and are being led down the garden path about the prospects of the Takatso takeover ever happening.

Pravin Gordhan has made numerous assurances that the airline will no longer be using taxpayers’ money. However, thanks to a parliamentary report of 25 February, we have had sight of the long hidden mess of SAA finances for the past few years and even more tellingly, the projections for the next few years.

In the SAA fairy-tale, these numbers are a bitter pill we have been expected to swallow. Hein Keyser (formerly of Mango) writes in the Citizen: “In January, Public Enterprises Minister Pravin Gordhan said that SAA was trading profitably. Less than a month later, National Treasury said the airline lost R50 million during the first three quarters of the 2022-23 financial year. But the budget tabled on 22 February projected SAA’s losses at R786.7 million, against revenue of R3.8 billion and expenses of R4.6 billion.”

Tellingly, for 2023/24 and the 24/25 financial years, the budget projections make no mention of the R3 billion operating capital Takatso is supposed to be injecting into the airline as its

a bitter pill in the SAA fairytale

There is rapidly mounting evidence that we are being conned by the government about the real chances of success for the new SAA version 2.

dowry. This raises the questions as to whether government already thinks that the Takatso deal is never going to happen. It confirms sceptics views that the notion of privatising prestigious state assets such as SAA is anathema to many in the ANC government with its dogged belief in centralisation and control. In which case the whole Takatso deal has been an incredibly elaborate and long-playing charade.

The first big test of Gordhan’s promises to complete the long delayed Takatso takeover comes at the end of March 2023. This is a deadline Gordhan gave for the fulfilment of all the regulatory and compliance hurdles for the deal to be completed.

However, the only regulatory hurdle the Department of Public Enterprises says it is addressing is that of Competition Commission approval and it expects this approval by the end of March. But this is the easiest of the hurdles. Apart from the finances being worse than we have been told, the really hard part to swallow

is that Minister Gordhan is seemingly ignoring all the other regulatory requirements that will take substantially longer to accomplish than Competition Commission approval.

Reality Check 1:

The real red tape challenges to the Takatso takeover are that the South African Airways Act, (5 of 2000) has to be changed. Learned legal counsel avers that the; “SAA Act in its present form does not contemplate any shareholders other than the State.” In the normal course of parliamentary work, the amendment of an Act may take longer than a year.

Reality Check 2:

SAA requires licences to operate: The two allimportant licences are an Aircraft Operators Certificate (AOC) and Air Services Licencing Council approval. The SACAA issues AOCs, and a simple amendment to an AOC can take 6-18 months. Legal counsel says that this

Pravin Gordhan with Jacob Zuma - is Gordhan being honest about his real intentions with SAA?

will be necessary if key figures such as the CEO or safety Postholders change with the Takatso takeover. Yet the SACAA confirms that “No application regarding the [SAA] AOC amendment has been made.”

Reality Check 3:

A Takatso takeover will naturally involve a change of directors and the Air Services Licencing Council (ASLC) will have to approve a change of directors. There is also a question mark as to whether SAA’s air route rights would need to be revalidated by the Takatso deal. My enquiries reveal that no application has been made to the Air Services Licencing Council.

The DPE’s ignoring of these legal requirements brings into question the whole Takatso deal. And tellingly, the R3 billion operating capital injection from Takatso does not make an appearance in the financials provided for the next three years.

What of the future? The revenue growth projections presented to parliament are just wishful thinking. Keiser quotes Wayne Duvenage of OUTA, “I don’t believe SAA will achieve the growth and revenues budgeted for over the next three years. R13 billion income

by 2024-25 from R3.5 billion this year? … It appears the plan for a doubling of revenue and expenses for the next two years in a row is a recipe for problems if the strategy isn’t wellinformed and clearly implemented.”

Profit and loss statements are one thing – but cash is king and here SAA falls down badly too. SAA’s projected R3.3 billion negative cashflow further confirms that the airline is not sustainable without ongoing taxpayer support.

So the R3 billion Takatso dowry would be really helpful.

Despite the red ink all over the financials, as South Africa’s ‘flag carrier’ SAA is committed to resuming long-haul flights. This is another gigantic dream doomed to failure.

SAA currently has only two airliners capable of performing long-haul routes. These are an obsolete Airbus A340-300 and a slightly newer Airbus A330-300. These aircraft have terrible fuel consumption and ancient in-flight entertainment systems which are not able to compete with the more modern A350s and Boeing 787s offered by the other airlines.

SAA's finances - losses we were told were not there, and impossible revenue growth?

Since government presumably doesn’t have the money to spend R5 billion each new widebody would cost, they will presumably have to be leased. After SAA’s insolvency and business rescue it’s almost certain that these leases will be at high interest rates and will need to be underwritten by government. Thus does SAA continue to grow its burden on government.

Website airlineratings.com provides the following update from an interview with SAA Chair John Lamola; “Currently, SAA operates just one A340-300 and one A330-300, with another A330 joining shortly. “We will restart long-haul operations with our A330s. We then want to retake some of our former A350s currently stored in France, they have been offered to us,” said Lamola. “The plan is to retake two A350s and maybe move to the third.”

On the other hand, he admits to also having interesting proposals from Boeing with the 787 being a candidate as well, in order to create synergies with strategic partner Kenya Airways.

The airline has kept its route rights to the US dormant and still owns valuable assets in London. ‘In Heathrow, we have four daily slots that we have leased out, making money for us.” In serving Europe again, the “new” SAA is contemplating flying non-stop from Cape Town, a popular winter break destination, especially for tourists and long-term travellers from the UK and Germany. The old SAA had withdrawn direct services from the Cape to London over a decade ago in favour of concentrating on its Johannesburg hub. That was seen as a massive strategic mistake, contributing to the unprofitability of SAA’s long-haul network, while European and Gulf carriers were left to dominate all lucrative long-haul routes from Cape Town until today.”

What little market share SAA had, has been lost over the past three years to the other operators who have stepped into the gap left by SAA and are able to operate these routes far more efficiently. The key to long-haul successful airline operations is feeding and de-feeding your routes. This requires codeshare operations, and without a well-developed regional and domestic network, SAA is no longer in a position to feed these long-haul routes.

Finally there are the vexed yet still unanswered questions about the airline’s safety culture. The list of problems keeps growing, most recently: the disasters of the Brussels ‘alpha-floor’ incident and the Accra water contamination in fuel. But there is also the promotion of pilots who fail breathalyser tests to Captain, and the Head of Training not having qualified as an instructor.

There is enormous resentment amongst the South African taxpayers against the vast waste that SAA has cost the state. Add in a perceived safety risk and SAA will no longer be the first choice for travellers. This means it will have to compete on price – which against far larger and more cost-efficient carriers is a recipe for continual bailouts.

ALEKSANDR SOLZHENITSYN wrote:

“

We know they are lying. They know they are lying. They know we know they are lying. We know they know we know they are lying. And still they continue to lie.” j

guy@saflyermag.co.za

a recipe for continual bailouts.

PETER AND NICK’S EXCELLENT ADVENTURE

A phalanx of Restricted and

Military

Operating Areas confronts pilots heading north out of Los Angeles. Between sprawling Edwards Air Force Base and the Naval Air Weapons Station situated at water-free China Lake, a pilot studying the chart for the first time must think the way impassable.

THE ALTERNATIVES ARE inconvenient doglegs: either to fly up the San Joaquin Valley and to cross the Sierra Nevada at Fresno or Lake Tahoe, or, more grimly, to fly east almost to Las Vegas before turning northward toward central Nevada and Idaho.

But wait. The powers that partition airspace did provide itinerant VFR pilots with a consolation prize. It is called the Trona Gap, after the dusty mining town of Trona, vaguely familiar to motorists on their way to the pans and dunes of Death Valley. That the Trona Gap was a grudging afterthought I infer from the fact that it is L-shaped, just four miles wide at its southern end, and, furthermore, it straddles the south and north halves of the CG-18 WAC, as if in order to make navigating it as inconvenient as possible.

Fortunately, I had recently made a poor man’s glass cockpit out of a friend’s discarded iPad,

ForeFlight and a Stratus. Running the Trona Gap was now a simple matter of guiding my blue avatar – why can’t it look more like my airplane? – through the narrow L and into the magenta-rimmed and fighter-swarming lands beyond.

It was August 20, 2017, and my son Nick and I were going to see the eclipse.

Our plan was to overnight at Winnemucca, Nevada, a busy watering hole along Interstate Highway 80, and to leave in the morning in time to reach Weiser (rhymes with geezer), Idaho, a little before the total eclipse. Having wriggled through the Trona Gap, we bounced along – summer afternoons in the desert get a bit rough – almost due northward, and reached Winnemucca a little after six. The FBO was closed, but we caught a ride into town with a couple of fire spotters who had come to the end

The light was bewitched.

of their shift. At a restaurant appropriately called The Pig, Nick tucked away a full order of ribs as I looked on aghast. The manager told us they did a land office business the last couple of days – people heading north by car to that muchhyped ribbon of noonday darkness.

We were at the airport at seven the next morning. Several other aeroplanes, including a Berkut – a retractable gear re-imagining of the Rutan Long-EZ – and a pressurised Skymaster in Coast Guard colours, were preparing to take off on the same errand as we.

At 9.10 in Idaho we were in the air. In the cool of morning, it was calm and smooth. We looked up at the sun from time to time through makeshift glasses made, as we flew, from old floppy disks, which turned it the colour of a ripe persimmon. The moon was sliding in front of it, right on schedule. This was a remarkable coincidence, when you think of how many other places the moon could have been.

The radio chatter from Weiser had been busy, sometimes with a strain of anxiety as two jump planes, intending to discharge their skydivers in

darkness at different altitudes but at more or less the same time, attempted a hasty coordination while other pilots announced their positions and altitudes at random. Center reported numerous targets between 7,000 and 13,000 feet, and in the next breath cancelled flight following for everyone. Taking our cue from the latter number, we climbed to 14,000.

Of the two hours between the moon’s first nibble of one edge of the sun and the moment called “last contact” when it finally excreted the other, only the ten minutes before and after totality were particularly notable. Then the dimming of the daylight became obvious. The light was bewitched. The instrument panel had a peculiar pebbly look, and the paper on my kneeboard appeared to be wrinkled, as though it had gotten wet and then been allowed to dry.

Over Weiser we turned west, facing the approaching umbra, an immaterial juggernaut hastening along at 2,500 miles an hour. In the distance ahead a mass of obscurity, diffuse and ominous, raced toward us like a malevolent destiny, devouring mountain and valley. Then, we were in night.

Nick and Peter Garrison heading to the solar eclipse in Melmoth 2.

“F-18 at six o’clock, manoeuvring.”

If you expected total darkness, you would be disappointed; but I had seen a total eclipse in 1991 from a dry lake bed at the tip of Baja California, and I knew that the night of the eclipse is not a normal kind of night. All around, beneath a dome grading from sapphire to obsidian, the horizon is light, as it is when the sun sets below the edge of a dense overcast. To the south was a tawny band whose upper edge was as distinct as if it had been drawn with a ruler. It was smoke from wildfires in Oregon, which had been burning for weeks. Overhead, near the zenith, a softly glowing ring encircled the invisible moon, and one or two stars or planets could be seen.

I switched on the nav and panel lights, and we turned eastward to prolong totality a few seconds by traveling with it. The period of totality, we knew, would be short – a little more than two minutes – unlike the one in 1991, which had been uncommonly long, lasting an eternity of almost seven minutes, during which I and my friend who had travelled there with me in an Aviat Husky lay on our backs, the only occupants of the vast lakebed, hooting and hollering our delight. That had been a time of scurrying lights and shadows on the ground and

queer breezes and stillnesses; in the airplane, at 14,000 feet, we missed all that.

There was just a moment – I happened to be looking up when it came – when a bright jewel burst from the moon’s trailing edge. This was the much-photographed “diamond ring”. Then dusky twilight rapidly reappeared, and Nick and I watched the relentless shadow flee from us across the land, like a receding storm. I felt a little forsaken as it hurried away. We had cared so much for it, and it had cared for us not at all.

It is said, with justice, that the difference between 100 percent eclipsed and 99 percent is night and day. It is almost literally true. Once the brief minutes of totality ended, therefore, we had no more reason to be here than anywhere else. We turned south. The wildfire smoke, which before had appeared as a distinct brown band, now, either because ground heating had churned it up or simply because we were seeing it illuminated in a different way, formed a dense foglike haze in which conditions were barely VFR. Despite a careful lookout for the presumably plentiful traffic, we saw not a single other airplane. Indeed, we had not seen one since taking off.

The Trona Gap requires accurate VFR flying.

We stopped at Winnemucca again for fuel and a bite to eat from the FBO’s well-stocked larder, and then headed south. We were through the Trona Gap and heading toward Mojave when Joshua Approach, which was providing flight following, gave me a curious traffic advisory.

“F-18

at six o’clock, manoeuvring.”

I wondered: Should I take evasive action? Or should I assume that collisions with manoeuvring fighters are as rare as solar eclipses?

Nick had been busy with his cell phone during the trip, and when we got home he edited the footage into a 58-second precis of the

trip. It’s still up at https://www.youtube.com/ watch?v=QTPhE3i3Suk . The cell phone camera’s automatic exposure adjustment somewhat minimizes the darkness of totality, but the brightness of the horizon is obvious. I always tell people now that the best place to see a solar eclipse is in a valley, where the horizon outside the umbra cannot be seen. j

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SACAA

PREPARATION FOR FLIGHT

Instructors, you instruct with your mouth, not your hands and feet. And the only things you have in your toolbox are words.

IT’S YOUR JOB TO USE the right ones at the right time, and to be effective, the words must be not only correct, but also interesting and memorable.

Have a look at this heading. Now that’s a really dull, boring title – but that's what it says in the syllabus. What it means is planning for a safe and comfortable flight. To achieve this you have to use a whole lot of the right words and numbers.

Some of the right words are on screens, some are on bits of paper, some are numbers, some are on keyboards, and some are spoken. I’m going to tell you a couple of stories about people who used the wrong words while flight planning and got very close to killing hundreds of passengers.

• Interesting

• Correct

• Memorable

Interesting – if your words are not interesting you will lose your audience. You will see their eyes glaze over and they will squirm in their seats and fiddle with their phones.

squirm in their seats

Of course, if you use the right words, you can transform the lives of your students and their families and friends and ultimately their own students, and then their students.

You can breed generations of great instructors and good safe pilots.

For your words to be right – they need three properties – they must be:

Correct – your words must be correct otherwise you are lying to your students. Examiners call it ‘accuracy of statements’. Many of us are afraid of these three wonderful words, I DON’T KNOW.

As an instructor, you will gain the pupil’s respect if you say, ‘I don’t know – let’s look it up.’ You will also learn to love pupils who happily admit they don’t know. The dangerous pupes are the ones who say, ‘Yes, of course I know all that stuff’ –when they don’t.

Memorable – if what you say is not memorable your pupes will forget it in five minutes – then why bother saying it?

Mike van Ginkle was one of the best instructors I ever flew with. He had that knack of making things memorable. He converted me onto my

Grob G109-B at Grand Central. As we taxied out between parked aircraft and hangars he said, ‘Watch out for the wingtips. This aircraft is like a Dakota with its huge wingspan.’

That had emotional impact – suddenly I was a Dak Captain – not just a guy getting dual in a motor-glider.

I told you last time, if you want your pupils to remember stuff then try to make it emotional, otherwise give them a mental picture to keep in their heads.

Try not to be academic – use simple words. If you say rufescent, inflatable sphere when you mean red balloon, your pupils will hate you – and so will I.

arrangement of stabilizing surfaces at the tail of an aircraft.

So would flaperons on a delta wing qualify? And how about a canard? Hmmm it’s not really on the tail is it? Empennage is a muddy, unhelpful word that doesn’t really tell us much. Avoid it, and similar words if you can.

Numbers are difficult. They can be seriously boring – but hell they are important.

Numbers are difficult

You can picture a red balloon – it’s a cheerful thing. If I ask you about it tomorrow, or even next week, you will remember it.

Avoid boring words like empennage for instance. Have you got a clear, meaningful picture of that? I haven’t. The OED says: empennage /ɛmˈpɛnɪdʒ/ noun, AERONAUTICS, an

I’m thoroughly dyslexic which means the sequencing of letters and numbers doesn’t mean much to me. Dumb and stupid are words that my teachers employed when explaining my poor performance to my desperate parents. I couldn’t read out loud, and still can’t. The words bed and dad look identical to me and I see little difference between the numbers 118.3 and 113.8.

To rectify the problem I bought a book called The Gift of Dyslexia. I can summarise its contents into three words – be bloody careful.

This has proved to be excellent advice. I pass it

The Boeing 767 nose down on the runway now used as a race track.

on to all aviators – and particularly instructors –dyslexic or not, free of charge.

Be bloody careful means check everything twice and then ask yourself if that makes sense.

If your figures show that a Cherokee 180 has a useful load of say 1117 kg – does it make sense? The figure is actually correct it’s just that the unit should be lbs.

I would probably pick that up in an exam because my caution with figures dictates that I view the final answer with great suspicion. I like to know that it makes sense and sounds reasonable. If the airline pilots I am going to tell you about had used the reasonableness filter, neither of their near-death experiences would have happened.

Before I developed the habit of checking for reasonableness, I did my initial instrument rating flight test at Port Elizabeth in a Twin Comanche – and I cocked it up badly. As I approached the beacon I knew I would have to turn onto 230 to join the pattern. So what did I do? I turned onto 320.

Instant fail.

230 is south westerly while 320 is north westerly – my reasonableness check would have picked this up.

Anyhow, back to ‘Preparing for Flight’, let’s make this more interesting, correct and memorable. It’s a pretty vast subject so we’ll split it into three manageable parts.

• Painless Paperwork

• Classroom Capers

• Perfect Preflights

PAINLESS PAPERWORK

Do you remember bitching about examiners who just try to catch you out with trick questions? They give you all the fuel figures in kilograms but slip one in that’s in lbs. Bastards hey?

Well yes and no.

Man, when you are dealing with aeroplanes your paperwork has to be meticulous – spot on – dead accurate – neat – precise – actually perfect.

The route the B767 was supposed to fly.

When was the first time, in aviation, you had to write anything in pen and ink?

It was in your logbook, right? And it’s very easy to make a mistake – put something in the wrong column – mix minutes with points of an hour – add the wrong figures. If your first page was perfect – you are exceptional and don’t need to read any further.

Yep, I have heard of electronic logbooks, and of computer crashes and lost data. Keep both if you like, but the one people want to see is the paper one. When I say ‘people’ I mean the CAA, potential employers, and your grandchildren.

disgrace. They have then bought a new one and a dedicated logbook pen, and copied all the entries across, and tossed the original.

That’s the way to start – and carry on.

Everything your pupe writes is important –times in the Autho-book, mass and balance, fuel calculations, SAR details – absolutely everything. Her words and figures are all potentially lethal.

The Gift of Dyslexia

The CAA don’t really care if it’s a mess. Potential employers do. And what are you going to say to the rug rat sitting on your knee when you show it evidence that you flew aeroplanes with propellers, and they say, ‘Hell grandpa you were a messy old bugger weren’t you?’

Teach your pupe that her logbook is a big deal –she should be proud of it.

I have seen pupils who, at the end of their PPL training, realise that their logbook is a

I recently looked at a fatal accident in which the student had lost control of her C172 in the circuit and spun into the ground.

On the previous flight one instructor had written in her training file that she was inclined to ‘freeze’ on the controls.

What the hell does that mean? That she is inclined to hesitate with bringing the stick back during the flare? Or does it mean that she panics and locks solid on the controls? I have no idea, and nor did the instructor who sent her off on her next flight to die while doing solo circuits.

If you can’t be clear and precise with your words – both written and oral – do not be an instructor.

The Gimli Glider after being repaired. Image- Lewis Grant AirHistory.net.

I say again – your words are life threatening. And your pupil must start her flying career knowing that everything she says or writes must be neat, clean, precise and accurate.

To cement this concept in everyone’s heads, here are a couple of true stories about wrong figures (or words) that endangered hundreds of lives.

Who remembers the Gimli Glider?

On 23 July 1983, an almost brand-new Boeing 767-200, C-GAUN, operating Air Canada Flight 143, took off from Montreal, Québec, headed towards Edmonton, Alberta, via Ottawa. It was carrying 61 passengers and eight crew.

Shortly after 8pm while the aircraft was cruising at 41,000 feet over Red Lake, Ontario, the crew were alerted by a warning of low fuel pressure in the left fuel pump. The pilots believed that the pump had failed, so they switched the alarm off.

They were wrong.

Within minutes the left engine stopped and they began to lose height. As they were planning their next move the right engine also stopped. So did all the electronic instruments, and most

of the hydraulics, which were powered by the engines.

The crew deployed the Ram Air Turbine (RAT) which supplied enough power for the emergency instruments. It also gave some hydraulic power for the flight controls.

But it was not all bad news. In the left hand seat, the captain was 48-year-old Bob Pearson who had 15,000 hours. His first officer was 36-year-old Maurice Quintal with 7,000 hours. The good part is that Pearson was a competent glider pilot – and he was now flying the world’s biggest glider. And the only suitable landing spot within gliding range was an abandoned army base at Gimli, where his co-pilot was previously stationed.

When they selected gear down, the mains dropped by gravity, and locked into position, but the nose gear only extended partially.

As they got closer, they saw they were hot and high, so the captain threw the big aircraft into a sideslip for a touchdown just 800 metres past the threshold, narrowly missing a bunch of motor racing enthusiasts who were practicing on the airfield.

As they landed the nose gear folded, but the

The SAA Boeing 747-300 that was 120 tons heavier than planned and so got its takeoff V speeds all wrong.

aircraft slid safely to a stop. All the passengers and crew survived without injury, however there were some minor injuries during evacuation.

Investigators found only 64 litres of fuel in the tanks, and there were no leaks.

How could this happen? Well, pretty much everything went wrong on the ground before takeoff. The fuel quantity indication system (FQIS) had failed, but that would only ground the aircraft if the tanks were not dipped with a floatstick. This was done, but during a groundcrew change of shift there was confusion between the metric system of measurement and the imperial one.

This was the first aircraft in the Air Canada fleet to use kilograms on the fuel gauges, and the fuel truck’s meter showed how many US gallons were loaded. The refueller had to convert this to weight, which is dependent on the fuel’s temperature. And the crew needed to have the fuel figure in kilograms.

With earlier aircraft which had a flight engineer, this would have been his job, however the 767 did not carry an engineer and responsibility for checking the gallons-to-kilograms calculations had not been clearly defined by the company. Furthermore, neither the ground-crew nor the pilots had been trained to do this.

Ultimately the refueller and the cockpit crew were found partially responsible for using the incorrect figures.

The cockpit crew then entered the value into the FMC without recalculating it for metric values. So instead of having the 22,300 kilograms of fuel they thought was in the tanks, they had 22,300 pounds – less than half of what they needed for the flight to Edmonton.

So when you write exams that present you with different units of measurement – the examiners are not trying to trick you. These are real world flight planning situations that can cost lives.

A typical Boeing 747 manual takeoff speed reference card.

Instructors, you cannot be too careful with preparing for each flight. Your job is to get that in every pupe’s head.

Now here’s the next monstrous stuff up – a lot closer to home. And there is much to be learned for all – and particularly for instructors.

The captain started the takeoff roll from runway 03L, with the engine power set at 1.42 EPR and 10° of flap. The first officer called ‘rotate’ at the incorrect bug speeds.

The captain said the aircraft felt nose-heavy and delayed the rotation by 15 knots. As the aircraft became airborne the engineer shouted ‘sinking’ and the captain called for more thrust as the aircraft felt sluggish.

OVERLOADED JUMBO

On 11 March 2003, the crew of a Boeing B747300 was preparing to depart on an international scheduled flight from Johannesburg International Airport to Sao Paulo, with 20 crew and 137 passengers on board.

The captain had over 20,000 hours including nearly 6,000 on type.

The aircraft was initially delayed by ATC due to only one ATC radar sector being in use.

During the preflight inspection, the Auxiliary Power Unit (APU) failed to provide sufficient airflow into the cockpit and cabin area as well as to start the engines. The crew planned to use a ground air cart (Copco) to start an engine and then to cross-bleed start the other engines.

Amid several distractions on the flight deck, ATC suddenly reduced the expected 45-minute delay to only 30 minutes, causing further pressure on the already stressed crew.

The flight engineer obtained the load sheet but entered the zero fuel weight of 203 580 kg instead of the aircraft’s takeoff weight of 324,456 kg into the hand-held performance computer. He then wrote the computed takeoff speeds onto the takeoff cards which are mounted on both control columns.

The captain checked these takeoff speeds, as the first officer, who normally does this, was busy. Both pilots then set the bugs on their ASIs to these incorrect speeds.

The aircraft slowly achieved a positive rate of climb and the landing gear was retracted. ATC notified the pilot that a tail scrape had occurred. Fuel was dumped and the aircraft landed back at Johannesburg.

The cause of this horrendous incident was that the engineer had fed the ZFW instead of the aircraft’s takeoff weight into his computer. The result was that the aircraft was 120 tons heavier than he thought. (The 120 tons is the rounded difference between the 203,580kg the crew were working on, and the 324,456kg actual weight.)

He had entered the V1 and Vr speeds on the takeoff cards clipped to both pilots’ control columns and they failed to check these speeds because of the rush. No one used the commonsense, or reasonableness, check.

Why did the crew make a number of basic mistakes with figures and procedures? The short answer is that they were rushed.

Instructors, if you can get one very simple concept into pupils heads, you may pat yourselves on the back. This is it: NEVER BE IN A HURRY AROUND AEROPLANES.

Next month we will look at ‘Classroom Capers’ or how to get the good stuff painlessly into pupes’ pawpaws. j

120 tons heavier than he thought

association with Nigeria Civil Aviation Authority

FUEL PUMP F-UP

Aircraft registration: ZS-FPJ

Date and time of accident: 19 June 2015, 1602Z

Type of aircraft: Cessna C210J

Type of operation: Part 91

PIC license type: Commercial

License valid: Yes

PIC age: 38

PIC total hours: 6400

PIC hours on type: 149

• This discussion is to promote safety and not to establish liability.

• CAA’s report contains padding and repetition, so in the interest of clarity, I have paraphrased extensively.

History of flight:

Last point of departure: Piesangshoek (FAQB)

Next intended landing: Nelspruit (FANS)

Location of accident site: Field near FAQB

Meteorological information: 090/15km/hr. Viz 10km.

Temp: +18C

POB: 1+0

People injured: 1

People killed: 0

The engine started without difficulty and the pilot waited until all the engine instruments were normal before taxiing in an easterly direction for a westerly departure. He carried out his takeoff checks. At 1900 RPM and he noted that both magneto drops were 50 RPM.

The pilot selected 10° of flaps and took power. The aircraft accelerated downhill towards the west with a 15km/hr tailwind. The pilot reported that during the climb, at about 100 ft AGL he noticed a gradual loss of power and the aircraft was unable to gain altitude. The RPM surged between 2 500 and 2 200.

The pilot stated his eyes were outside the cockpit and he did not consider looking inside, to operate the electric fuel booster pump as the aircraft was drifting towards the tree tops. (Jim’s note: but he was able to notice how much the revs were surging.)

During a turn to the right, he lost control. The right wing dropped and the aircraft entered a near vertical descent, colliding with tree stumps on an uphill slope before impacting the ground.

A fierce fire broke out, which ultimately destroyed the aircraft. The pilot unbuckled himself and vacated the burning wreckage through the righthand door. He sustained minor bruises to his left

hand. The farmers in the area drove to the site and assisted with supressing the fire.

The first witness, a farmer who was at the airstrip, took a video of the aircraft during take-off. The aircraft rotated right at the far end of the runway before climbing and disappearing from his view. The aircraft flight profile on the video clip showed that towards the end of the runway, after rotation, the aircraft had a high nose attitude and the wings were level.

A second witness, a farm worker, who was about 1 km away, stated that he saw the aircraft about treetop height, less than 100 ft AGL before it crashed. According to this witness, the engine sounded like it was on a low power setting. The nose of the aircraft was slightly up, and the wings were level. The aircraft commenced a ten to fifteen degree bank to the right in the direction of the road, upon which it fell from the sky and crashed, before bursting into flames.

The engine-driven fuel pump was inspected and was found to have a sheared drive pin, P/N 631684, caused by the pump seizure, with a consequent fuel starvation and loss of engine power. When the pump was actuated by hand, there was no movement or continuity to its mechanical linkage that connected into the engine. The primary reason for the fuel pump

seizure could not be determined.

Though the engine-driven fuel pump is the primary source of fuel pressure to the engine/injectors, the aircraft also had a back-up auxiliary electric fuel “boost-pump, redundancy system” installed on it. In case the engine-driven pump fails or is unable to maintain adequate fuel flow, the auxiliary fuel pump must be instantly turned on. It is controlled by a switch on the instrument panel.

The pilot admitted than he did not monitor the fuel flow during take-off and at no time did he think of turning on the auxiliary fuel pump.

The electric pump provides fuel under pressure to the control unit for starting and/or emergency use. After starting, the engine-driven fuel pump provides fuel under pressure from the fuel tank to the control unit.

The POH states that if the engine-driven fuel pump fails during take-off, the pilot should immediately hold the left half of the auxiliary fuel pump switch in the high position until the aircraft is well clear of obstacles.

The pilot was experienced and familiar with the type of aircraft and well aware of all the emergency procedures. The investigation concluded that the pilot failed to conform to the

The 210J involved in the accident - source CAA.

POH emergency procedure which would have kept the engine running.

Auxiliary fuel-pump operation: Cessna Handbook.

The pump is not to be used in flight except in an emergency. Unlike some other high performance aircrafts, and even some other Cessna’s, it is not supposed to be operated during take-off, on approach, during maneuvers or while switching tanks (unless you have actually run a tank dry and the engine has begun to lose power or has lost power completely). If you run the electric auxiliary fuel boost pump while the regular engine-driven fuel

JIM’S COMMENTS

I find this incredibly depressing. Just going through my rather feeble recent memory I can think of this Continental fuel pump issue killing people in two Bonanzas, a Baron, two 210s, and a Piper Malibu.

What goes on in people’s heads? Didn’t they read the POH? Didn’t they get a proper conversion? Don’t they understand this very simple system? Can’t they stick to the rules? Are they in such a hurry they don’t think what they are doing? Do they think “it can’t happen to me so I don’t need to worry about it”?

The rule is pretty simple. You do NOT put the fuel pump on HI for takeoff, or in flight, unless there is a problem.

I just don’t get it. Actually that’s a lie – perhaps I do get it – could it be part of today’s instant gratification culture?

When you get a new toy – an electric fan or a bit of furniture that needs to be assembled – do NOT read the instructions until you get stuck.

Yep – I’m guilty of this as well. I only pull out the handbook for my motorbike when I can’t figure

pump is working normally, this will cause the engine to receive about twice as much fuel as it needs and cause it to lose power or even stop running. The electric auxiliary fuel boost pump consists of a split rocker switch located on the lower left side of the instrument panel next to the master switch. The left side is red and the right side is yellow. The left/ red side is HIGH; the right/yellow side is LOW. The HIGH side is required to keep the engine running at high power settings such as takeoff and initial climb. The LOW side should be adequate to keep the engine running at cruise power settings, depending upon conditions.

out how to reset the clock. Same with a Suzuki Swift I bought recently. What a magic little car that is, but I couldn’t figure out how to make the aircon go from fresh air to recirculate air. I kept pushing the button until my son told me to slide it sideways. But read the handbook – no ways.

But surely an aeroplane is different. There are a whole lot of apparently simple things, within easy reach, that can kill you if you don’t understand them. The door locking mechanism, the seat adjustment, the control lock, the fuel cock – even the park brake. If you try to do aerobatics in a Chipmunk with the brake on you will not be able to recover from a spin. It’s a very simple system, but if you don’t understand it you will die.

Then there are more obscure things. Has the aircraft you normally fly got an alternate static source in the cockpit? Do the fuel caps have breathers? A family of four was recently killed in a Comanche because the pilot didn’t understand the breathing system on the aircraft.

A mate of mine recently wanted me to fly with him in his little CTSW (hell can’t they give this delightful little aeroplane a proper name?). I insisted on reading the handbook from cover to cover before we even did a preflight.

simple things that can kill you

Overkill? I don’t think so. As a founder member of the LCC (the famous Live Cowards’ Club) I don’t want to be in the cockpit of an aeroplane that I don’t understand.

Take home stuff:

Please RTFFM (Read The F… Flight Manual)

With a fuel-injected engine it is critical to keep an eye on fuel flow during takeoff. Any slight fluctuation, or decrease in pressure, calls for an immediate abort.

The wreck burning after the forced landing.

The Cessna POH makes the use of the fuel pump clear.

Pilots must understand and use the fuel pump switch correctly.

BOSE NEW A30 HEADSET

It’s always a big thing when Bose announces their next generation aviation headset. Their last big launch was 13 years ago with the A20.

AT SUN N FUN 2023, Bose announced the new A30 Aviation Headset.

Bose claims that the, “A30 is an entirely new product, designed to bring pilots the best combination of comfort, noise cancellation and audio clarity of any aviation headset on the market.

“The A30 features reduced clamping force for comfort, improved clarity and a new digital active noise reduction system that enables three modes of user selectable noise cancellation for use in different flight environments – a first for around-ear aviation headsets.”

After a 13 year wait the new Bose A30 is here. a 20%

reduction in clamping force

Matt Ruwe, a pilot and senior product manager for Bose says, “When we asked pilots what improvement was most important to them, their overwhelming response was comfort,” he said. “We took that seriously and developed a new balance in the A30 with noticeably more comfort while maintaining and enhancing headset performance. The changes amplify the experience for our core A20 users while appealing to a broader range of pilots.”

Noise Cancelling

Of course, it’s all still about noise reduction. “The A30s improved digital active noise reduction system provides full attenuation in even louder environments compared to the Bose A20. Incoming signals are automatically shaped and equalised for enhanced clarity and intelligibility, providing renewed balance and unmatched audio clarity. The new fully digital active noise reduction (ANR) system provides a minimum of 45 hours from two AA alkaline batteries in typical aircraft noise.”

Features

Comfort: Building on the success of the A20, the A30 retains the centre pivot spring design in the headband but now boasts a 20% reduction in clamping force. Additionally, engineers shifted the headset’s centre of gravity to ensure stability. Together, these features reduce hot spots and improve fit across a wider range of head sizes, making long flights more comfortable.

Left or Right? Pilots can transfer the A30’s boom mic and cable to either side of the headset without tools.

Noise Reduction: There are three modes of user selectable noise cancellation: The high, medium and low modes will benefit pilots in nearly all flying use cases and environments.

Chat: When enabled via a user selectable switch, the A30 also allows pilots to doubletap the earcups for easy talk-through communication off intercom.

Will it last? As part of Bose’s research and

development, the A30 passed more than 145 separate tests to ensure the headset will successfully endure the harshest cockpit environments. These tests included extreme heat, electricity, explosive atmosphere testing, extended wear and many more.

The case: The A30 carrying case features internal zippered storage and padded sides for extra protection.

Price

We don’t have South African prices yet, but the Bose A30 will retail for $1,249 in the U.S. and will be available from March 28, 2023. It can be ordered online or through the worldwide Bose dealer network. The A30 comes with a five-year warranty that covers parts and labour.

Bose is so confident of the product that they offer a 30-day flight trial to allow customers to experience the A30 in their own flying environments. j

The new controller - battery life is said to be 45 hours.

The A30 is designed for all cockpit environments.

FEBRUARY 2023

January is usually the slowest month for the aircraft register, but perhaps reflecting the decline in the aviation industry, this year February has it beaten by quite a bit. There were only four Type Certified aircraft registered –two fixed wing and two helicopters.

THERE IS ANOTHER BOEING 737-300 registered but again, with the CAA using the POPI act to avoid supplying aircraft owner’s names, it’s very difficult to pinpoint who bought this aircraft. I suspect it’s African Charter Airlines, but it could also be Star Air Cargo. This one has certainly been around the world, having been registered in Malta, Georgia, Ireland, New Zealand, USA and Indonesia. She’s twenty-five years old.

The other fixed wing is a lovely Beechcraft King Air B200GT which was built in May 2022 so is virtually brand new.

The two helicopters are both Robinson R44IIs.

One is new off the production line and the other comes from Kenya.

The Non Type certified side continues to grow with a further eight aircraft being registered. Amongst these there are two Shadow Lite Jabiru J430s – we haven’t seen any of these being registered for a long time. There are, inter-alia, two more Bat Hawks and a new Sling 2. There is also a new Pipistrel Virus 912 and a Rotorway Exec 152 helicopter.

The drone register grew by 68 more machines, however six were written off.

The export market for our TCA aircraft is as

SAA's fleet continues to shrink. T7-1340 is an A340-300, ex ZS-SXE exported to Germany in January 2023.

The export market is as active as ever

ABOVE: ZS-BTG is a Cessna 208B exported to the USA as N31001. Photo Michael Combrink.

BELOW: ZS-MHO is a Piper PA34 Seneca exported to Argentina. Photo by Ray Watts.

BELOW BOTTOM: ZS-TAL is a Cessna 525 M2 exported to Germany. Photo Omer Mees

ABOVE: Airlink's first Boeing in Airlink livery -ZS-VDB is a B737-300. Photo Tim Connor-Brandt. BELOW: Boeing 737-800 ZS-ZWP was exported to Austria as OE-IXK. Photo Ray Watts

active as ever with another seven aircraft having been exported. One of Comair’s B737800s was returned to its owner in Austria. The balance of the aircraft were exported to countries all over the world, from Argentina to Zimbabwe.

Tail piece

I attended an EAA Young Eagles flying day at Brakpan on 25 February 2023. This was a very well organised event and there were many happy young faces to be seen during the day. Well done EAA and Brakpan Flying Club. j

A local export - ZS-MCG is a Cirrus SR22 exported to Zimbabwe. Photo Ray Watts

ZS-OAD is a Cessna 206 exported to Namibia. Photo Ray Watts.

EAA CHAPTER 322 BREAKFAST GATHERING

1 April Rand Airport

Contact: Neil Bowden E-mail: airadventuresa@gmail.com

SANDSTONE EASTER STEAM AND COSMOS FESTIVAL

7- 10 April

Contact: www.sandstone-estates.com

SAC EASTERN CAPE REGIONALS WINGS PARK AIRFIELD

15 -1 6 April Wings Park Airfield, East London

Contact: Annie Boon 082 902 8614 Email: info@anniesaviationcorner.com

VOLKSRUST BREAKFAST FLY-IN

1 April Volksrust

Contact: NSteven Prinsloo 084 317 2915 E-mail: steven@razzoaviation.co.za

EAA CHAPTER 322 BREAKFAST FLY-IN

15 April Brits Airfield

Contact: Neil Bowden E-mail: airadventuresa@gmail.com

ELDERS FLIGHT BRAKPAN AIRFIELD

22 April Brakpan Aerodrome

Contact: Felix Gosher 086 191 4603 E-mail: felixgosher@gnmail.com

SAC TRAINING CAMP WARMBATHS

1 -2 April Bela Bela Airfield

Contact: Annie Boon 082 902 8614 Email: info@anniesaviationcorner.com

ROBERTSON ANNUAL FLYIN AND BREAKFAST

15 April Robertson Airfield

Contact: Alwyn du Plessis

boeredata@breede.co.za

EAA NATIONAL CONVENTION AT VRYHEID

27 April – 1 May Vryheid Airfield

Contact: Neil Bowden

E-mail: airadventuresa@gmail.com

HELICOPTER FEATURE GUIDE

HAI HELIEXPO 2023:

EXPLORING THE WORLD’S LARGEST HELICOPTER INDUSTRY GATHERING

South Africa may have the largest and busiest general aviation sector in Africa, but when we look worldwide, over 80% of flights occur in North America alone. A substantial number of these flights are helicopters.

Robinson Helicopters celebrated 50 years with a huge presence at HAI.

TO SUPPORT the international helicopter industry with operational and safety guidance, the Helicopter Association International (HAI), based in Alexandria, Virginia, has been providing assistance for almost 75 years.

One of their main events is Heli-Expo, the world’s largest, most popular helicopter industry gathering, held every spring in the USA. This year’s expo – with the biggest floor layout of any previous Heli-Expo – was held in the Georgia Convention Center in downtown Atlanta, where helicopter manufacturers and enthusiasts from around the world came together to showcase and marvel at the latest innovations and trends in the industry.

the FAA – a world class regulator

Being a Pretoria-raised, non-frequent international traveller, with OR Tambo, Cape Town International and Ivato Airport in Madagascar as my most recent references of international airports, I was blown away by Hartsfield-Jackson Atlanta – the world’s busiest airport. Its sheer magnitude, spanning over 631,700 square metres across multiple terminals and handling over 100 million passengers per year, prepared me in some measure for the grand scale of everything I would experience at the expo.

I had the privilege of attending Heli-Expo in March on behalf of Bidvest Protea Coin’s Airwing and Drone Support Division to meet many of our suppliers and partners in person.

From all the premier helicopter manufacturers to base components, maintenance, overhaul, and crew training, seemingly everything helicopter-related was covered at the show. The immense floor layout housed 600+ exhibits and 60+ helicopters on display – with Airbus Helicopters’ stand being the most eyecatching. Their impressive presence included the light single H125/H130, the new H160, and

The all new AW09 light single.

ABOVE: HAI by the numbers.

BELOW: The mighty S92 celebrating Sikorsky 100yrs.

the large twin H175 “oil and gas industry bus,” all of which added to their already strong order book. Additionally, Airbus’ H-Care product was a big hit with customers, providing guaranteed parts for maintenance needs.

American manufacturer Bell had a strong presence at the expo too, with their ever-popular B429 light twin flanked on the floor by the B407 light single and the entry-level B505. However, their medium twin, the B412, was notably absent, despite being a rock in their arsenal and a huge revenue winner.

Sikorsky’s display was also exceptional, with the gargantuan large-twin, medium-lift S-92 (first unveiled at Heli Expo ’92 in Las Vegas) wellpresented at its centre. They marked the 100th anniversary of the founding of the Sikorsky Aero Engineering Corporation on Day 2 of the convention, which included an audio-visual presentation and a cake-cutting ceremony by Sergei, Igor Sikorsky’s son.

Ironically, Sikorsky dominated the show, albeit

not from a factory perspective, but rather with the plethora of ex-military Black Hawk helicopters present, having been converted by after-market suppliers for work in a range of utility roles. They seem to be the natural successor to the Bell UH1 ‘Huey’ workhorse, so familiar to us in South Africa.

Italian manufacturer Leonardo had the largest hospitality suite, displaying the AW139 and AW169 alongside a full-scale mock-up of their latest acquisition project, the light single AW09. Initially developed by Kopter Group AG, the AW09 was later acquired by Leonardo in 2020 as a going concern. The purchase included three flying prototypes to ensure the integrity of the product.

The AW09 is a new, versatile, clean-sheet design, equipped with the reliable Safran Arriel 2k engine. Excitement was high as it is the first new light single to come out of Europe in decades – a fresh high-technology offering to the competitive market.

The newest offering from Airbus, the H160.

South Africa was also well-represented, with Hensoldt displaying their military-grade mission sensors, electronic warfare, and support hardware. Bennie Steyn, senior marketer of their Optronics Unit, told me that Hensoldt SA supplies IR sensors to police helicopter operations in Europe, South America and South Africa, all of which are manufactured at their Centurion HQ.

Apart from presenting the latest innovations, HAI Heli-Expo 2023 provided manufacturers with an opportunity to educate their clients and potential clients through seminars on a variety of subjects, from maintenance to flight safety.

The event’s smartphone app provided access to every delegate, attendee and exhibitor, allowing for the booking of seminars and the ability to organise them in a diary format with reminders. I took full advantage of the easyto-use app, by taking part in several safety and manufacturer topic meetings overseen by the Federal Aviation Administration. Manufacturers like Airbus, Robinson and Rolls Royce not only taught us about their products but responded to many pressing questions with honesty and integrity.

The conference portion of the show included several events focused on AAM, including a three-part AAM Showcase and a forum that featured senior leaders from the organizations working to make AAM a reality. HAI also released a Roadmap of Advanced Air Mobility Operations, a white paper describing the next steps necessary for AAM development in areas such as regulations, infrastructure and airspace use, and vehicle development.

When I first planned my trip, I wasn’t sure what I would come away with. HAI Heli-Expo 2023 offered me a first-hand glimpse at vertical aviation’s biggest players and innovators. Apart from that, though, I met and was taught by some legends of the helicopter industry as well as the FAA – a world class regulator. These interactions will bear much fruit as I chew on all I learnt and share some of these new insights with colleagues back home.

HAI estimates that roughly $2 billion in business occurred at HAI 2023. The show featured products and services ranging from the largest aircraft and engine manufacturers to the smaller businesses that are the backbone of the vertical aviation industry. Aircraft on the floor ranged

the grand scale of everything

Enstrom bounced back at HAI - Image Mark Huber.

from small but capable personal aircraft to some of the largest helicopters. Several companies displayed advanced air mobility (AAM) mockups, uncrewed aircraft system (UAS) models, and other emerging technologies.

HAI made safety the literal centrepiece of the show, with the HAI Rotor Safety Zone centrally located between Halls B and C. The Zone featured presentations and demonstrations on a variety of safety-related topics. A highlight of the booth this year was the US Coast Guard’s newest variant, an Airbus MH-65E Dolphin multimission helicopter, from Air Station Mobile, in Alabama.

Attendees could also test virtual-reality simulators and meet with representatives from safety-focused organizations to learn how to fly and work more safely. HAI also offered an extensive slate of free safety education sessions in its Rotor Safety Challenge, providing

opportunities for everyone in the industry to learn or improve skills for safer operations.

The show’s education and training sessions also drew large numbers of attendees, with 2,194 people taking 116 courses and sessions. The Professional Education courses provided in-depth professional development for pilots, maintenance technicians, and other aviation professionals. With a focus on supporting its small-business members, HAI again held its Communications U for Small Businesses, which offered free sessions in digital marketing, social media, crisis communications, and building better relationships with elected officials.

Blackhawks a plenty.

AERONAUTICAL AVIATION

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• Bright, crisp 10.6” and 7” LCD touchscreen displays offer a wide choice of affordable, space-saving glass cockpit solutions with a variety of installation configurations to fit your panel and budget.

• The 10.6” horizontal format can accommodate Primary Flight Display (PFD) information and a Multifunction Display (MFD) side by side within the same unit. Similarly, the 7” portrait format displays can be individually dedicated to PFD (with HSI map) or MFD functions.

• Optional Garmin HSVT™ 3-D synthetic vision helps you see your way clearly in dark night time VFR conditions, degraded visibility environments (DVE) or inadvertent IMC.

• Avoid obstacles with the optional Helicopter Terrain Awareness and Warning System (HTAWS), featuring five-colour display shading and audible voice callout alerts for enhanced terrain awareness.

• Interfaces with the GFC™ 600H flight control system and offers full touchscreen system continuity with the GTN™ 650/750 series navigators.

• Offers optional night vision goggle (NVG) compatibility and multiple inputs for tail cam, FLIR or other optional camera displays on MFD

proud General aviation Industry specialist and supporter. Our services for aircraft and helicopters include new avionic suites, panel refurbishment and backlighting, repairs, installations, aircraft instrumentation overhaul, avionics servicing, electrical, autopilots, handhelds, and Pilot accessories.

We are on hand to assist you with your avionics upgrade from conception of your vision, and we will be a part of your journey, to assist with planning, custom panel layout, to the final hand over of the finished product. We are also able to assist you in finding a suitable financer should you require this facility. With our accredited SACAA DAR certification, the completion of STC’s is much quicker than before. On completion of the avionics upgrade we provide hands-on pilot training for all the new avionics equipment installed, ensuring you are informed and familiar with the product and have the tools to operate your new equipment. We also offer post installation standby support should you need any assistance.

We pride ourselves on the fact that our Company Values are built on integrity, honesty, and service excellence. We are committed to providing our customers with outstanding quality while Keeping costs reasonable without compromising on exceptional quality. Our relationships developed with our extensive list of International Distributors and Dealerships such as Garmin, Bose, Collins Aerospace, Avidyne, Spidertracks, to name a few, enables us to provide our clients with a variety of options to suit their operational needs. We are proudly Garmin’s largest Accredited Distributor in Africa.

For more information on how we can assist you with your next G500H TXi installation or upgrade for your helicopter or any avionic repairs, or maintenance contact Aeronautical Aviation.

Hangar 202, Gate 7, Lanseria International Airport

Tel: +27-11-659-1033

Aeronautical Aviation, based at Lanseria International Airport, established in 2005, is a

Email: sales@aeronautical.co.za AMO1033

www.aeronautical.co.za

AIRBUS H125

By Guy Leitch

We have said it before – the French make the best helicopters. In the light helicopter series the original AS350 Écureuil (or Squirrel) has been a huge success and it was natural that the giant Airbus would continue to develop it – only now called the H125 after the takeover of Aerospatiale, (which gave it the AS prefix).

with Jannie Matthysen and George Tonking Images – Garth Calitz and Bruce Perkins

The Airbus H125 is the latest evolution of the incredibly successful AS350 "Squirrel".

THE AS350 ECUREUIL has accumulated almost 36 million flight hours worldwide. The last of the AS350 series was launched in 2011 as the AS350 B3e, which was renamed the Airbus H125, equipped with the Arriel 2D engine featuring dual channel full authority digital engine control (FADEC), optional dual hydraulics and a 2,370 kg (5,225 lb) Maximum Take Off Weight (2,250kg with single hydraulics).

The Bell 206’s success prompted Aerospatiale to waste no time flying the prototype of their interpretation of the light civilian helicopter in 1974. The result was the Eurocopter AS350 which still today looks to the casual observer identical to their first production helicopters. It is a design that seemed just right, and as the passage of time proved, still meets with customer approval 40 years later.

Development

BY the early 1970s Bell Helicopter’s Bell 206

the AS350 series has been constantly evolving

JetRanger was the best selling light commercial helicopter. This was a situation that did not sit comfortably with Aerospatiale (then known as Sud Aviation), who until then had been relatively successful in producing the Allouette and Lama range of light helicopters, mainly for military use.

Despite its relatively unchanged appearance, the AS350 series has been constantly evolving from the first Lycoming powered craft initially aimed at the American market. The French were however not impressed by American engine and therefore produced the aircraft with a Turbomeca (now Safran helicopter engines) Arriel engine for distribution outside the US.

The more powerful Ariel 2D engine is identified by its longer exhaust.

Instrument binnacle with original VEMD engine display. Industry standard Garmin H500H EFIS now standard in later models.

The main rotor was the world's first semi-rigid Starflex elastomeric composite low maintnenace hub.

The type has since seen a number of model and engine changes culminating in the current topof-the-range AS350 B3e equipped with a Safran Arriel 2D engine with full FADEC (Full Authority Digital Engine Control). This is the helicopter that is now called the Airbus H125 and is the subject of our test flight.

openings in the cowls when the need for a subsequent walk-around arises, therefore negating the fiddly exercise of getting the inspection panels to open.

There are three separate cargo compartments offering a very useful solution to any luggagerelated challenges. A popular option is to have a fuel pump fitted into one of these compartments for off-base refuelling.

First impressions

The subject of our review, ZT-RMG standing on its standard high skid landing gear presents an imposing picture on the helipad at Lanseria’s MCC Aviation. The machine looks big and robust compared to other helicopters in the same category.

for a total of seven seats

The pre-flight inspection is a model of simplicity. All components are easily accessible and fluid levels are clearly indicated. Most major components are also visible through small

Climbing into the right hand-seat (that where the pilot sits), one is immediately struck by how roomy the cabin is. The standard seating configuration provides for four people abreast in the back with a fifth passenger in the co-pilot’s seat. There is also an option for three abreast in the cockpit for a total of seven seats, but this becomes excessively intimate. The crash-resistant crew seats are adjustable fore / aft only, and for those used to smaller American machines, the seating position takes some getting used to as you tend to stretch for

The more popular 6-place cabin configuration - much loved with all forward facing seats

Unlike its bigger siblings, the H125 uses an open tail rotor, rather than a Fenestron. There is no lack of tail rotor authority.

the cyclic control. The entire cabin floor is flat, hinting at the H125’s versatility.

The crash-resistant crew seats are easily removable so it can haul quite bulky cargo or medical rescue stretchers and can be reconfigured back to passenger configuration in a very short space of time. The visibility from all seats is excellent, and a notable feature is that the seat frames are designed to absorb a substantial amount of vertical deceleration in the event of a crash or emergency landing. The H125 now also comes standard with CRFS (Crash Resistant Fuel System.)

The H125 is equipped with removable co-pilot flight controls for training or multi-crew operations. A relatively recent development is the long awaited move of the throttle from a quadrant on the floor between the two front seats to a twist-grip on the collective. This configuration is seen to be simpler to operate with safety advantages when dealing with emergencies.

The Cockpit

Almost all H125s are equipped for day / night VFR flight with a standard fit being now the G500H TXi single, large landscape, touchscreen display on the right side of the pedestal. The avionics fit is usually limited to a GPS / VHF, audio panel, second VHF, and a transponder.

Many aircraft in African use also feature an ELT and a much appreciated radar altimeter. Remarkably, reflecting Airbus’s ongoing development of the helicopter, it is expected that in the second half of 2024, it will be one of the very few light helicopters approved for IFR flight. Developed in partnership with Genesys Aerosystems, the IFR upgrade will significantly improve the capability for missions such as law enforcement and emergency medical services. The IFR option will include a three-axis autopilot and redundant hydraulic and electrical systems. Genesys has already installed the same autopilot under a supplemental type certificate on the larger Airbus H145 and also on Sikorsky’s UH-60A Blackhawk.

On the centre panel is the typically French VEMD (“Vehicle and Engine Multifunction Display”) with two EFIS screens. This is a commendably simple system that provides just the absolute necessary information to the pilot. The upper screen contains the usual engine parameters of T4 (turbine temperature), NG (compressor RPM), and Torque. Although this is a digital display, the instruments are presented in analogue format, making them easier to read and interpret.

The pièce de résistance is the FLI (First Limit Indicator). This is the default flight mode in the display that combines the aforementioned instruments into a single readout. The pilot simply flies according to the limitations reflected on the single FLI, while the system continuously calculates which limitation is going to be reached first. This system sets a new standard in reducing pilot workload. For further info, new H125s now come with a Flight Data Recording System (FDRS) which is used to continuously acquire and record the flight parameters. The data is received from the VEMD and the GTN650Xi. The purpose of the FDRS installation is to establish a diagnostic if

there is an accident or an incident after analysis of the data recorded in the Light Data Recorder.

A new item of equipment on the AS350 B3e and H125 is the wACS unit. This combines the recording of avionic data and the connectivity capacities. The wACS is used to automatically record avionic data during the flight and automatically transfer recorded flight data to the Airbus infrastructure on the ground after the flight – the Helicopter Data Flow Manager (HDFM).

The upper VEMD display also contains a very simple fuel quantity readout and Outside Air Temperature indicator. The lower secondary VEMD contains engine oil temperature and pressure as well as electrical system information. Caution and warning messages are displayed in both screens, while some messages are replicated in a separate caution panel in front of the pilot. The system keeps an electronic log for each flight and all the major components. Record keeping is much simplified, and an added benefit (for some) is that any exceedance is logged. This has obvious safety and maintenance advantages, although it has proven not to be a firm favourite with some pilots.

High skids are now a standard feature.

This has obvious safety and maintenance advantages

Flying the H125

The H125 uses the AS350 B3e’s full FADEC engine management system. The start is a simple push button affair that gives the owner/ operator great comfort that the temperatures are being well managed. Rotor engagement is automatic, and the normal operating procedure calls for the throttle to be advanced directly to the ‘Flight’ position after start. This means that, under normal conditions, no warm-up idling is required.

For older single hydraulic system H125s, the main system check prior to lift-off is that of the hydraulic actuators and accumulators. The H125 has hydraulic actuators for its primary controls. This system can be isolated during a malfunction, in which case the pilot is temporarily aided by gas-pressured accumulators to allow sufficient time to reduce speed and maintain adequate control of the aircraft. H125s are demanding should the hydraulic system fail, and great care should be taken in confirming that the system functions properly prior to takeoff. The cockpit can become a humid, perspiration-laden environment during hydraulic-off training. There

is no need for this training if there are dual hydraulics.

All AS350s, including the AStar and H125 have the main rotor turning clockwise, which is opposite to the anti-clockwise rotation of American helicopters. So the H125 requires some extra concentration to anticipate the left yaw as it lifts. Once in the hover, pilots are always impressed by how smooth and stable the aircraft is.

Hover in low ground effect can be tricky –which some wags say is why it’s known as the Squirrel. The trick is to hover at around 2 metres, to get the best result. Most Squirrel pilots either hover above two metres to get out of the disturbed air, or take the easy way out and do a no-hover departure from lift-off. The latter has led to some serious accidents when pilots have forgotten to re-energize their tail rotor servo hydraulic power in dual-hydraulic H125 models. Airbus says that this issue will soon be corrected in every baseline H125.

Easing the cyclic forward into transition produces no additional vibration and given the

Fluid level inspections use sight-glasses on the oil and hydraulic tanks.

wonderful abundance of power from the Safran Arriel 2D, a very small amount of additional power is required to transition to a smooth cruise climb.

This is where the big aircraft feel of the H125 first becomes apparent. It uses its engine power very efficiently and at maximum gross weight easily exceeds 1200 ft/min at Gauteng altitudes.

Thanks to the hydraulics, the controls are light and sensitive, and the preferred method is to add some cyclic and collective friction to add artificial feel. The pedals are particularly sensitive, requiring light feet not to send us fishtailing across the sky.

Airbus uses a simple Robinson-like string on the windshield to indicate yaw angle. The best method is therefore to ignore the ball in the slip indicator, focus on the string, and maintain zero bank angle. After a little practice, it becomes second nature.

The H125 cruises effortlessly at 120 knots; however, this reduces by around 10 knots closer to Maximum Gross Weight. Maximum cruise speed is 136 kts for the singlehydraulics version and 133 kts for those with dual-hydraulics.

The H125 cruises effortlessly at

120 knots

Once established in the cruise, a few more Squirrel traits become apparent. It is not possible to fly in balance at a zero bank angle. The induced airflow and torque effects are such that a compromise must be made, and

There are many drag inducing options for the H125, such as emergency float equipment, cargo sling equipment, hoisting equipment, and the like. Aircraft kitted out with some of these options obviously suffer a weight penalty, and pilots report that they have flown examples that refuse to accelerate beyond 115 knots, regardless of the power setting. It seems to be a small price to pay for that kind of versatility.

Side baggage bays greatly increase utility for field refuelling equipment.

ABOVE: An H125 above a 6000 ft Density Altitude easily lifting 800 litres in a Bambi bucket for fire-fighting.

BELOW: The H125 and its predecessor AS350 is the helicopter of choice for many operators such as the SA Police service and this one for SanParks.

The ‘big aircraft’ personality returns again when turning final approach. A steep approach of 60 knots requires a positive flare producing, once again, a minimal amount of vibration. The attitude and view from the cockpit are the main factors that evoke memories and traits of a much bigger craft. Executing the flare on the H125 is astonishingly efficient, and this is also a very satisfying thought during autorotation, which often nudges the 2000 feet / minute rate of decent.

The H125 can become a handful during landing. A stable hover becomes entertaining when descending into the lower ground cushion just prior to touchdown. Few survive a Squirrel landing with ego intact. It’s very easy to spot the old hands in the AS350, as the landings are always positive. The trick is not to linger in the hover – stop the forward movement and positively fly the machine onto the ground… or so they say.

Shutdown is simple: set the throttle to idle, wait 30 seconds, close fuel to the engine. When you climb out of the H125 remember to take two steps down to avoid ending up with your nose on the tarmac.

Conclusion

The H125 is an incredibly capable workhorse. In all operations, including hot and high, the H125 performs admirably. It is no wonder that over there are now almost 4,200 AS350s/H125s in service worldwide. In 2022, Airbus logged 161 new orders for the type, including 39 in North America.

No other helicopter in its class comes close to its versatility and the extra power of the B3e version which became the H125 is always appreciated on the South African Highveld.

Militaries all over the world operate the As350 in utility and even gunship and missile-platform applications. Notably the SA Police Service took delivery of a brand new H125 in December 2022, to complement their existing fleet of AS350s.

Tom Cruise flies his own – which he brought all the way out to South Africa for his stay in Hoedspruit. Film producers love it for its stability and smoothness, and EMS operators swear by it for its utility and versatility.

SO WHY’S IT CALLED THE SQUIRREL?

The French have a penchant for naming their helicopters after animals. Perhaps the pilots’ comments about it being squirrely in the low hover led them to the unusual choice.

EC120=Colibri (Hummingbird)

AS350 / H125=Ecureuil (Squirrel)

AS332=Puma

AS365=Dauphin (Dolphin)

SA315=Lama

SA341=Gazelle

AS565=Panther

SA321=Frelon (Hornet)

SA318=Alouette (Lark)

AS532=Cougar

Specifications and Performance

AIRBUS H125 HELICOPTER Specifications

Performance

AIRBUS SOUTHERN AFRICA (PTY) LTD

AIRBUS IS A GLOBAL LEADER in aeronautics, space and related services. Airbus has been active in Africa's helicopter market for over 40 years. It has maintained a presence in South Africa since 1994. Airbus Southern Africa (Pty) Ltd is a one-roof entity (shared services), incorporating Airbus Commercial, Helicopters and Defence & Space and has its headquarters at Grand Central Airport in Midrand, South Africa.

Airbus Helicopters provides the most efficient civil and military helicopter solutions to Southern African and Indian Ocean customers who operate an in-service fleet of around 350 turbine helicopters, to serve, protect, save lives and safely transport passengers in highly demanding environments. On top of the popular H125 & H130, the continent's sector accounts for a significant number of medium-lift helicopters and is regarded as a market ideally suited to the twin-engine H145, H175 & H225 aircraft.

Airbus Southern Africa (AZA) boasts an award winning Maintenance, Repair & Overhaul (MRO) facility at Grand Central Airport hangars ranging from H120, AS350 series, H125, H130, H135 series, H145 series. From new aircraft assemblies and customisation, AZA also covers all types of maintenance, including the major inspections. As an OEM customer centre, AZA is recognised within the Airbus Group and has an excellent history with aircraft rebuilds, retrofits and Airbus approved modifications.

AZA also provides training and assistance, and has trained civil, military and parapublic pilots in the H125 FNPT simulator in Johannesburg since 2016.

Airbus Helicopters offers a new support and services structure. Operators will be matched to the best combination of services according to their profile and fleet make-up, thanks to a logistic spare parts stock at AZA, covering Parts replacement for the Region.

Simplified to just three flexible solutions, HCare is now composed of HCare Initial, HCare In-service, or a combination of the two, HCare Lifetime. For each, customers can opt for one out of three levels of material management performance. Still available for specific fleets will be the HCare First package for Airbus Corporate Helicopters (ACH) aircraft and HCare Classics for the out-of-production legacy fleet (H120, Dauphin, Puma and Gazelle).

To find out more about Airbus Southern Africa’s products and services, visit our website.

Contact:

Telephone : +27 11 266 2600

Fax: +27 11 266 2628

Web: www.airbushelicopters.co.za / www.airbus.com j

ESSENTIAL RESPONSE TO CRITICAL NEED

Seconds count when lives are on the line. It’s why every feature of the Airbus H145 has been designed for safe, effective, and fast operations. With easy patient loading, state-of-the-art avionics to reduce pilot workload and a safer working area on the ground, the H145 ensures people get the medical care they need as fast as possible. All of this has made the H145 one of the emergency medical services market leaders around the globe – helping people every single day and making sure the world remains a beautiful place.

AERO ENGINEERING AND POWERPLANT

ENGINE OVERHAUL

Based at hangar number four, at Wonderboom Airport, Aero Engineering’s services include the overhaul, maintenance, service, and repair of Lycoming and Continental aircraft piston engines and associated components.

Aero Engineering and Powerplant comprises of the following divisions:

A) ENGINE DIVISION: Overhaul of Lycoming & Continental engines, Carrying out shock-load inspections, Bench-testing of engines, Re-boring and honing of cylinders, Repair on starter clutch gears.

B) COMPONENT DIVISION:

The overhaul of all engine components, including: McCauley, Hartzell, PCU 5000 and Woodward Constant speed units(CSU), TCM & Bendix Fuel systems, TCM, Romec, Fuel pumps, Marvel Schebler carburettors, Garrett & HET turbo-controllers, Overhaul & servicing of magnetos.

C) PROPELLER DIVISION:

The supply of new & second hand Hartzell and McCauley variable pitch propellers, as fitted to piston & turbine engine aircraft, The supply of new McCauley & Sensenich fixed pitch propellers, Propeller dynamic Balancing.

D) PARTS DIVISION:

The parts division specialises in the sourcing of all piston engine, component, & propeller parts, either from local distributors or from overseas distributors & OEM.

Their client base includes local & over-border operators, and owners, of piston & turbine engined aircraft, as well as local & over-border maintenance organizations.

The business was founded in 1996 and was taken over in 2006 by partners Andre Labuschagne and Derek van der Westhuizen. They have seven qualified engineers and a loyal clientele.

Contact Andre Labuschagne on:

Tel: 012-543-0948

Email: aeroeng@iafrica.com

Website: www.aeroengineering.co.za j

FLIGHT SAFETY THROUGH MAINTENANCE

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

We at AEP offer full engine maintenance on Robinson R44 & R22 helicopters

This include but is no limited to:

• PISTON ENGINE OVERHAUL

• ENGINE BENCH TESTING

• MAGS

Call us today, let us see what we can do for you.

BY JOHN BASSI

STICK TO THE RULES PART

Try listen to your gut, follow the POH, be ready for the unexpected…and pray.

In the first part of this gripping story, John shared the anticipation and preparation for Rhino dehorning flights. In part 2 he continued the story with some unwelcome mechanical drama when his JetRanger began to make alarming grinding noises from deep within the engine.

THE BROCCOLI LOOKING canopy of trees slipped below me, looking more hostile than ever. With taught nerves and a gnawing lump in my throat I played out the varying scenarios in my mind. None of the outcomes had a happy ending. My rule is, if there is doubt, then there is no doubt.

the

The machine was behaving perfectly, everything in the green with no amber lights blinking. It was time to abort in a gracious manner, but I did not wish to create unnecessary alarm among my trusty pax. And then the ENG chip light came on.

“Guys, why don’t we go and top up on fuel while we are close, take a quick break?” I said in a nonchalant manner, hoping they would all agree.

“Sam do you copy?”

“Standing by John, I have a nice gaggle of rhino waiting for you, they all calm so you can take your pick.”

“Copied, Uhm,…. we are going to stand down for a bit, refuelling while we are close to the LZ, I have your Co-ords. I think you should return to base and stand by. Thanks for all your help.”

I climbed away, aiming directly for the safety of our LZ, zigzagging to each open area, the longest six minutes ever.

After shutting down I casually opened the cowling,

grinding sound was real

Lining up and descending to dart rhino in a really nice open patch.

which is actually a normal thing for me. I always have a random glance during normal operations whenever I refuel, and over the years it’s amazing how that habit has paid off.

Everyone had wandered off to relax in the shade leaving me to my chores. I pulled the igniter circuit breaker then depressed the starter with my head craning out to locate the source of the unwanted sound, hoping that everything was normal. Alas, no. There it was again, distinct and coming from around the starter generator area.

I walked over to my team and told them I had found a problem. That I just needed to call the engineer and check something and would get back to them.

The engineers reply went something like this. “Hmmm, not good. Get someone to depress the starter for a couple of seconds while you feel where the sound is, remove the chip detector and check how much metal there is and call me back.”

Sure enough, the slight grinding sound was real, it was intermittent and only lasted a couple of seconds then all was smooth again as the compressor wound up to speed. It seemed to be from the starter generator, but the magnetic plug had metal. So, definitely not the starter gen. Cell-phone technology these days is the best. There I was in the bush and able to send pictures

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

The decision to land in a really remote place or try reach safety can blur your thinking.

immediately over 2000kms away and get an instant reply.

“That does not look good, but there are no big chunks of metal, just fuzzy splinters, so clean the plugs and put them back then hover for ten minutes. Then pull the plugs again and see if they are clean or not. If the light comes on again, then you going nowhere. If the chip

light stays off, how far is the machine from a hangar?”

Ten minutes of hovering was an eternity, and no light came on. I made an uneventful landing, pulled the plug and felt very relieved to find it was clean. But now the dilemma. We were in the middle of nowhere and to perform turbine or engine maintenance in the open elements would be hugely challenging. It would be at

Processing a rhino in nice open country is a rare luxury.

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

least 20minutes to fly the helicopter over remote bush, to a safe location where she would be protected inside a secure hanger where any form of maintenance could be done in a sterile manner. If the chip light was to illuminate during this ferry, there would be no question. Immediate remote landing, in the bush. With all this in mind I made alternative arrangements for the crew to return to base. This would need to be a solo flight.

I wanted this over, so did not waste any time climbing as high as practical thinking that I may just see a road somewhere within reach. Nothing, just undulating bush. Twenty minutes is very long, it leaves you with ample time to think about what your truthful reaction will be if the light were to illuminate. The GPS didn’t seem to be showing any reduction in ETA, and I realised I was treating the caution panel as if it were a black mamba, trying to not see it.

Half way to destination the warning light flickered ever so slightly, seriously catching my full attention. My heart sank, gut tightened, and eyes searched for a safe decent landing site. I grappled with the dilemma, that it was very faint, flickering; not full on. To descend and land, very far away from anything did not appeal to me, but to ignore the light was just as dumb.

The chip light taunted me

Then the light went out again.

Now the spooks really had me. Was it faulty? Had the wire come off? Had I not reconnected everything? Or maybe, hopefully, the metal fuzz on the chip detector was just so small it wasn’t making electrical contact?

Whatever, I was very relieved, but the kilometres were just not passing under me fast enough and there was still another ten long minutes to base. A lot of time to think and question what were we doing?

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

My mind pondered, so much effort was going into this seemingly “last stand” to do whatever it took to reduce poaching by mutilating these beautiful rhino by sawing off their horns.

It is demoralizing after a highly successful operation, to have it tainted by the need to have to undertake these mutilations due to the unnecessary demand for this animals’ horn. We can only hope that this is an interim measure to safeguard populations while work continues in the education and demand reduction world.

A rhino’s horn grows back, which means that the rhino we have just dehorned will all need to be dehorned again in 18 months to 2 years’ time. As it is, there is no money, so now the last thing I needed was huge maintenance bills on the JetRanger.

The chip light taunted me by flickering faintly again. My mouth went dry and my mind cleared instantly of all thoughts except getting the aircraft safely onto the ground. The safety of a hangar, my car, and all the luxuries of life was just three long miles away. Such a pity. Wind check, T’s and P’s good, I focused on a grassy patch within reach if the turbine went. And then the light went out again.

[to be continued!]

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

F. GOMES UPHOLSTERS

AIRCRAFT UPHOLSTERY

F. Gomes Upholsters is a family based upholstery company. Established in 1979, the company specialises in aircraft, as well as motor vehicle, boat and furniture upholstery.

F. Gomes Upholsters will refurbish your aircraft interior to look like new, giving it the class it deserves. They use only the best quality materials, and their craftsmanship is outstanding. Mr Gomes, the founder of F. Gomes Upholsters, has been in the upholstery business for close on 40 years and as such brings many years of experience and professionalism to the company.

F. Gomes Upholsters provides an expert re-upholstery and upholstery service that caters to any upholstery need. No job is ever too small or too large.

F. Gomes Upholsters is based in Johannesburg. For exceptional craftsmanship at the best prices, contact F. Gomes Upholsters on:

Tel: (011) 614 2471

Fax: (011) 614 9806

Email: gomesuph@netactive.co.za

Landline: 011 614 2471

Mr. Gomes: 082 412 6669

Carla: 083 602 5658

A Dynamic team to meet all your requirements. Refurbish your aircraft and / or helicopter. Best prices guaranteed

CENTURY AVIONICS

CENTURY AVIONICS specialises in Flightdeckand Avionics upgrades for general aviation fixed- and rotary-wing aircraft. Careful evaluation and planning of every project is essential –from the placing/positioning of glass displays and other avionics in the panel to enhance ergonomics and aesthetics to the final set-up and configuration of the installed equipment.

Century Avionics excel in Avionics Upgrades/ Installations, Repairs/Maintenance, Support and Certification making us a convenient, knowledge based avionic retrofit facility. Anticipating a continuous steady growth in an increasingly exciting and rapidly growing Aviation industry we strive to provide the most efficient service to our customers and the industry.

We are an in- and out of warranty service centre for Bose, David Clark and Lightspeed headsets as well as Garmin, McMurdo (Orolia/Kannad) ELT’s, and many other avionics manufacturers. We manage the Honeywell SPEX pool in country for the contracted MSP HAPP Pilatus PC12 fleet amongst others ensuring minimum Avionics Maintenance related down-time, keeping you in the air.

We are approved dealers for a host of avionics manufacturers (Garmin, Honeywell, Bendix King, Avidyne, McMurdo ELT, Genesys Aerosystems and many others) and constantly aim to offer our valued customers the widest range of products and capabilities. We are loyal to our products/brands and their suppliers/ manufacturers - not only selling product through extensive product knowledge, but standing by it through maintenance and installation support.

Our AMO and Design Organisation is approved in South Africa, Botswana, Namibia and Zimbabwe. Century NAVCOM, our Design Organisation, along with our qualified and experienced Certification Department and SACAA appointed DAR will assist with Avionics STC Application/Development and/or Modification Approvals.

Century Avionics CC Tel: +27 (0)11 701 3244

Contact:

Johan Landsberg support@centuryavionics.co.za

Carin van Zyl sales@centuryavionics.co.za

Website:

Avionics In South Africa | Century Avionics

Instagram:

Century Avionics (@century.avionics)

Facebook:

Century Avionics Century Avionics | Facebook

Linked In:

Century Avionics Century Avionics: My Company | LinkedIn

j

Guy Leitch

CAPE TOWN HELICOPTERS’

NEW EXPERIENCE FOCUS.

Cape Town Helicopters has adopted a specific focus on tourist operations – particularly in the Cape Town area which is world-renowned as ‘the Fairest Cape in all the world’.

Cape Town Helicopters is focussing on bespoke helicopter experiences.

FROM ITS BASE at the V&A Waterfront, Cape Town Helicopters (CTH) is leading the way in bespoke tourist charters. Neil Warren, a Director of CTH, has tailor-made a number of packages for tourists and visitors to appreciate the best of the Cape Peninsula.

These packages include the innovative helibike concept which uses an STC approved bike rack to transport mountain bikes on the outside of an AS350 Squirrel. Other unique tours include flying to a specially constructed landing pad for a sublime picnic above Misty Cliffs on the Atlantic coast as well as trips to the West Coast to enjoy mussels and oysters.

For the wine and food connoisseur – there is the 3 Farm Wine Tour and for the golfers, there is Heli-golf at Pearl Valley golf course. If clients want to explore further afield, CTH has a B200 King Air for flights to Plettenberg Bay for a gourmet lunch at Enrico’s seaside restaurant overlooking the beautiful Indian Ocean.

the heli-bike uses an STC approved bike rack

Other notable CTH tailor-made helicopter experiences include: a Fynbos Mountain Gourmet Picnic, or picnic in the beautiful Jonkershoek Valley. There is also a Cape photographic safari that clients can make as long as they need.

Helicopters are not all. Other experiences CTH provides includes catamaran Sailing and Swimming off Clifton Beach, shark cage diving, and trips to the acclaimed Aquila Game Reserve.

Cape Town Helicopters operates two Airbus 130s an Airbus H120, an AS350 ,H135 , Bell Longranger and 2 Robinson R44 to service their Cape Town operations. The two H130s with their capacity to accommodate six passengers all in forwardfacing seats, provides flexibility in a tourist charter market, where passenger number and routes change on a regular basis.

A Cape Town Helicopters AW350 with the STC approved bike rack.

The most popular sightseeing ride is the very affordable Hopper flight which lasts just 12 minutes but which nonetheless fits in memorable views of Table Mountain, the city bowl and then to Lions Head. Thanks to well-trained ground crew, passenger loading is smooth and efficient. Engine start-up and shutdown cycles are quick.

Head

Passenger feedback has been consistently positive about the unforgettable experiences

and the professionalism of the pilots and ground handling.

Prices range from a very affordable R 2000 per person for the Hopper sightseeing trips around the Cape Peninsula to R100,0000 for eight passengers in the King Air to Plettenberg Bay.

For more information – visit https://www.helicopterscapetown.co.za/ or WhatsApp call or chat on - +27(84)7667777

memorable views of Table Mountain, the city bowl and then to Lions

A Cape Town Helicopters AW350 on the helipad above the Jonkerskloof Valley.

HENLEY AIR

HENLEY AIR IS DEDICATED to helicopter charter and flight training excellence in the South African aviation industry.

What started out in 1995 as a dream has today grown into a major operation at Rand Airport, Johannesburg. The early years saw us using one Bell JetRanger, today we provide our clients with a variety of single and multi-engine aircraft to meet their diverse requirements.

From the time you check in, to the time you board your flight, the HENLEY AIR experience is unique and personal. So, come fly with us as we look forward to sharing in your adventure.

Henley Air specialises in charter, training, and contracts.

BUMPPPFFF:

Henley Air provides the ideal location for corporate departures and general aviation services due to its proximity to the Jhb CBD, OR Tambo International Airport.

On the training side, Henley Air is a fully licensed and equipped Air Training Organisation.

Hangar 6 Rand Airport

Tel: +27 (0) 11 827 5503 j

Good boy 747 doing a sit. This was a very expensive day.

Upstairs on a 747 in the 70s - at least decor taste has improved.

100% COMMITMENT TO EXCEPTIONAL SERVICE FOR 24 YEAR S

Aviation Group is a diverse aviation company, offering a wide range of helicopter and fixed wing services worldwide, through o ces in Ireland, Mauritius, and South Africa. Boasting an impressive portfolio, Starlite has operated in 33 countries and 5 continents in some of the harshest environments in aviation. We are the trusted long-term partners to humanitarian, corporate, commercial, and military customers, providing a complete service which incorporates operations, medical services, maintenance, training, charters, and aircraft sales.

Starlite

OPERATIONS – OFFERING SUPERIOR AIRCRAFT, CREW AND MAINTENANCE 24/7

Aviation Operations focuses on providing mission ready aircraft for multi-task configurations globally. Starlite prides itself as an expert at undertaking complex assignments in remote locations, focusing on safe, fast deployment, while providing e cient solutions to client specific requirements. Starlite’s key strengths are based on strict adherence to our world standard, global safety program, plus dedication and flexibility to the client’s requirements, which has been evident in the continuous and resilient provision of services. Starlite further o ers state of the art, intensive care aeromedical services, cost e ective solutions, hands on, in-country support from senior management, and proven Original Equipment Manufacturer (OEM) support.

Starlite

Starlite’s high standards have ensured the development of operating procedures which far exceed the SACAA and ICAO requirements, by aligning the Starlite Aviation Group with Oil and Gas, EASA, FAA and Basic Aviation Risk Standards (BARS). Starlite has achieved Gold Member status for the last seven years, successfully passing the Basic Aviation Risk Standards audits which conform to international Oil and Gas and United Nations Aviation Standards. Starlite has also been awarded European Aero Medical Institute (EURAMI) accreditation, the objective of which is to on improve quality, excellence, and safety in aeromedical transportation.

We o er our clients a turnkey solution to the provision of aviation and aeromedical evacuation support. Unlike many of our competitors, we off er a single point of contact for ALL services including Flight Operations, Medical, and Maintenance, which are integrated into the Starlite offering. We hold both rotary- and fixed wing AOCs specifying aircraft approved for all operations, meaning that we can provide the full range of services under the same banner.

Starlite Aviation Training Academy, was established in South Africa in 1999 as a flight training school. The operational and maintenance divisions grew out of the success of the school. The Academy has trained over 1700 Private Pilots, 3000 military pilots, more than 500 Commercial Pilots, 128 drone pilots, and over 100 Instructor Pilots since its inception, totalling in excess 120 000 hours of instruction. Highly experienced instructors, some ex- South African Air Force, with over 70 000 combined operational flying hours and more than 130 years combined helicopter and fixed wing flying experience, form the basis of the expertise at Starlite.

The Academy has operated out of Virginia Airport, Durban since 1999, and Mossel Bay Airport since 2011. Starlite’s wealth of experience in the training environment, and its excellent facilities, enables the Academy to o er the highest quality of training available in Africa.

24 YEARS OF PILOT TRAINING EXCELLENCE SINCE

1999

Theextensive fleet of aircraft is maintained by two in-house aircraft maintenance organisations, with a dedicated team of experienced AMEs avionic engineers and apprentices. Globally recognised for their skill, Starlite Aviation Maintenance also o ers 3rd party maintenance which is a rapidly expanding division of the business.

WHY STARLITE IS THE RIGHT CHOICE?

Stringent safety and quality standards

Outstanding 24 year track record for helicopter and aeroplane pilot training delivery

Full range of courses from ab initio to commercial

Full time or part time tailored courses

Superior facilities

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Association with starlite aviation provides career opportunities

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Starlite is expanding all sectors of the business to meet the demands in Africa as well as partake in joint venture contracts with SAF Aerogroup subsidiaries worldwide.

ROTARY WING PILOTS

FIXED WING PILOTS

DRONE PILOTS

Where romance meets nature



FlightCm

Afr ican Commercial Aviation

Edition 171 | April 2023

Mission Aviation Fellowship - a lifeline for Grace

How South Africa lost the UAV market in Africa?

IRIS – goes to Khartoum

Merchant West – How to get Aircraft Finance

John Bassi – Listen to your Engine

Cover: Jenny Davies, Ovadia Dominic.

06 08 09 10 15 16 20 24 27 28 29 30 32

EDITION 171 TABLE OF CONTENTS

Bush Pilot - Hugh Pryor

AME Directory

APRIL 2023

Publisher Flyer and Aviation Publications cc

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News - Airlink to launch Nairobi-JNB

Pilots - Laura McDermid

News - New structure stops East London ILS/VOR

Defence - Darren Olivier

Mission Flying in Africa

FACE to FACE - Braam Viljoen

News - NAC’s Banner Retires

Alpi Aviation SA: Flight School Directory

Merchant West Charter Directory

Skysource AMO Listing

Backpage Directory

A NOTE FROM THE EDITOR:

I WAS ASKED THE OTHER DAY by a senior SACAA official why I call it the ‘Commission Against Aviation’.

I tried to explain the joke; that one of the roles of the SACAA was to develop aviation. Yet the problem is that the excessive regulation and arbitrary enforcement, coupled with ad-hoc ‘tea time’ rule making, has caused many aviation business owners to just give up on the industry and leave.

I call this the ‘buggeration’ factor. It is measurable by how many business owners simply take their hats and coats and ‘bugger off’ out of the industry. One of the better examples of this was Steve Anderson, who exported his entire medical rescue operation to Malta when faced with the continual difficulties of dealing with an obdurate CAA in getting the appropriate permissions and authorities for his literally life-saving business.

I also tried to make light of the inherent criticism in the Commission Against Aviation jibe by pointing out that it was a natural conflict between the rule-makers and the uses, like that between traffic cops and drivers. But he just didn’t get it.

No matter how hard I tried to explain, the official just didn’t seem to understand how of why endless red tape and bureaucracy and officialdom could stifle a business. In the end we had to agree to disagree.

This understanding gap goes to the very heart of the aviation industry’s inherent conflicts with the regulators. As I write this, ICAO is doing one of its occasional audits of the SACAA.

I have noted before that the SACAA is so focussed on getting a clean ICAO audit that it will readily sacrifice the industry that it is supposed be developing to achieve a good ICAO rating.

The latest example of this arises from the fact that the ILS approaches for all ACSA airports in South Africa have been suspended. This is reportedly due to a blanket approval being no longer valid and so every airport has to be individually approved. Rather than have this blanket approval as an adverse finding by ICAO, the SACAA has simply shut all ILS approaches.

When the weather turns bad, this will have an enormous impact on airline connectivity and the economic growth in South Africa.

A reliable aviation analyst tells me that this practice of sacrificing the aviation industry on the altar of a good ICAO rating is an Africa-wide problem. When the Ugandan Civil Aviation Authority was facing an ICAO audit about its administration of Aircraft Operating Certificates (AOCs), it simply cancelled every AOC over the period of the ICAO inspection. This meant that the ICAO auditors could not make a finding against cancelled AOCs.

Thus, we see an entire industry effectively closed down for the sake of an ICAO box-ticking exercise. This industry needs grown-ups to run it.



he just didn’t get it

TRUSTY TWIN

THE FLAPS AND BRAKES and nose wheel steering, for example, are all driven by hydraulics which you would probably not expect to see on an aircraft that spends a long time away from the tender loving care of an engineer. Large airliners, yes. War planes, yes. But bush planes normally need to be as simple and rugged as possible so that they can operate in remote areas without sophisticated ground support.

The Twin Otter has a surprisingly “Big Aeroplane” feel about it and it is a tribute to the design that it has managed to build up such a legendary reputation for ruggedness and reliability.

We all, however, have our off days and here’s one example I experienced when I was flying for the International Committee of the Red Cross, based in Huambo in the beautiful but dangerous Angolan Highlands.

My Co-captain, a charming and highly experienced Belgian called Philippe, had been born in the then Belgian Congo where his family had large acreages under cultivation before ‘independence’ ejected them and chaos took the helm in that benighted country.

We were on the last leg on our way back from a round trip from Huambo to Benguela to Luanda back to Benguela, then to Lubango and Ganda before going back to Huambo. So, as you can see, it had been quite a long day.

We took off empty from Ganda and as we climbed away for the half-hour flight to Huambo, the number one engine oil pressure gauge suddenly decided to read Zero. Oil pressure gauges do tell lies on occasions and therefore we have two other systems to confirm what the oil pressure gauge is saying, namely the Oil Low Pressure Warning Light and the Torque Meter. So we weren’t too concerned. But anyway, since we didn’t have anyone down the back, I suggested we close the engine down as a precaution and as a very good piece of training for ourselves. So we killed the engine, went through all the appropriate check lists and continued our climb.

Very soon after we had settled into the single engine routine, I began to detect a hot smell. I mentioned it to Philippe and he didn’t notice anything unusual. My sense of smell is quite good and seldom lies.

I don’t know if you are familiar with the workings of the De Havilland (Canada) Dash 6, otherwise known as the Twin Otter, but they’re surprisingly complicated for what has become one of the classic bush aircraft of all time.

a surprisingly

“Big Aeroplane”

Minutes later I was certain that I could catch the characteristic stench of burning insulation and Philippe caught a whiff of it too. Then the smoke started and very quickly the cockpit became an extremely unpleasant place to be. We took it in turns to go into the cabin for a breather but even with the cockpit windows and the main air vents open it became obvious that we would have to get down as soon as humanly possible.

Then the hydraulic pump circuit breaker warning light illuminated and the smoke began to dissipate. The cockpit became habitable once again and the flight continued quite normally until after the landing in Huambo.

The nose wheel steering tiller on the Twin Otter is mounted on the control column just forward of the control yoke. It is connected to the Hydraulic Actuator by cables which open and close the appropriate ports to allow hydraulic fluid to drive the steering rams. We were fully aware that, without a serviceable hydraulic pump we were going to have to use the manual pump

to maintain hydraulic pressure for the flaps, brakes and nose wheel steering. No problem there. That was Philippe’s department anyway, since I was driving.

Everything went like a Rolex until after we had turned off the runway. Then I could not get the nose wheel to straighten up. I put a bit of extra beef into it and suddenly there was a bang as the actuator cables gave up the unequal struggle and the tiller spun lifelessly round, neatly removing the skin from my knuckles on the glare shield in the process. So, since we could now only go round in circles we had to call for help and be ignominiously towed to our parking place on the apron.

Apart from that one trip my association with the Twin Otter has been, amazingly, nearly trouble-free and long may it continue that way.

Well you know what they say. Problems always seem to come in threes, and that was the third one, wasn’t it? 

AME Doctors Listing

Everything went like a Rolex

AIRLINK TO LAUNCH NAIROBI - JNB

Airlink will become the first private sector airline to offer a daily Johannesburg-Nairobi service, from 24 April 2023.

THE SERVICE will be operated with Airlink’s 98-seat Embraer E190s. Airlink says it will provide much-needed competition and additional choices for business and leisure travellers.

Kenya becomes the 15th country in Airlink’s comprehensive sub-Saharan route network and its third in East Africa. “Airlink’s entry on the route supports the November 2022 agreement by Kenya and South Africa to eliminate trade barriers and strengthen commerce and economic ties by opening up business and cooperation between the two major economies in key sectors and markets. It also follows South Africa’s removal of visa requirements for Kenyans visiting South Africa for up to 90 days (South Africans do not require visas to visit Kenya),” said Airlink’s CEO and Managing Director, Rodger Foster.

“This is also an important moment for Eastern - Southern Africa connectivity. With Airlink’s network now including Kenya, Uganda, Tanzania and most of the Southern Africa Development Community nations, we offer travellers the widest set of choices and convenient regional and inter-continental connections on our own aircraft and with our global carrier partners. These enable the businesses and economies Airlink serves to expand their own respective market reach. Similarly, our competitive services will promote tourism in both markets, generating additional foreign travel spend,” added Foster.

Airlink is the frst private carrier to offer JNB-Nairobi

IRIS GOES TO KHARTOUM PART 2

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

HAVING ARRIVED IN KHARTOUM, the American delegates were whisked off to their peace conference the next morning and the three of us pilots were left to our own devices.

There were many power cuts during the day at the Hilton and Heather advised that we should consider what we ate very carefully as the cold chain would be sorely affected in this heat.

I took her advice on board and had Carlsberg for breakfast lunch and dinner. I stuck to eating simple food such as Moukhbaza – mashed ripe bananas smothered with chillies, and Tamayya- broad bean balls with pita and tomato salad - both typical Sudanese dishes.

I had a wonderful view from my room where I could see the confluence of the White Nile,, flowing north from Lake Victoria, and the Blue Nile, flowing west from Lake Tana.

It was a great opportunity for me to explore Khartoum

and I headed out along ancient, cobbled roads amongst the souks. The sun beat down mercilessly, and I could understand why the local men wore loose-fitting kaftans and ghutras (kufiyahs) to cover their heads. Scrawny goats and dogs took shelter under the meagre shade of the date palms that lined the streets.

The air was filled with the cloying smell of spices, incense, cheap aftershave, and metallic tang of fresh blood. A camel’s head on a spike stared at me sightlessly, its eyes swarming with bloated flies, an advert for a ‘butchery’. The calls of the muezzin competed with the loud caw of crows which seemed to be everywhere.

As I rounded the corner I spotted a large plastic cone, the once pink plastic soft serve on top bleached white by the relentless sun.

Ah, just what I felt like.

In Part 1, Iris introduced us to the American Congressman and diplomats she was flying with three planes from Nairobi to Khartoum.

the shit show going on back here

I was about to enter the shop when something caught my eye. There was a big pile of rubbish right next to the shop and on top was…. the small black body of a dead child.

For the second time this trip, I thought my eyes were playing tricks on me. I squeezed them shut tight and opened them again, but the limp little body was still there. I looked around me, wondering if anyone else had seen it.

If they had, they seemed inured to it.

Shall I tell someone? Must I tell the police?

I knew some of the local customs. Slavery had ‘officially’ been abolished 100 years ago, but I knew that it still happened. Black people, especially those from the south, were not regarded as human and were considered heathens.

I went into the shop and bought my ice cream. I ate it, not really tasting the pistachio. Somehow the flavour had leached out of it, together with my romantic notions of Khartoum.

On the 3rd of April, we were invited to lunch at the American Embassy Residence to discuss our return to Addis the next day.

We were introduced to Ambassador Norman Anderson who served as the United States ambassador to Sudan from 1986 to 1989. He was charming and made us feel very welcome.

Blue, red, and white streamers and balloons adorned the dining hall and a massive buffet had been laid out with a huge variety of food on offer, including some exotic dishes which Dave devoured with relish after three days of ‘baby food’ and beans.

Due to the heat, neither Heather and nor I had much of an appetite. We ate sparingly and stuck to the foods we knew.

We left for Addis early the next morning. I took off at 06h35 local time just as the round globe of the sun bobbed on the horizon.

Heather Stewart.

Dave Diamond.

The time to Addis was 3.3 hours, and once again the three of us remained in close communication.

The return trip was just as spectacular, this time not going ‘downhill’ so to speak but watching the Ethiopian plateau coming towards us from a great distance.

There was no aberrant weather, and once again I had the pleasure of looking down into those steep canyon walls. It was completely unforgettable.

‘Zulu-Alpha-Romeo, this is triple Alpha’.

‘Go ahead Dave’.

‘Mate, you’ll never believe the shit show going on back here.’

That was certainly not unusual with Dave.

‘I’m sitting here minding my own business, then I banked, and a dozen Coca-Cola bottles came rolling down the aisle. I said ‘Oi, what you blokes doing back there?’

Turns out the gyippo-guts got the better of them. They emptied out my Esky and used it as a darned crapper!’

It took me a while to decode what he just had said. Then it dawned on me. Dave had a blue and white Esky cooler box that he used for the drinks and snacks.

It turned out the fare from the previous day’s buffet had given some of them food poisoning.

I burst out laughing at the thought of Dave trying to keep the plane still while his passengers were precariously squatting over the repurposed Coleman.

The C404 had seven seats at the back, it was comfortable for a small plane but most certainly wasn’t roomy. There was no place to hide, which meant that any pretence of decorum had gone out the window.

it cured them of their thieving

Having no toilet in the Cessna 404, the poor sods had no option but to grab the only thing available to them.

‘I’m trying my best to avoid turbulence, but it’s bloody bumpy up here today’.

I tried to check in with him several times after that to see how they were doing, but he didn’t answer.

Just as I was starting to get concerned, he called me.

‘Sorry Cuddles, I needed to use the Esky urgently. Thank God for the autopilot.’

On approach to Addis, we allowed Dave to land first. One by one we were told to park at the VIP lounge area,

The crash site of the Twin Otter with Mickey Leland aboard.

Lifting bodies from the crash site.

where the red carpet was rolled out awaiting the passengers. Dave had managed to park magnificently so the door and steps opened straight onto the carpet. The line of distinguished ministers and VIPs were waiting to shake hands with the Americans, but as soon as Dave opened the door, they dodged the outstretched hands and bolted down the red carpet into the VIP lounge looking for the nearest loo.

Heather and I had a good laugh at their expense, and we moved our aircraft back to the General Aviation ramp and prepared for the next day’s departure after having cleaned, tied down, and locked the aircraft.

Dave had managed to survive the day but was wrung out and wan. We offered to dispose of the Coleman, but he insisted that it was his job, and he gingerly carried it to the grassy edge of the ramp where he dumped it and patted the lid affectionately.

‘G’bye mate, it was good knowing you.’

We bade our new friend’s farewell. We had stopped thinking of them as mere passengers after so many intimate adventures together.

The following morning, arriving at our aircraft, we noted that the cooler box had vanished.

Some unsuspecting cretins had stolen it.

How far had they carried it before opening it? I can just imagine the absolute shock and horror on their face when they finally did. With any luck, it cured them of their thieving ways.

A few weeks later I was having dinner with friends. Knowing it had been on my bucket list, they asked me if Khartoum had met my expectations.

‘My three days in Khartoum make hell looks like paradise.’.

A sad footnote to this story, later that same year, on the 7th of August, Congressman Mickey Leland flew to Ethiopia with many of the same people in an Ethiopian Military Twin Otter on their way to a refugee camp near the Sudan border when they flew into high ground due to bad weather and were all killed on impact.



Mickey Leland in Sudan.

NEW STRUCTURE STOPS EAST LONDON ILS/VOR

The ILS and VOR approach to the primary East London Runway – Runway 11 has been NOTAMed as “permanently closed” due to a structure having been erected on the approach to Runway 11.

Remarkably, the CAA approved the structure, which is a Telkom mast, erected to the west of the airport. However there has been an administrative foul-up in that, despite the mast having been completed, it still has to be surveyed to confirm its height and position in terms of the CAA approval. Until that is done and verified, East London’s primary Runway 11 is without an ILS or VOR approach. This means that the lowest minimum is 517 ft for RNAV equipped and approved aircraft and pilots.

With East London having a predominantly westerly wind, Runway 11 is the most intowind runway and therefore the most used. The removal of the ILS and VOR approach aids will have a significant effect on safety and on the region’s economic development. Without the ILS, aircraft will not be able to use the runway in bad weather. This will reduce airline connectivity to East London and affect the city’s ability to attract investment and grow.

Reduced air connectivity means fewer flights, more connections, more delays and cancellations, reduced convenience and higher costs for passengers. This drives travellers onto the roads, which are far more dangerous. Thus, air connectivity loss makes it harder for regional towns and cities to attract investment, generate employment and provide mobility and vital services to their citizens.

The notifcation that the ILS and VOR for FAEL Runway 11 have been withdrawn.

The New telkom mast is to the west of East London's Runway 11.

Wind direction at East London Airport.

TURKEY’S DRONES FOR AFRICA

THE MAIN DRIVER of the success has been Baykar Defence, a well-connected Turkish defence company that specialises in drones.

Baykar started out in 1984 making automotive parts, switching to UAVs in the early 2000s in response to a Turkish government indigenisation programme after it was unable to acquire certain types of UAVs and UCAVs abroad.

In both cases, as well as in theatres like Libya, Nigeria, and Syria, TB2s have demonstrated an ability to conduct intelligence, surveillance, and reconnaissance (ISR) missions and strike targets with precision-guided munitions despite hostile conditions.

South

Over the years it has produced a range of UAVs, but by far its most well-known and popular has been the Bayraktar TB2, which has seen extensive use by Ukraine during Russia’s ongoing invasion, and before that in the 2020 NagornoKarabakh war between Armenia and Azerbaijan.

Export success has been swift, with over 400 TB2s exported to more than twenty five countries since its first flight just eight years ago, making it one of the most prevalent types in service today. Of the twenty operators, eleven (Morocco, Ethiopia, Libya, Somalia, Djibouti, Burkina Faso, Rwanda, Togo, Niger, Nigeria, and Mali) are in Africa.

While Baykar has received by far the most orders, the TB2 is not the only Turkish UAV seeing export

There are few greater recent success stories in military UAVs than Turkey’s rapid transformation over the past twenty years into one of the world’s key suppliers, mirroring a huge advancement in the rest of its indigenous defence industry.

Africa was once a UAV powerhouse

success in Africa and elsewhere: Turkish Aerospace Industries has sold a number of Anka UAVs to Algeria, Chad, and Tunisia.

At one point it seemed like South Africa, once a UAV powerhouse of its own and an early leader in the technology, might dominate sales on the continent. However, its companies have received few military orders, and no substantial ones in recent years. Bear in mind though that when South Africa’s UAV development industry was at its peak, demand was almost non-existent. Subsequent years of underfunding, underinvestment, and state capture, meant that once demand did pick up, companies like Denel Dynamics were not well positioned to compete.

shelf (COTS) parts have allowed Baykar to keep the cost of the TB2 low, at around US$5 million each for a standard model and reportedly as low as US$1 million with certain capabilities removed. As a point of comparison, South Africa’s sale of Seeker IIs to Algeria in the late 1990s cost around US$2 million apiece, equivalent to around US$3.7 million today, for simpler aircraft that lacked weapons launch capability.

UAV strikes from high altitude

Baykar, and by extension Turkey, have also shown a willingness to provide technology transfer and the linking of UAV sales to broader economic and financial packages, following a time-tested approach that’s also used by the major arms exporters like the US, EU, Russia, and China.

Even if companies like Denel Dynamics had been in a healthy state when the opportunity arose, they’d have found it difficult to match what companies like Baykar offer.

First, economies of scale and a careful approach to industrialisation and the use of commercial off the

However, emerging market countries may sometimes consider it more in their interests to do such deals with other emerging market countries, such as Turkey, where the economic imbalance is less lopsided than with the world’s top-tier economies.

None of this has occurred in a vacuum, of course. At Ankara’s instruction, Turkish diplomats in Africa

The Turkish Bayraktar TB2 UAV has achieved significant sales in Africa.

have put in years of persistent effort to build personal relationships in both business and political spheres and provide marketing, introductions, and support for Turkish industry, in particular defence companies like Baykar, Rocketsan, TAI, and Aselsan. This has paid dividends.

Just as importantly, Turkey also imposes few export restrictions and is less concerned with how their systems are used. For instance, in January 2022 the Ethiopian military reportedly used TB2s equipped with Rocketsan MAM-L guided weapons as part of a strike on what turned out to be a camp for internally displaced people in Tigray, killing around 60 people categorised by the Washington Post as predominantly civilian. Despite the controversy both Turkey and Baykar refused to comment on or condemn the incident.

This is a factor that should not be underestimated. A number of other armed UAV manufacturers impose relatively stringent export controls with most governments understandably being cautious about

providing this level of capability to governments that have questionable human rights records and may be indiscriminate in airstrikes.

On top of this, the TB2s have a proven track record of relatively successful combat operations in nearly a dozen different countries, despite differing operator skill levels, force technology maturity levels, and availability of supporting assets, providing a level of confidence that few other types can match to forces struggling with funding challenges and shortages of personnel.

The supporting systems and training around these platforms have been honed over many years to allow even less technically advanced forces to be able to operate them with a reasonable level of success. They’re still realistically beyond the reach of a large number of forces, but the barrier to entry has lowered quite substantially over the past decade.

It’s therefore unsurprising that Turkey has been making significant inroads into the African market

Turkey aggressively marketed the Bayraktar TB2.

for armed UAVs. Nor that so many African militaries have awoken to their potential, particularly against a wave of insurgent activity that has emerged in many parts of the continent along with the increasing cost of conventional combat aircraft.

Of course, it has not only been Turkey’s UAV manufacturers that have benefitted from this recent demand, or that have been well-placed to take advantage of it: Chinese manufacturers like CASC have had significant export success of armed UAVs to the continent as well. However, Turkish sales still surprisingly exceed those and have happened in a relatively short time.

And while the sales have, in most cases, provided much-needed capabilities to the African country that purchased them, they may also pose some risks and have potential implications for regional stability and security.

For instance, armed UAVs can at times expand the scope of insurgencies by encouraging much wider

dispersion, more mobile operations, and basing in neighbouring countries to avoid detection and targeting. They can also encourage the use of force both inside and outside a customer country’s borders, both because the difficulty in detecting them means they can be used in a more deniable fashion, and because of their relatively low cost and uncrewed nature.

The essentially random nature of UAV strikes from high altitude also induces serious fear amongst civilians, which might drive them into providing further support for insurgencies. Especially if there have already been some strikes, intentional or unintentional, on civilians.

One thing is clear; this is merely the beginning. We can expect to see many more armed UAVs operated by African armed forces in the coming years, and it’s a fair bet that a large proportion will be Turkish. 

Left behind - the South African Seeker 400.

MISSION FLYING IN AFRICATHE BEST AND WORST OF HUMANITY

Child rape is tragically all too common in places like South Sudan where justice isn’t often delivered. Mission Aviation Fellowship comes to the rescue.

ANYONE

WHO

IS A

PARENT, sibling, grandparent, aunt or uncle would find it hard to imagine how it would feel if our 8-year-old daughter, granddaughter, sister or niece was violated by a man who left her with permanent lacerations. ‘Grace’ (not her real name), an 8-year-old girl, was left with a double rectal and urinary fistula after being raped in South Sudan in September 2021.

Her family agreed to share their story in order to raise awareness about these atrocities and the great work being done by missionary pilots in Africa.

The perpetrator has been thankfully put behind bars and is awaiting trial.

The medical consultant in Juba, who first brought attention to Grace’s situation reported, ‘The girl is traumatised and she needs two treatments. If she isn’t treated this could become life threatening and the child is already living a miserable life.’

The consultant appealed to the public to help raise funds for her surgery. His appeal triggered hearts to move quickly to save her life. James, a UN trained midwife, sent the appeal link to Angela Gorman from Life for African Mothers. Angela recalled, “The story played on my mind all day, Suddenly I remembered the incredible work of Nobel Peace Prize Winner, Dr Mukwege who provides fistula surgery for women in EDRC. I still cry when I watch his Nobel Prize acceptance speech. So, I wrote a brief email to him, telling him that he was the first and only person I thought of who could help.

“Amongst all the requests he must receive, imagine my surprise when just 24 hours later, I received the email from Emily Warne, Executive Director for the US Office of the Panzi Foundation, Mukwege had connected me with.’ Panzi knew to make a request to Mission Aviation Fellowship (MAF) to help coordinate the flight from Juba to Goma, having previously forged a strong partnership with MAF who had flown women for surgery, and also other supplies to the hospital.

It is a pleasure to collaborate with MAF

Emily mentioned ‘This project is complimented by the support offered by MAF to Dr. Mukwege, and we leave it to him to manage the beautiful relationship between MAF and Panzi. I personally know MAF from having practiced in several African countries and I have great respect for the organisation. It is a pleasure to collaborate with MAF and Panzi. Thank you as well for all that you are doing to bring attention to this tragic situation and how so many different organizations are collaborating to get this child the treatment she deserves’.

MAF South Sudan and MAF Uganda have been able to work together to ensure the medevac could happen crossing three countries.

The two-day round-trip was funded by a single donation from Susan, a lady in Essex, UK who gave it as a gift in memory of her late mother, Gwen Pinder. Susan said: ‘It’s wonderful to be part of her rescue story. Mum would be absolutely delighted to know the money

was going to such a worthy cause. We look forward to following this little girl’s story and pray for a speedy recovery for her.’

The girl’s rescue mission, lifesaving surgery and ongoing recovery, also has support from at least four other NGOs including the Panzi Foundation, Life for African Mothers, Aviation Sans Frontières and International Health Partners Foundation.

"Grace" ready to depart on the MAF Caravan C208. Pic -Ovadia Dominic.

Boarding MAFs Caravan, 5X-LDR Pic - Ovadia Dominic.

These NGOs and charities are working together to support Grace in her long-term recovery which will involve trauma counselling and many weeks of rehabilitation at the Panzi Foundation in Bukavu.

Angela also commented about the network which came together to turn around the atrocity that damaged Grace and her parents’ lives. ‘I am still in awe of how this has all came together so quickly…the best of humanity.’

Pre-takeoff vital actions - prayer with pilot Pieter Room. Pic - Jenny Davies

Grace returning home. Pic - Jenny Davies.

MAF Dutch pilot, Pieter Room flew Grace, her family and medical personnel from Juba to Goma in August. ‘When I heard about Grace’s situation it moved me greatly, because I also have daughters of the same age. My daughter celebrated her birthday the same day of the flight. I’m honoured to be a part of this because this is really why MAF are here. When I first saw the little girl, she just looked so innocent, and it really hit me why we’re doing this flight. Her life will be changed tremendously by this surgery and it’s a blessing that we could be a part of this. We live in a broken world, and we are called to follow Jesus in restoring people’s lives.’

After 36 days of treatment at Panzi Hospital, EDRC, MAF was able to fly Grace and her family back to Juba post-surgery and were greeted with a smile of victory from Grace who recounted, ‘’I feel a lot better now. Not as I was when we came from South Sudan.’

Grace’s uncle mentioned, ‘’I feel very happy because the child’s treatment has been successful. The doctors were very friendly, and their service was great. I ask God to bless them so that more people can benefit from their surgeries.’’

Now the horror is over, and the family are on their way back home, Grace’s father is hugely relieved. ‘’Thank you MAF for the good work that you are doing to support vulnerable people.’

Even after all Dr Mukwege has seen, he has also witnessed girls like Grace, going on to live confident and full lives. Because of this he believes, ‘No matter how difficult and hopeless a situation, with determination, there is always a light at the end of the tunnel’.



MAF pilot Pieter Room.

CEO MERCHANT WEST GROUP: BRAAM VILJOEN FACE TO FACE

GL: Merchant West is a relatively new arrival in aviation financing, which requires specialist knowledge and is a small market. Is aviation an end in itself or a bridge to access a broader market of high net worth (HNW) individuals who are aircraft owners and operators?

BV: Merchant West has been financing assets for 25 years to the local corporate market across industries and sectors, as well as to HNW individuals. Our philosophy is to put the customer at the centre of our solution design process, under the premise that clients have multiple and diverse needs.

We fund solar, farming and mining equipment just as easily as we will finance that business owner or executive’s aircraft. We have the expertise in-house to finance fixed wing or rotor and see the size of the market as being offset by the big-ticket prices for these assets. Its more than funding an asset purchase - clients also require finance for avionics upgrades, engine overhauls and rebuilds.

GL: Tell us about Merchant West – do you finance aviation across Africa?

BV: Merchant West is a privately owned financial services group based in South Africa. The group has a countrywide footprint with operations in other territories like Namibia, with an appraisal of the Botswana market underway at present. Insofar as aviation assets in Africa are concerned, our focus is on financing ZS aircraft registered with the SACAA.

GL: For many aging aircraft, avionics and engine overhauls have become the single largest item of capital expenditure. Do you find the investment pays off in the value and saleability of the aircraft?

BV: With aviation costs largely denominated in USD, expenses in Rand terms accompanied by currency depreciation have become prohibitive over time. Our specialists recognise the long-term useful life of aircraft assets and see avionics and engine overhauls as intrinsically linked to protecting an aircraft’s value or even as a Rand hedge, whilst also being crucial to maintaining safety standards.

Guy Leitch has 10 questions. our focus is on financing ZS aircraft

GL: As aircraft age and become too expensive to replace, there is increasing expenditure on avionics. Is this a speciality of yours?

BV: This is not necessarily a speciality, but it has emerged as a requirement. We have financed avionics upgrades in response to client needs and the dynamics of the aviation market in general. We also understand this feature of our aircraft finance solution might not necessarily be available from traditional financiers and hence offers us a competitive advantage.

GL: You finance other emerging asset types – such as solar power. Do you specialise in these areas?

BV: Yes, we finance renewable energy equipment. The mix of assets we have financed has also changed over the years. For example, demand for solar energy equipment finance has spiked in the past few years, for both residential and commercial properties, in response to energy security concerns. This demand has been enabled by technological advancements in solar panels and storage systems for example. In contrast, 20 years ago we provided a host of office equipment finance,

Merchant West Group CEO Braam Viljoen talks about aviation finance.

but more recently the consumer demand changed with the impacts of Covid, to shift to remote working and new innovative communication platforms.

GL: Does the weak Rand and exchange rate volatility make it difficult? – for instance, if you accept a client’s quote and then the job turns out to cost 33% more?

GL: Regarding airliner and bizjet leasing; do you feel that if South Africa ratified the Cape Town convention it would be a game changer?

BV: The purpose of the 2001 Cape Town Protocol on Aircraft Equipment is to protect interests of buyers, sellers and creditors in aviation assets, which by their nature have no fixed location. This protocol arose due to legal systems having different approaches to rights and security which increased uncertainty for lenders. Our focus on individuals and pricing for this risk (where appropriate) has mitigated this to date, and we do not see a protocol ratification “moving the needle” going forward but it will have its obvious advantages.

BV: Not necessarily, given that customers are still active in aviation and often plan for this possibility. In addition, as a group we can also offer currency hedging solutions to offset this risk in exchange rate volatility. We therefore assist our clients to manage this risk from inception of the transaction.

GL: Will you consider non asset-based finance – for instance for flying training?

BV: We provide lending solutions backed by security in the form of the asset, and in the case of aviation, the asset naturally is the aircraft. We would classify your example as an unsecured personal loan and although our product set does not currently allow for this, if we could obtain appropriate security in certain circumstances, we would consider this on a case-bycase basis.

GL: What is your experience of the present state of the industry? Are aircraft owners spending money – or sitting on their hands waiting for the economy to improve?

BV: We have observed a consolidation of aviation in the business sector where carriers have downsized or entered business rescue or even ceased to exist. This has not been our target market historically with our focus on the aviation enthusiast and business owner in SA. Whilst we have seen a shift in sentiment in the local economy with higher interest rates and Rand depreciation, which have contributed to a tapering off in demand, we still see clients spending money in pursuing their aviation interests.

GL: What advice can you give potential borrowers on how to make the process of finance application smoother?

BV: From a service turnaround perspective, borrowers can certainly contribute to a smoother application process with us by providing all required financial and aircraft information timeously, to enable a quick credit decision. Clients should also know that in submitting their requests for finance, we apply ESG and ethical lending practices in assessing their credit risk. This should give customers comfort we carefully consider applications and extend finance responsibly, so as to avoid possible financial distress. 

the aviation enthusiast and business owner

NAC’S BANNER RETIRES

MARTIN BANNER IS RETIRING after having been the CEO of National Airways Corporation (NAC) for 21 years. He will be replaced by long serving director JP Fourie.

Banner says, “I have had the incredible privilege of leading NAC for the past 21 years, so it is a good time for me to announce that I will be retiring and stepping down as CEO at the end of March 2023.

“The business has proven its resilience through the toughest of times and it is on a very good trajectory, guided by a talented and capable team of exceptional people. Accordingly, it is my pleasure to announce that JP Fourie will be taking over as CEO of the company,

effective 1 April this year. The Shareholders have asked me to stay on as non-executive Chairman from 1 April.

“JP holds BCom, MSc and MBA degrees and has many other executive qualifications. He is also a CPL pilot with multiple ratings. There is no doubt that JP is exceptionally well qualified for the role. His extensive experience within NAC will assist him in carrying forward the success and culture of the business.

Says JP Fourie: “Leading a well-diversified and proven business such as NAC is going to be both a privilege and a significant responsibility. I hope to carry these on as notable hallmarks, married with my own distinctive attributes, and style.”

JP Fourie (left) takes over as CEO of National Airways Corporation from 1 April 2023.

South Africa

BACKPAGE DIR ECT ORY

A1A Flight Examiner (Loutzavia)

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

AES (Johannesburg)

Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.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

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

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

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

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

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

Atlas Aviation Lubricants

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

ATNS Percy Morokane 011 607 1234 percymo@atns.co.za www.atns.com

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

BAC Aviation AMO 115

Micky Joss 035 797 3610 monicad@bacmaintenance.co.za

Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero

Blue Chip Flight School

Henk Kraaij 012 543 3050 bluechip@bluechip-avia.co.za www.bluechipflightschool.co.za

Border Aviation Club & Flight School

Liz Gous 043 736 6181 admin@borderaviation.co.za www.borderaviation.co.za

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

Bundu Aviation Phillip Cronje 083 485 2427 info@bunduaviation.co.za www.bunduaviation.co.za

Celeste Sani Pak & Inflight Products

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

Cape Aircraft Interiors

Sarel Schutte 021 934 9499 michael@wcaeromarine.co.za www.zscai.co.za

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

Century Avionics cc

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

Chemetall

Wayne Claassens 011 914 2500 wayne.claassens@basf.com www.chemetall.com

Chem-Line Aviation & Celeste Products

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

Comporob Composite Repair & Manufacture

Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za

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

DJA Aviation Insurance 011 463 5550 0800Flying mail@dja-aviation.co.za www.dja-aviation.co.za

Dynamic Propellers

Andries Visser 011 824 5057 082 445 4496 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za

Eagle Aviation Helicopter Division

Tamryn van Staden 082 657 6414 tamryn@eaglehelicopter.co.za www.eaglehelicopter.co.za

Eagle Flight Academy

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

Elite Aviation Academy

Jacques Podde 082 565 2330 info@eliteaa.co.za www.eliteaa.co.za

Enstrom/MD Helicopters

Andrew Widdall 011 397 6260 aerosa@safomar.co.za www.safomar.co.za

Era Flug Flight Training

Pierre Le Riche 021 934 7431 info@era-flug.com www.era-flug.com

Execujet Africa 011 516 2300 enquiries@execujet.co.za www.execujet.com

Federal Air Rachel Muir 011 395 9000 shuttle@fedair.com www.fedair.com

Ferry Flights int.inc.

Michael (Mick) Schittenhelm 082 442 6239 ferryflights@ferry-flights.com www.ferry-flights.com

Fireblade Aviation 010 595 3920 info@firebladeaviation.com www.firebladeaviation.com

Flight Training College

Cornell Morton 044 876 9055 ftc@flighttrainning.co.za www.flighttraining.co.za

Flight Training Services

Amanda Pearce 011 805 9015/6 amanda@fts.co.za www.fts.co.za

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

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

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

Kzn Aviation (Pty) Ltd

Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

Lanseria Aircraft Interiors

Francois Denton 011 659 1962 / 076 810 9751 francois@aircraftcompletions.co.za

Lanseria International Airport

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

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

Litson & Associates (Pty) Ltd

OGP/BARS Auditing & Advisory Services & Aviation Safety Training

Email: Phone:enquiries@litson.co.za 27 (0) 8517187 www.litson.co.za

Litson & Associates Risk Management Services (Pty) Ltd

eSMS-S™/ eTENDER/ e-REPORT / Aviation Software Systems

Email: Phone:enquiries@litson.co.za 27 (0) 8517187 www.litson.co.za

Loutzavia Aircraft Sales

Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia Flight Training

Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za

Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za

Loutzavia Rand

Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za

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

Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za

Maverick Air Charters

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

MCC Aviation Pty Ltd

Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

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

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

Orsmond Aviation 058 303 5261 info@orsmondaviation.co.za www.orsmondaviation.co.za

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

Pacair Wayne Bond 033 386 6027 pacair@telkomsa.net

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

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.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 082Jager 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za

Scenic Air

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

Sheltam Aviation Durban

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

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

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

Starlite Aero Sales

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

Starlite Aviation Operations

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

Starlite Aviation Training Academy

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

Status Aviation (Pty) Ltd

Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za

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

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

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

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

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

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

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

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

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

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

Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za

Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za