SA Flyer Magazine August 2023

MORE PLACES WITHIN REACH, MORE TIME TO ENJOY THEM

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ALL I CAN SAY IS HUH?

The Pegasus stretches my incredulity. It is a vertical takeoff and landing bizjet, which sounds like a good idea, right?

Well, I think the opposite. The demands of aeronautical engineering seldom permit successful multipurpose aircraft. I learned this years ago when my fond dreams of motor gliders were popped, and I came to realise that a powered plane makes a terrible glider (think drag) and a glider makes a terrible powered plane, (think of the tiny cramped fuselage and hangar requirements for a 15m wingspan).

The idea of flying cars has had an even more enduring appeal – yet is equally unworkable. I defy anybody to show me one successful attempt at a flying car. Molt Taylor’s was about the closest but again – it was a terrible car and an even more terrible plane. Think drag and weight from all the car bits. The current crop of powered paraglider things are an

But, short of a plane that turns into a submarine, the most outlandish idea of all is a VTOL bizjet. By design, bizjets are small and efficient. Think of the small cabin size of Learjets and the imperative for weight reduction by all manufacturers.

So having a bizjet which has to carry around the massive weight and complexity of VTOL fans embedded in the wings and tail is absurd. Yet the founder of the Pegasus, a plastic surgeon from Durban, Dr Reza Mia, continues unabashed with his fantasy.

The part that blows my mind is that he seems to keep getting awards for it – yet it is nothing more than a few artists designs on CAD. In its latest breathless press release the company says, “…the visionary VBJ aircraft concept has recently been recognised with two prestigious awards. The first was the Most Innovative Business Jet Manufacturing Company award at the global Aviation and Aerospace Awards 2023, …. [and] the Innovation Award for SMMEs award at the National Science and Technology Forum’s (NSTF) 2023 awards.”

I have no idea what you have to do to get such an award - maybe it’s just pay a hefty fee. But it seems gullible people are being taken in. Pegasus currently has “a public shares sale that ends on 14 August 2023, specifically targeting future-thinking investors looking to make a positive impact on the world.”

Based on the Beechcraft Denali, the money required to develop, test fly, certify and get such an innovative design to market would be at least U$2.5 billion. (That’s R40 billion!)

Dream on. I reckon the end product will be an unsellable, overweight and under-fast bizjet. Investors beware.

j

Guy Leitch

Investors beware.

Sometimes I wonder if I’m the only sceptic out here in the cold. This is one of those times – and it has been brought on by Pegasus Vertical Business Jet (VBJ) telling the world that they have won all sorts of supposedly prestigious awards.

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ALTHOUGH THE OPENING shot series is intended for amateur photogs to enable them to have their work published, every so often an event is arranged that needs a professional photographer to make sure that the massive investment in aircraft operating costs and pilots is matched by excellent photographs.

One such event was the two-airliner formation flyover by FlySafair for the Springbok vs Australia rugby test at Pretoria’s Loftus Versfeld stadium.

Ace photographer (but still a part-timer as he has his own busy electrical contractor business) Justin de Reuck was flown up from Cape Town for the air to air shoot. A Piper Seneca with the door off was arranged for him to fly in formation with the two Boeings. Justin used his Canon R6 mirrorless camera and describes this picture; “It was taken in the holding pattern while waiting for the run-in to Loftus Versfeld. Well done to FlySafair, the amount of planning, skill and effort that went into this was unimaginable.”

The two immaculate FlySafair Boeing 737-800s in tight formation for the rugby fly-past.

Saved from the Scrap Heap

IF THEY COULD TALK - the many Cessna C150s and C172s, and the Cherokee 140s, must have countless stories to tell of enthusiastic but struggling novice pilots hammering out circuits and bumps and then, with wide eyes and clammy hands, fumbling through their first solos.

One such plane must be a humble Cessna C152, ZS-PKP. It was believed to have to have plenty of hours left on its airframe when it was put out to grass in 2013. Yet it turns out to be something of a premature retirement. A quick scan of the interweb reveals stories of C172s that have around 30,000 hours – many having done hard labour flying pipe and powerline patrols.

Unfortunately, when she was retired, ZS-PKP was relieved of her identity - her data plate –and we cannot find her log books. So I don’t know exactly how much time she has or where she was flown. But the last sighting of her as an airworthy plane was at Sheltam Aviation in Port Elizabeth (or whatever it’s called now), where she was apparently operated by Aptrac flying school.

The fate of ZS-PKP spurred me to think about planes that get ‘put out to pasture’.

One of the intriguing questions is how old a plane must be before it is due for retirement. One of the most controversial answers to this question comes from Richard Collins, the esteemed former editor of the American Flying magazine. He purchased a Cessna P210 new and when it reached 9,000 hours of well cared for flying, he retired it and had it scrapped.

The question of how long a normal light piston plane can be expected to last is increasingly important to us here in SA, and indeed around the world, as the price of new planes has become stratospheric. You can buy a mansion in Cape Town for the price of a new piston single. So instead of replacing planes and buying new on a regular basis, pilots and owners now just expect their planes to keep on flying.

This will become a real challenge for the general aviation fleet. After all, as the name ‘light plane’ indicates, these aircraft were built for lightness, not longevity.

much grunting and heaving

It would be nice to think that the basic trainers we learned to fly on have the hopes and dreams of thousands of pilots grafted into their metallic DNA.

‘Methuselah’ aircraft, like the famously longlived Douglas DC-3, were designed before World War 2 when fuel was cheap and, in the absence of CAD programmes to keep designs light, the builders adopted a ‘belts and braces’ approach to design strength. They were built so strong that the highest time DC-3 is approaching 100,000 hours on its airframe.

But lightweight little Cessnas and Pipers were never expected to last long. Like the cars of the 1960s, with in-built obsolescence, light planes were expected to last maybe ten years. Yet here we are, flying 60 year old 172s, some of which are approaching 20,000 hours. It is significant that the maximum life Cessna will permit for their 100 series is 30,000 hours.

What with the cost of new planes – with even Sling 2 trainers costing over R2 million, it’s strange to find a plane that seems in otherwise good shape having been retired with not much more than a guesstimated 10,000 hours on it.

The plane is Cessna 152, ZS-PKP, which has ended up at Mercy Air in White River, where it looks, at least superficially, to be in quite good shape – with thankfully – little signs of the terminal cancer that is rust.

In the process of being rescued from the knacker’s yard – which would presumably have turned it into pots and pans and coke cans, it was separated from its engine and propeller. But the story of its rescue and fate is one that should warm the cockles of the hearts of many of the students who trained in her.

ZS-PKP’s second life happened because a number of aircraft engineers who had applied for service in Mission Aviation Fellowship (MAF) needed a practical skills assessment by the MAF International engineering team. These assessments would normally have been carried out at MAF training facilities. The problem was that all the candidates were from African countries, and this would incur considerable costs for travel and accommodation.

ZS-PKP being loaded onto the trailer in Alberton.

When Jeremy Boddington, the CEO of Mercy Air, a long time partner with MAF South Africa, heard of this, he kindly offered the Mercy Air facility at White River as an alternative.

To provide suitable training and assessment aids, he began to look about for a scrapped airframe that could be fit for purpose. MAF report that is where ZS-PKP came into the story. A search of internet “Planes for Sale” websites revealed a C152 airframe suitable for “parts or scrap” with a picture of a complete airframe. It seemed like a perfect solution for doing the assessments.

AIRFRAME EXAMINATION

Worried that such a complete airframe would not be up for sale for long, Jeremy quickly dispatched David Schumacher, a pilot with Mercy Air, with C152 experience, from White River to Alberton, to view the airframe.

On arrival in Alberton, and after discussion with the owner, Gerrie van Wyk, it transpired that ZS-PKP had been sold by an Eastern Cape flying school, amongst other aircraft. Unfortunately the engine and propellor had been separately sold. Other than that, the aircraft was complete, down to the avionics and pilots’ seats.

David confirmed that the airframe was essentially a complete aircraft but without engine, and after some calls between the various MAF bodies and Mercy Air, and then much negotiation, a deal was successfully concluded to purchase the airframe.

Jeremy dispatched Mercy Air’s Volkswagen Transporter with trailer and David set of with two assistants from the Mercy Air base. Even those three would not have been enough, and so James Holmes from MAF pressed his wife, daughter, and grandsons into service to help. All being aviation lovers, it took little persuasion.

On the day of loading, David suffered a blown tyre on the trailer which delayed him and the Holmes family were able to spend quality time with Gerrie’s family, also aviation enthusiasts and so new friendships were formed.

On David’s arrival, the family members jumped in to a man (and lady!). The fuselage was wheeled out onto the driveway. It took all available muscle power to lift ZS-PKP onto the trailer. This took much grunting and heaving (and pinched fingers), but at last she was secure.

LOADING IT UP

While some may think that an aeroplane without an engine would be very light and easy to handle, they would be wrong.

Then the troops set about carrying the myriad spare parts and components out onto the street where David, acting as loadmaster, ensured they were correctly stowed and secured. The

The parts of the C152 were suprisingly heavy.

major effort in this phase was to remove the main wings from their location in the garage roof, using almost all manpower to prevent the awkward shaped load from being dropped.

Eventually, the loading was complete, and everyone stood about the now full Transporter and trailer, enjoying a cold drink and celebrating a job well done. The activities in the street had attracted quite some interest from neighbours as well as security patrols, but all had gone well, with Gerrie being visibly moved to see her leave.

He however remained part of her ongoing journey.

hopefully be many more engineers passing through the facility and she will in time see full refurbishment.

An airworthy engine and propeller will have to be sourced, and funds have been provided for this. If it proves possible, there is hope that ZS-PKP may fly again. However without the aircraft’s data plate and maintenance history it will not be possible to restore it to the Type Certified register – so there is hope that it may be moved onto the CAA’s non-type certified register – God and the CAA willing!

Everyone involved looks forward to her eventual engine runs, ground testing, and then, who knows, her first flight back up to where she belongs, in the sky.

THE FUTURE

ZS-PKP is now safely in the Mercy Air hangars and has been reassembled. She is also in need of a name, which will be forthcoming.

She has already served her purpose in providing an aircraft to assess the first batch of apprentice engineer candidates. There will

As the aircraft does not at this stage have its data plate, logbooks or registration papers, if anyone knows the history of this Cessna 152 and where these essential documents may be, can they please contact guy@saflyermag.co.za j

guy@saflyermag.co.za

The applicant engineers conduting assesments on the C152 at Mercy Air.

KEEPING TIME

THE OTHER DAY I ENTERED the name of Betty Faux, and up popped this capsule reference (among various irrelevancies, including a different Betty’s “faux-artless smile”) in a long exchange of reminiscences about a new-defunct airport, Meadowlark:

Took my private check ride with Betty Faux (I think she has passed away)…

B. Faux is the signature on all but half a dozen of the entries in the opening pages of my first logbook. The very first entry, dated 11/26/62, when I was 19, records that one of the items studied was “gear procedures.” Actually, we both got more gear procedures on that first flight that we had bargained for. I was learning to fly in a Comanche 250, N8012P, which, like most aeroplanes with electric gear, had the kind of gear switch that you pull outward before raising or lowering. I had never been in a private plane with retractable gear before, and wasn’t familiar with this style of gadget.

“Raise the landing gear,” said Betty Faux after we had become airborne. I gave the switch an upward tug. It didn’t budge. I tugged harder.

Nothing. I gave it a good yank, and it broke off in my hand.

My father had a little red scooter that folded up to stow in the Comanche’s baggage compartment. I drove it to Santa Monica Airport for my almost-daily lessons at Claire Walters Flight Academy. (The few log entries that weren’t signed by Betty bear Claire’s name instead.)

I soloed on December 18, with 10.8 hours. I got my private on March 5, 1963, and on March 6 was practicing “VOR airways, holding patterns, time distance, ILS.” I failed my first instrument flight check on June 25, bungling an off-airways holding pattern near Long Beach with the Comanche’s single VOR receiver, but passed it on a recheck two days later. A few days after that – the pace of my flying activities was feverish – I was taking what we then called my “girl” up to do spins in a 150. She didn’t barf; I don’t know why not.

My logbook testifies to a youthful mania for instruction. I was working on commercial manoeuvres in July and doing aerobatics in a Stearman in August. I returned to college – I’d

Sometimes, late at night, I pass the time by searching for the names of friends and acquaintances on the Internet.

a youthful mania for instruction

completed my freshman year and then been out for a couple – in September, flying the Comanche with my father. He came back to Boston for me in December, we flew back to California, and we returned together in January. He must have lingered on the east coast, because there are a couple of entries for flights around Massachusetts in February; and then the Comanche disappears from the logbook.

After graduating in 1965 I worked as a line boy and gofer at Oakland Airport, picking up tailwheel time in Champs and Citabrias. I was drafted into the Navy that fall and spent 21 months at the Naval Training Center in San Diego. I got the commercial in March of ‘66 at Lindbergh Field, and the multi in an Apache a year later at Van Nuys.

I got out of the Navy in the middle of ‘67, and in the fall went to Europe. Until then the types

I had flown had been the expected ones –mostly Cessnas, Pipers, and Beeches. Now the logbook suddenly sprouts a tribe of unfamiliar oddities with letters rather than numbers for registration. An MFI-9, SE-ENG, at Orebro, Sweden; that’s a little two-seater somewhat similar to a Wittman Tailwind (if you know what that is). A 100hp Morane-Saulnier Rallye, F-BOKC, at Guyancourt, near Paris; seldom have so few horses pulled so many cubic feet.

Also at Guyancourt, a Fournier RF-4D, F-BMKA, a singleseater with a high aspect ratio wing, almost a powered glider, powered by a 40-hp Volkswagen engine. That was the start of a long relationship; René Fournier and I are still friends. A Rollason Condor, G-AVXW, at Redhill Aerodrome south of London. Back to France for a Sud Horizon, F-BLRI, out of Toussus-le-Noble; then back to England again for a Tipsy Nipper, CS-AJN, and a Marchetti 260, OO-AOSJ, at the famous

Peter regrets that he did not log his epic flights in more detail, such as this one to Japan.

I flew under some telephone wires

Battle of Britain field at Biggin Hill. The Nipper was a funny-looking mid-wing tri-gear affair with a 45-hp engine; in the remarks column by the Marchetti I wrote “5.5 g” – evidently some kind of milestone for me.

Late summer found me back in the US, flying home with my dad in a 220-hp Waco – really a SIAI-Marchetti. I grabbed a quick glider rating at Tehachapi, north of Los Angeles, and in October was back in England, flying a Beagle Pup, G-AUZM, at Shoreham. I wrote my first article for Flying then – it was about man-powered flight –and I logged several flights in a Tiger Moth, G-ASKP, at Redhill – a pretty, gangly biplane with one of those inverted inline engines that DeHavilland liked.

Parky liked a good story, but I doubt that it’s true; if it were, I think I would remember.

the dross of experience

Then, for reasons that I cannot recall, I returned to the US and ferried another Waco, N949W, from Pottstown to LA. A friend, Parky Shaw, went along on that trip for a lark. To his death he claimed that I flew under some telephone wires.

I lived for a while at Yucca Valley, east of L.A.; my father was managing the airport there. It was during that autumn that I started building the ailerons for my first homebuilt, Melmoth. The manager of K Field, a little dirt strip a few miles to the east, had some metalworking tools that I needed to use, and I would shuttle back and forth in a 150, never getting more than a hundred feet off the ground. I remember those trips as the nearest I ever came in an aeroplane to the effortless, unconscious kind of association you have with a car or bicycle – just hop on and go, no preflight, no clearance. In December I went to Wooster, Ohio, to pick up one of two Fourniers that another pilot, Phil Paul, and I delivered to California. The trip took almost 28 hours, and pushed my total time over 500.

I kept adding types with the self-regarding zeal

Old logbooks are a reminder of a lifetime's experiences.

of a Don Juan multiplying romantic conquests: Ercoupe, Yankee, Pazmany PL-1 and PL-2, Glos Airtourer, Britten-Norman Islander, a T-craft modified for aerobatics, a Zlin, the Cook JC-1 Challenger (remember, anyone?). I learned to fly a hot-air balloon with Don Piccard and Deke Sonnichsen, and in the fall of 1969 started working on a helicopter rating. I picked up a gyrocopter rating in passing in November, and got the commercial helicopter rating in December. What a laugh! Do you want to die? Let me take you up in a helicopter.

The final entry in that first logbook is a flight from Lindbergh Field to Van Nuys in a Cardinal, N3416T, on 12/14/69. On the next blank page I totalled up the time: 810.2 hours, of which 754 were ASEL. Spread over seven years it didn’t look like that much flying, but if you figured that part of that time I’d been in college and part in the Navy, I looked busier. On the inside back cover, I proudly listed all the types I had flown; there were 59.

My three logbooks are quite different in character. The second, which goes from 1969 to 1991, exhibits severe Log Fatigue. I began to list flights as “various.” One entry reads:

8/1-8/31 LA-Europe-LA Melmoth N2MU Cont IO360A 210 80.0

flew under some telephone wires

The only detail offered is that 27 of those 80 hours were on instruments, and 12 at night. It gets worse. A single entry covering the period of 5/76 through 8/76 is labeled “Various (Japan)”. I finally got so tired of logging time, all of it flown in Melmoth, that I started reducing 2-year periods to a single “various” entry.

I deeply regret that now. Where did Nancy and I stop on “LA-Europe-LA,” and when? How was the weather? What did we see? How did we

One unforgetable long cross-counrty that he did log was in a Fournier RF-4 motor glider.

feel? I couldn’t imagine then that those trivial data would fascinate me now, but they do.

Those sketchy notations are the fine but indestructible filaments by which I can draw old memories back up out of the dark slough in which they lie, thousands deep, tangled and unrecognizable until a word lets me tease one of them free of its neighbours and bring it up to the light.

I can now read “Guyancourt” in my first logbook and retrieve the memory of Antoine d’Assche and Bernard Chauvreau showing me around the RF-4D before my first flight in it. That one is linked in turn to another, later recollection of hitchhiking in winter from Paris to Germany – I was too broke to travel any other way – and arriving in the early evening in a quaint town where the eaves of Hansel-and-Gretel cottages were weighted with freshly fallen snow.

At a factory there, which belonged to a certain

Herr Pützer, and in which Fournier’s 2-seat tandem RF-5 was being built, I saw sections of ailerons made of composites using inflatable tooling – a glimpse, unappreciated by me then, into the far future, where I would be doing essentially the same thing myself.

Reading the cryptic record of the winter transcontinental delivery of the RF-4s, I see the streaks of freezing rain on the blue leading edges of my wings as we leave St. Louis, and the enticing bright spots in the clouds to the west as we headed toward Arkansas, and I hear Phil Paul’s voice saying, “Sucker holes! Keep this heading.”

Time carries everything off. Only memory remains, that tireless etchant, dissolving away the dross of experience, leaving only the essential, the unforgettable; and endowing things, in the end, with the tantalizing allure of whatever is remote and irretrievable. j

QUOTE OF THE MONTH

There was a massive underground explosion in Johannesburg’s Bree St which threw many Toyota Quantum mini-bus taxis into the air.

On a Military Aviation WhatsApp group, a commentator defending the posting of non-military aviation stuff on the group, said, “Those taxis were flying!”

To which Guy Martin of Defenceweb replied –

“That’s an example of Quantum physics”.

Guy Martin

RIGHT SEAT RULES NO. 8

THE PREFLIGHT BRIEFING.

SOME TIME AGO I SAVED FOUR LIVES, one being mine, before lunch, by doing exactly that. Here’s what happened.

I had a little flying school in Port Elizabeth, and so did the SAAF. At the Algoa Flying Club we would often all make merry together.

I soon realised that the SAAF pilots would give anything to fly my Tiger Moth. Their currency was time in a Harvard, or an Impala, and the going rate was two hours in their government sponsored toys, in exchange for each hour in my Tiger (R2 worth of fuel).

I kid you not. This was my mate Bob Emmett’s holiday expenses when he flew his little Aeronca Champ from Knysna up the Wild Coast.

It was on the occasion of my first flight in an Impala that my prompt use of the right worm, sorry, word, saved everyone’s lives. And do you suppose they thanked me? Little buggers.

government sponsored toys

The flight wasn’t exactly what I expected. The back-slapping captain with whom I had enjoyed several pints in the pub only appeared briefly to introduce me to three spotty fourteen year olds. Two of them would propel one Impala while I was to be a passenger in the other. Hmmmmm. Not really what I was hoping for.

I was kitted out with overalls and helmet, both of which trailed a young snake-park of tubes, wires and pipes. We then sat in a briefing room and were talked at by someone who told me, and the acne trio, that I was to be a passenger in a low level formo flight to the west of Kirkwood.

After going inverted and crossing a couple of ridges of high ground, we were to become

If I were a fisherman, which I’m not, I would exhort fellow piscators, via the Best Bait Buyers’ Bulletin, to use the right worms. As an instructor I now beg you to use the right words – always.

Bob Emmett's expenses list.

uninverted, climb to plenty of feet and do some pre-planned aerobatics.

Were these juveniles really capable of such things? I seemed to be the only one in the room who had reservations.

Eventually we trickled out on to the tarmac where a contingent of erks were messing around with fuel-bowsers, trolly-accs and chocks. The good-natured and sun-browned sergeant who strapped and plugged me in completely ignored my bleats that I couldn’t understand a word of Afrikaans as he praated on about what not to touch, and how to get out very quickly with a projectile up my gat.

We blasted off from 26 – turned out right, and headed for the high ground. At some stage we became inverted and were able to observe giraffe eyelashes a lot closer than necessary.

Then, when the ground dropped away, one of the pimpled pupes addressed me directly on the subject of getting the aircraft shiny side up.

“Sir, can you remember – do we roll or pull?”

To a dyslexic like me, the two words look pretty similar on paper. But when they are spoken into a smelly rubber monkey mask, both sound like one of those rescue dogs that pitch at the last moment with a barrel of good stuff round their neck, farting.

This was not a time for dog fart misunderstandings. We were about 1000’ – too low to pull through.

“Roll you bastards, ROLL”

And so we did, and all lived to down another round at the AFC.

Now, that story was meant to introduce us to today’s agenda sheet which is entitled:

Briefings (and using the right worms)

I cannot emphasise too strongly how much responsibility you have when you brief your pupil. This is where you become an example – a role model – which she will use for ever more as a guide to how to behave around aeroplanes.

Most of us have at least one school teacher who changed our lives by their example, probably more than by something they taught us.

If you are casual and sloppy, and inclined to cut corners – you are going to produce a pilot who is all of the above, and a danger to herself and others.

Even if your pupe is a lot older than you, it’s surprisingly easy to gain their trust and respect. They already think you are a cross between a peregrine falcon and Tom Cruise. Your 250plus hours are so impressive to a beginner that they might just as well be 2 500 hours. You have their respect – keep it by always behaving professionally.

And when I say always – I mean in perpetuum Let it slip once, in a drunken party and you will find yourself in the same box as BoJo.

Use your status to create a solid teacher/student relationship.

Actually, my attempt at PC-ness in giving you a female pupil is a little off the mark. Generally female pupils are the ones who recognise cowboys and corner cutters and have the sense to find another instructor.

Thinking of that. Have you seen a clip that’s going around showing a couple of people in a home-made zebra costume? They try to mingle with a herd of zebbies but the animals will have nothing of this. However they attract the curiosity of a pair of young lions who do a reasonable job of chowing the bum of the back buffoon, and ripping the artificial head off the front farceur.

I mention this because there is no way a couple of girls get involved in this sort of idiocy. It’s a guy thing. Actually I have just checked: only 11.3% of Darwin Award winners are females.

If you have a female pupe, you are indeed fortunate. You will find she wants to know the rules and stick to them. She will do exactly what you tell her. If you insist on checking the fuel three times before takeoff she is not going to challenge this. And if you fly with her ten years later – she will still be doing it your way.

That really is one of the great rewards of instructing. When you see your pupe flying their family around safely, or charter pax, or airline pax. They are, in a way, still your pupes because you gave them the foundation on which they have built all their flying.

And while I am on the subject, I believe that, to a large extent, we may be responsible for their lack of discipline, airmanship, and good decision making, years later – if that’s how they fly,

Anyhow, back to your female pupe. If you haven’t met before, then your very first job is to put her at ease. She will probably be a bit nervous meeting her new ‘boss’ and starting a potentially dangerous hobby or even career.

Be kind – make her feel welcome and safe. And the best way to do that is to start with a couple of questions. Doesn’t your dad fly for Singapore? Don’t your family have a farm near Cookhouse?

Probably the worst idea ever.

Okay, now let’s get on with how to conduct a great preflight briefing. And how not to do it.

But just before we start, think about this for a moment. And, if I can only get this one message through today – I will have done more than my job. Pay close attention.

Most flying accidents are caused by pilots making poor decisions. But, as instructors, isn’t that our fault? Where, in the syllabus, does it say anything about teaching our pupils to make safe and sensible decisions?

Isn’t that horrifying? Our pupes’ lives depend on good decision making – but we never teach them how to do it. That just blows me away.

So let me tell you when a good instructor introduces decision making to his pupil.

Being a good pilot starts in your head

It doesn’t. In truth, there’s no such thing. We never formally start teaching them to make good decisions – we just sort of gloss over it in a vague hope that the pupil will learn by example.

As instructors, we normally make the decisions – big and small: Taxi to runway 28, or turn out right for 3000’ AGL in the GF area.

Wouldn’t it be much better this way: which runway do you think we will use this morning? And; what are you going to do after departure?

So what happens when the example of your instructor is no longer around? Like on the wonderfully proud day when you get your PPL?

It’s TODAY. It’s NOW. It’s DAY ONE. It’s IMMEDIATELY. It’s during her very FIRST briefing. And her very first flight.

Let me explain.

Ask her to look out of the window and tell you whether she thinks it’s a good day to go flying. What does she think about the weather and the wind? And what does she base that judgement on?

If she thinks the weather is okay for flying, which direction might be best for takeoff, and why?

Will she be happy flying in those shoes?

Let her know – you don’t expect correct answers, but you want her to start thinking from a broad aviation perspective – a sort of situational awareness that pilots develop.

I have just read a wonderful little saying. Being a good pilot starts in your head, long before the preflight. I like it.

Okay, so now the ground briefing largely follows the What, Why, How, pattern:

What? we are going to do today? - say steep turns.

Why? For three reasons. First, you may need to suddenly avoid other aircraft. Second, you may want to turn round in a confined space – say in a valley. And third, steep turns are excellent co-ordination and handling exercises.

How? we are going to do it is:

Remember she has attended the steep turns lecture. So:

• Start by asking questions to find out how much she learned, understood, and remembered, from the classroom.

• Do a brief recap on the whole lecture.

• Emphasise the similarity and differences between steep turns and medium turns.

• Discuss airmanship and lookout.

• Discuss any other exercise you are going to polish on the same flight. For instance

climbing at Vx, Vy and cruise climb. Don’t introduce two new exercises on one flight.

• Now discuss every single aspect of what you are going to do when you leave the briefing room.

• You are going to do a preflight inspection of the aircraft and refuel, if necessary.

• If the aircraft is serviceable, make a note of the Hobbs reading.

• You both go to the flight office to see if there are any NOTAMS that may apply.

• Check the weather forecast for the duration and route.

• Fill in and sign the autho-book using the new Hobbs time.

• Have a pee.

• Make sure the aircraft is parked intelligently – into wind and with a clear path to the taxiway.

• Remove chocks, pitot-cover and control locks.

Jim flies backseat with an "acned youth" in an Impala.

Too much info can cause mental overload.

• Climb aboard and strap in

• Continue preflight with the internal inspection – around-the-cockpit sequence checking everything including fire extinguisher, and controls – full and free in the correct sense. Listen for scraping or other sounds from the controls.

• Call for start clearance (if applicable)

• Clear prop then start the engine. Settle the revs and check oil pressure rising.

REMEMBER, WE ARE STILL IN THE BRIEFING ROOM –WE ARE NOT YET IN THE PANE -–THIS IS STUFF WE ARE BRIEFING ON.

• After start we will go round-the-cockpit again, checking that all instruments are doing what they should, switching stuff on or off as needed. Don’t forget the dead cut check on the mags done at slow idle.

• Select com and nav aid frequencies as needed.

• Call for taxi clearance.

• If her radio procedures are normally good – tell her. If not, remind her what she was doing wrong and how to get it right this time.

• Start taxying by checking all clear and then throttling fully back, releasing the brakes, taking enough power to get moving and then throttling fully back again and bringing the aircraft to a full stop to test the brakes. (Very few people get this right – you be one of them!)

• If she normally taxies well – tell her. If not, remind her of the problem and solution.

• Remind her of situational awareness of other traffic in the circuit and on the ground.

• Ask her how she wants to park at the threshold dependant on circuit direction, traffic, wind, prop care and so on.

• Discuss the vital actions and run-up procedures. Remind her of any problems she may have had before. Possibly not confirming the brakes are holding.

• Discuss any previous problems with the takeoff. Remind her not to ‘steer’ with the ailerons – causing a right wing low condition at lift off.

• Discuss the plan for after takeoff.

• Perhaps a short takeoff followed by a Vx climb, followed by a Vy one at 1000’ AGL

we all lived to down another round

followed by a cruise climb at 1500’ AGL. Then to 4000’ in the GF area.

• An exercise that is often poorly done is levelling off. Remind her of the correct procedure.

• Now is where you brief on the air exercise. We will get to that in another edition. We are now talking about how to conduct a preflight briefing – not how to brief on a particular exercise.

open-ended questions – in other words don’t say, do you think your takeoff was okay? Yes/no answers get you nowhere.

At the end of the debrief give her something positive to take home, even if the flight wasn’t great. Your steep turns were a bit wobbly, but that’s okay – they are not easy. They will improve quickly with a bit of practice.

Your airspeed control is much better now you are using the horizon more, and your radio procedures are 100%. Well done.

Post flight debriefing.

This is easy – but it’s seriously important. If it takes an hour – so be it. You are not only going to discuss the new exercise. You are going to talk her through everything that you did after leaving the briefing office – in sequence.

Tell her what she did well and what needs improvement – again using the What, Why, How, template.

What, your airspeed control in the climb is still not great

Why, you still tend to chase the ASI instead of watching the nose attitude.

How to correct it. Remember to make a small adjustment to the nose attitude, wait for the new airspeed to settle and then trim the pressure off the stick. Do not try to use the trim to change the airspeed.

Basically, you are going to relive the whole flight – from preflight to startup to taxying to takeoff and so on. Ask her to crit herself. How do you feel about your takeoff? Remember to use

Be generous with your praise – but only when it’s deserved – humans are very good at spotting insincerity.

Finally, tell her what she will be doing next time. We will be starting basic forced landings next time. You will find them on page 131 of your blue book. And next time for us, dear instructors, and enthusiasts, is going to be that most misunderstood and badly taught exercise –the “effects of the controls.”

This is going to be fun. j

accidents are caused by poor decisions

FUTURE IS HERE

Text and Images Guy Leitch and Diamond Aircraft.

The DA-62 has become the benchmark to beat in light piston twins.

The star at this year’s Aero Expo South Africa, held at Wonderboom, was the Diamond DA-62. The demo aircraft was flown out to South Africa especially for the event – showing the easy capability of this latest generation piston twin.

AIRCRAFT SHOULD BE CUTTING EDGE technology, yet it is cars that have evolved, not planes. Cars have advanced technologically and in comfort and performance enormously over the past 60 years. Light aircraft are however still stuck in a time warp – with the mainstream piston twins being the geriatric 50 plus year old Beechcraft Baron and Piper Seneca.

The DA-62 displayed at Aero SA 2023 was my second opportunity to experience this remarkable plane – which has rewritten the performance, safety and comfort standards of piston twins – and, dare I say, rendered the two American offerings painfully obsolete. And each time I check it out I am more impressed than ever.

The Big Idea

Finally there is a genuinely modern new piston aircraft – and it shows the American manufacturers litigation induced inability to create new products in a poor light. Even the normally pro-USA and conservative Flying magazine reckoned that the DA-62 belongs on “the shortlist of the greatest light twins ever. In a word, it’s a winner.”

You have to fly the Diamond

You have to fly the Diamond to appreciate it. It just does everything better, especially when compared to twins such as the Baron 58 and Seneca 5 with which it directly competes.

A King Air salesman once said to me that anything man made will eventually fail. And piston engines are definitely fallible. So there will always be a market for light twins – if only they were better than the aforementioned Baron and ‘Sneaker’.

The objective was to build a state-of-the-art piston twin equivalent to a 7-seat SUV.

If cars could have advanced why not GA planes? Diamond Aircraft founder and CEO Christian Dries reportedly challenged his team to create a simple-to-operate, fuel-efficient twin and wrap it around a passenger compartment that was on par with the latest luxury sport utility vehicles (SUVs).

Like a Range Rover, it needed to be fast and comfortable. And like a big SUV the DA-62 has a remarkable official seven seats, although it’s really a 5 plus 2. But with its third-row seats, oversize doors and seats that fold flat to accommodate bulky items, the DA-62 is a genuine SUV, like a Range Rover with wings.

Unlike fuel-guzzling SUVs, the DA-62 manages the hitherto mutually exclusive achievements of having both excellent speed and fuel economy. You may argue that if you can afford a new DA-62 then you don’t need to care much about fuel consumption. But long term its important

– especially with Avgas above R30/ litre, if you don’t want every hour of flying to have burned a large hole in your pocket.

At max continuous power the DA-62’s twin 180 hp Austro AE330 diesel engines burn less than 10 gallons of much cheaper JetA per hour per side, giving a top speed of around 200 knots. Pull the throttles back to 75 percent power and the speed is still a respectable 187 knots, but fuel burn drops to just 7.4 gph per side — an impressive 14.8 gph. That’s 12.5 nm/ USG and easily beats my standard measure of reasonable fuel consumption of 10 nm per USG which our C182 struggled to achieve with just one engine at a tedious 125 knots, or similarly, our turbo Saratoga II at 17 gph for 165 knots. In contrast, a Baron 58 burns 28 USG for 175 knots which is just 6.5 nm/g – or more than twice the fuel consumption.

In ZA Rands, with Avgas at around R33 / litre,

Avionics features the full Garmin G1000NXi suite.

a third of the Baron’s cost

the Baron will be burning about R3,700 Avgas an hour compared to the DA-62’s R1440 per hour, almost a third of the Baron’s cost! And the big thing is – the DA-62 burns JetA, which typically costs just two thirds the price of Avgas – and is available almost everywhere.

If it wasn’t for legacy engines, all planes should burn JetA, as Avgas is becoming increasingly scarce and erratic in its supplies. If you feel uncomfortable trusting your life to a single piston engine over cloud, unlandable bush or water, or at night, and you want the power and systems redundancy that come with a second engine, the DA-62 is a no-brainer.

On the ground

The DA-62’s functional but gangly looks are a talking point. Some say it looks great, others say it looks fugly. But there can be no doubt that the quality of the cabin is right up there with the best automotive finishes. It’s clearly not a Cessna or Piper. The leather is hand stitched, the seats supportive, and everything fits beautifully. And even better – there are doors on both sides of the cockpit so you don’t have to rely on your passenger to close the door properly.

The doors are gull wings but it is easy to step over the sill and slide one foot over the stick and then get your backside on the seat and finally hoik your other leg over the sill and into the footwell, but you have to be supple. A notable feature is that the seats are not adjustable, instead you can electrically adjust the rudder pedals.

The DA-62 wing has a high aspect ratio and thus long wingspan. At almost 15m they are too long for a standard T-hangar. The wings and nacelles hold a 189L main tank and a 137L auxiliary fuel tank.

Despite having engines protruding forward either side into your field of vision, the view out is better than many twins – especially the Seneca.

The engines are controlled by an electronic engine control unit (EECU). These modern diesels deliver far better fuel consumption than conventional gasoline engines, and significantly reduce CO2 emissions.

Like modern equipment should be, but seldom is, the DA-62 is simple and easy to operate. A noteworthy optional pilot interface is the neat Garmin GCU 476 keypad in the centre armrest. This takes out the horrible hand wobble and then finger stab to select a function on touch screens.

There is no longer a colourful bouquet of six power control levers for the two engines because there are no prop pitch or mixture levers.

Garmin GFC 700 integrated autopilot and standby EFIS.

The engine start is like a jet; just flick the aircraft and engine Master switches on, wait a few seconds for the glow plugs and then push the engine start buttons. The Austro diesels whirr smoothly into life as the dual-channel FADEC manages the rpm and checks for faults.

The before takeoff vital actions and run-up is equally painless. Engine run-up is simple. Set the park brake, manually select A and then B channels of the electronic engine control units (EECU) to ensure both are online, and then just push and hold the engine run-up buttons. The AE330’s FADEC automatically increases power to 1,950 rpm and performs a number of health checks, including cycling the props.

If no fault messages appear on the Garmin G1000 when the test sequence is completed, you’re ready for departure.

In the Air

Taxying out from Lanseria’s South side, with Diamond demo pilot Markus Fischer in the right seat, we used the Runway 07 B3 intersection. I applied power and we were soon at 80 knots rotation. Acceleration to 95 knots for the climbout was brisk and the nose was so high that I lowered it to see better and we still went up at 1500 fpm at 110 knots indicated. The cabin was noticeably quieter than any American spam can competitor.

Climbing to 10,000 feet at 110 KIAS, the DA-62 maintained a 1,500 fpm rate of climb with two on board and half fuel. Accelerating to a cruise climb speed of 130 KIAS produced a 1,200 fpm rate through 8,000 feet.

For a seven-seater twin with just 360 hp, the DA-62 claims an impressive 200 knot top speed. I wanted to see it for myself. With the throttles full forward to maximum continuous power of 95 percent, I let the speed build. It was an ISA plus 15 day and we were below the engine

and wings’ optimal 14,000 ft altitude, but on the G1000 I still saw 187 knots one way and 202 back the other way for an average of 194 kts. And this while burning just 18.6 gph. Doing a similar speed in a Baron 58 would burn around 34 gph, so I could not help but be impressed.

Although the factory says 95% continuous power is fine, I thought a less stressful 65% would be more likely. In real life this gave 172 knots at just 12.5 gph.

I had not flown a light piston twin for many years, so once we were at 10,000 ft I asked Markus to handle the demonstration of the DA-62’s single-engine performance. Initially he just throttled it back to the zero thrust setting, but with a bit of encouragement I got him to switch off the left engine (the critical one) Master switch. The propeller immediately stopped, yet without the jerks of geared engines such as a

Nifty recent enhancement is clever location of EFIS keypad in centre armrest.

Rotax, and automatically feathered. There was no need for the frantic litany of “Identify Verify Rectify” – to make sure you feather the correct engine.

No matter how modern or sophisticated the design, the physics of a piston twin on one engine are inescapable – the plane yawed left and I instinctively applied right aileron to ‘raise the dead’, pushed in a dose of right rudder, and then just trimmed it out. After that, the DA-62 was as easy to fly on one engine as on two. The autopilot is the Garmin GFC 700 which includes a yaw damper and this makes a huge contribution to convenience and reducing pilot workload and situational awareness, and thus improving safety.

For a few years I had a share in a Baron 55. My wife loved it, but I stopped flying it when I recognised I needed an unaffordable five hours a month of proper single engine work just to stay current. In contrast, the autofeather and

Middle row of seats faces forward - which is what the passengers prefer.

Third row seat has highly raked squab, but is comfortable.

Cupholders are essential equipment in every modern plane.

A neat illustration of the Austro engine in its cowling.

Nose baggage big enough for a few sets of golf clubs.

Big sturdy trailing link landing gear and Beringer brakes handle rough strips with aplomb.

Yes - it uses JetA - and the economy is beautiful - even for a twin.

Full de-icing equipment is a standard safety feature.

High T-tail needs a tall hangar door.

There is a lot to be said for twin engine redundancy - especially when it's turbocharged.

simple systems makes the DA-62 easy and safe to fly – even for the infrequent private pilot.

Earning a multiengine rating in a DA-62 with its two power levers would be too easy, kind of like doing it on the Cessna 337 ‘push-pull’ which provided a twin rating restricted to centre-line thrust.

The DA-62s all-important Vmca (velocity of minimum control in the air) – (ie the speed at which you run out of rudder) is 85 KIAS, with an 87-knot blue line (single-engine best rate-ofclimb airspeed) giving a slim margin. Trimmed at 90 KIAS the handling was still sweet and we were climbing at a healthy 300 fpm.

Markus pointed out that if you really want to save fuel you can shut down the right engine and do 100 knots at just 3.6 gph. I did a quick mental calculation and realised that, even with less than half fuel on board, at that fuel burn, our flight endurance would be more than 11 hours. I wonder if they will supply a DA-62 with a potty?

The numbers for this plane are really impressive. It will haul a payload of over 1,000 pounds for 1,300 nautical miles with full-fuel. Its engines sip Jet-A while offering the peace of mind that comes with a 13,000-foot singleengine service ceiling (at max gross weight) and the turbocharged power to propel it to respectable top speed.

We headed back to Lanseria where Markus was happy to let me do the landing – which was a complete non-event with speeds pretty much the same as the Saratoga. The big sturdy trailing link landing gear will flatter hammy pilots, but unlike say a twin Comanche, the DA-62 wing does not suddenly stop flying.

After shutdown I considered the value proposition. I wish I could afford one, but at about US$1.5 m it was way out of my humble price league. Nonetheless it’s cheaper than a Baron G58, which comparably equipped would not give you much useful change out of US2m.

I reckon I’ll have to buy a lottery ticket.

A rare sight these days - flying between two piston engines. Image - Guy Leitch.

Equipment

EQUIPMENT LIST

71B

2x

GIA 64 W COM/NAV/SBAS-GPS/GS/LOC

GMA 1360 Digital Audio System Garmin GRS 79 Attitude Heading Reference System

Garmin GDC 72 Digital Air Data Computer

Garmin GMU 44 Magnetometer

Garmin GFC 700 Automatic Flight Control System Including Yaw Damper

Garmin GTX 335 R Remote ADS-B Out Transponder

Garmin Flight Stream 510

Garmin FliteCharts Approach Plates

ELT 406 MHz

Multipath Lightning Protection System

Garmin ESP (Electronic Stability Protection)

USB Power Outlets - Pilot, Co-pilot, Passengers 2nd Row Pax

Instrument Lighting

Overhead Ambient Cabin Light and Reading Lights and Map Lights

Electrically Adjustable Rudder Pedals for Pilot/Co-pilot

Pilot and Co-pilot Middle Armrest

Sunvisors for Pilot and Co-pilot

Cargo Tray

Hydraulic Retractable Landing Gear

Landing and Taxi Lights (HID-Xenon)

Integrated LED Position and Strobe Lights

Beringer Wheels and Brakes

86 US gal (326 lt) Long Range Fuel Tank

Baggage Compartment

Nose Baggage Compartment (accessible from both sides)

Tow Bar, Tool Kit, Control Lock First Aid Kit, Fire Extinguisher, Axe & Hammer

Optional extras

WX500 Stormscope (option)

Avidyne TAS 605 Traffic Advisory System (option)

Garmin GWX70 Weather Radar (option)

Garmin GSR 56 Iridium Satellite Datalink (option)

Garmin GCU 476 Keypad (option)

Garmin Synthetic Vision Technology (SVT) (option)

Garmin GTX 345R ADS-B In/Out Transponder (option)

Garmin GDL 69A SXM SAT WX (option)

Jeppesen ChartView Approach Plates (option)

Air Conditioning/RACC II System (powered by an additional alternator) (option)

TKS De-icing System (option)

Oxygen System (option)

Built-in Tablet Mount Provisions (option)

Removable Right Hand Control Stick (option)

CROPSPRAYING AT NIGHT AMONGST THE NIMMIES

Aircraft registration: ZS-JTW

Date and time of accident: 6 Feb 2014. 1920B

Type of aircraft: PA-25-250 Pawnee

Type of operation: Agricultural

PIC license type: Commercial

License valid: Yes

PIC age: 52

PIC total hours: 5 346

PIC hours on type: 47

Last point of departure: Parys, Free State (FAPY)

• 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.

Synopsis:

intended landing: Parys, Free State (FAPY)

Location of accident site: S26 53,538 E027 29,567. 4616’

Meteorological information: 090/10. Viz good. 20˚C. Cloud 4/8 at 1000’ AGL

POB: 1

People injured: 1

People killed: 0

The pilot took off from Parys Aerodrome with the intention of completing crop-spraying 30nm away. According to the pilot, he carried out the preflight and the chemical loading, started the aircraft and warmed up the engine for approximately five minutes. He then taxied to the runway and backtracked on runway 06, as the wind was approximately 090° at 10kt.

During line-up and application of full power on the runway, the pilot checked static RPM and continued with the take-off. The aircraft rotated at

70mph and accelerated to 80mph, which is the best rate of climb speed. At approximately 100 feet above ground level he experienced turbulence and the indicated airspeed remained at 80mph. The aircraft began to lose height and the pilot turned the aircraft to the right into the wind to a heading of approximately 080˚. The aircraft continued to lose height while heading towards high ground: the pilot turned to the left to avoid impacting the high ground. The aircraft continued to lose height, with full throttle and fuel pump ‘ON’. It crashed into an open field approximately 800m from the threshold of runway 06.

“Around thunderstorms, substantial shafts of air may be encountered with no warning which can be moving either vertically up or down. Such shafts may be virtually side by side and the shear will then be marked and violent. Normally the risk of a downdraught will be more likely than an updraught when below 1 000 feet.”

It is possible that a nearby thunderstorm brought

about windshear. This could have caused the airspeed to decay, which in turn would have caused the aircraft to lose altitude and crash into the ground. Thunderstorms are associated with windshear. The official report of the SA Weather Service revealed that there were thunderstorms in the area at the time of the accident.

Probable cause:

Downdraught associated with a thunderstorm.

Meteorology for pilots by Mike Wickson. Thunderstorms

Cropsprayers are strong and so protect the pilot when flying into the ground on dark and stormy nights.

ZS-JTW in better days - image Bob Adams Wiki Commons.

JIM’S COMMENTS

I just have to shake the turnip in horror when I think of this guy setting off to do cropspraying, amongst thunderstorms, at night, with no moon (I checked).

Oh! And he also took off into a black hole – away from the town’s lights. This is an act which has killed many pilots, both experienced and raw.

Taking off into a black hole is about the most dangerous thing you can do in a light aircraft.

As your wheels leave the runway you lose all outside reference – you are surrounded by blackness. You have no time to settle down on instruments – but you must instantly fly extremely accurately because you are only feet from the ground. Your airspeed is changing which means the aircraft is not properly trimmed. And if that’s not enough, you will be suffering from acceleration illusions, and the AH will be telling you the same lies as your body.

Here’s how it works (have a look at the diagram). When you are flying straight and level, your body agrees with the AH, and reality.

When you climb your body gets pushed into the back of the seat, and the AH shows a nose high attitude.

But when you accelerate, during takeoff, your body and the AH both react as if you are climbing. Your natural reaction is to lower the nose – which is exactly what you can’t do just after lift-off.

Either that, or you drop a wing, due to fuel imbalance, turbulence or rudder bias, and start a graveyard spiral.

Typically you lose control before you reach 100’. I wonder if that happened to this guy.

How acceleration confuses the brain into believing you are climbing.

It would either be that, or a downdraught associated with the thunderstorms.

But what got into his head, all of a sudden, to do something so suicidal – actually almost worthy of a Darwin award? He was not a wild youngster – he was a mature 52 year old who had over 5000 hrs.

I suspect the answer is nothing. It didn’t happen ‘all of a sudden’. He built up to this level of overconfidence, progressively over the years. At first he got away with minor corner-cutting and rule-breaking – and each time he did so it boosted his confidence so that he began to think he was invulnerable.

Let’s side-track for a moment – to give you

an idea how this ‘normalisation of deviance’ happens.

In January 1986 some will remember watching the horrendous footage of the Challenger Orbiter flight that went so desperately wrong just 73 seconds after lift-off.

The flight captured the attention of the world’s media largely because it carried the first civilian space passenger, Christa Mc Auliffe, a 37 year old school teacher from Concord, New Hampshire. This was to be the start of Ronald Raegan’s programme to raise awareness and promote interest in space exploration amongst young people.

There were 6 other crew members who all died

in the disaster. In the photograph you can see the remains of the orbiter and tank which leave thin white contrails as they fall 46,000’ toward the Atlantic. It’s particularly horrendous because it’s likely that all on board were alive and conscious throughout.

The connection between the crash of the humble Pawnee, and that of the space shuttle Challenger, would seem to be an erosion of standards. A deviation from safety levels that both operators were aware of, but chose to ignore because it had always proved okay in the past.

NASA chose to repeatedly fly the space shuttle despite knowing about a design problem with the booster rockets’ O-rings and their behaviour in cold weather.

The Challenger's tragic result of the normalisation of deviance.

you lose control before you reach 100’

The “group think” that lead NASA to accept the risk was the defining case for normalised deviance. The rocket carrying Challenger aloft had a known defect which had given no trouble up till now

Management and human factors within NASA permitted critical safeguards to be ignored.

What once seemed wrong starts to feel normal, and outcomes that may be mostly due to good luck start to feel more like skill. In aviation, rationalising can result in disaster.

Many years ago, when I was building 43 Air School, I had a really excellent guy in charge. Hennie was a bricklayer, plumber, carpenter, electrician and foreman.

One Monday morning he didn’t turn up at work – it wasn’t long before we got the news that he and his wife had been killed when one of the front tyres of his bakkie had blown out and caused them to crash.

How had this happened? Hennie knew the tyres were in poor shape, but he had got used to it and kept thinking that level of wear was okayish and the tyres would last another month.

Every time you accept a slightly lower standard you are making that the norm, and you are decreasing your safety margins.

So it’s easy to see how Hennie had killed his wife and himself, and orphaned their children. His worn tyres had become acceptable. Our crop-spraying pilot had got away with low standards for years – why not this night?

Now turning to Challenger, the problem of eroding standards (or the acceptance of increased risk) was addressed by Dr Diane Vaughan in her book The Challenger Launch Decision. She coined the term, the

“normalization of deviance.” Which she defined as, “the gradual process through which unacceptable practice or standards become acceptable. As the deviant behaviour is repeated without catastrophic results, it becomes the social norm for the organization.”

Take home stuff

The best way to avoid the slide into the normalization of deviance is to stay for ever uneasy. This means having a sceptical and questioning attitude about our own competence and discipline.

It’s not easy to detect this gradual drift in yourself because we humans are really good at rationalizing. If you find yourself trying to justify some action, the chances are you are on a slippery slope towards normalising that behaviour. Watch out for the word ‘because’, Here are some examples:

I didn’t bring a map because I know this route so well. Yes, and how does that help when we have to divert for weather?

I didn’t check the tyres for flat-spots because I never brake hard.

I didn’t check the tanks for water because she lives in a hangar.

No need to check the oil because I have only flown a couple of hours since the MPI.

We don’t need to do fuel calculations for this trip – because she always uses around 25 gallons.

I’m sure we will be within C of G because she is a four seater.

the tyres were in poor shape j

LETTERS

Jim Davis on VFR into IMC

I AM A 52 YEAR OLD STUDENT PILOT, currently with about 30 hours of dual flight, hopefully only one or two hours away from my first solo. My intention is to obtain an Instrument rating after my PPL.

I wanted to express my gratitude to you for publishing Jim Davies’ Accident Report in the July 2023 edition of SA Flyer.

To Jim Davis I would like to say thank you as well. I read “People Pressures, causing loss of control – Breaking up is easy to do”. I have been warned about the dangers of flying in IMC and experienced not being able to see the horizon and ground once during a dual flight. I

am starting to also experience more and more how weather can wreck your aviation plans and how easy it could become to compromise on safety.

The article Jim wrote is gut wrenching, but I believe will save lives and is definitely a stern reminder for me from when I’m going to be entrusted with a PPL and eventually an Instrument rating.

Regards, Danie Loots

j

JUNE 2023

ONE OF THE NOTEWORTHY aircraft registered was yet another Embraer 190 for Airlink. There is also another Embraer 135BJ registered, but I’m not sure who the owner is.

A Cherokee 6 has returned to the SA register from Mozambique after having been registered there since 2014. The Cessna 525 Citation Jet ZS-BSZ takes up the registration that was once used on a Ryan Navion. This Navion still flies in South Africa under the registration ZU-BSZ.

There is a brand-new Airbus EC130T2 (now Airbus Helicopters H130) helicopter registered as well as a MBB BK117 from Germany.

In contrast to the type registered aircraft register, the drone numbers just keep on growing with another ninety added this month and just five deleted.

The Non-type certified register had a lovely boost in their numbers this month with another nineteen added which include three Aerospatiale Gazelle helicopters and one Alouette III. Two of the Gazelles are ex British Army and the others, one Gazelle and an Alouette III, are ex French Army.

There are three RVs (an RV7 and two RV10s) added this month as well as various other aircraft and an autogyro.

This section of the register is growing at a rapid rate of knots and, to me anyway, proves that the private flight market is still very active, which is good news.

We’ve lost another twelve TCA aircraft to the export market. This includes another two RJ85s ex Airlink that have been exported to Zambia (there were two more last month as well) however I don’t know who they’re operating for as I can’t track any flights by these aircraft.

The SAA fleet continues to be 'right-sized'. ZS-SFL is an Airbus A319 exported to France. Photo Ray Watts.

June has been quiet with only seven TCA aircraft (five fixed wing and two helicopters) being registered.

the register is growing at a rapid rate

ABOVE: ZS-TCP is one of two ex-Airlink RJ85s exported to Zambia. Photo Ray Watts.

BELOW: Unusual destination - ZU-IJD is a KFA Safari exported to Mongolia. Photo Ray Watts.

BELOW BOTTOM: Africa is absorbing our GA fleet - ZS-MVT is a Piper PA32-300 exported to Uganda. Photo Ray Watts.

ABOVE: ZS-MWO is a Mooney M20J exported to the USA. Photo Dave Becker.

BELOW: Also returned to the USA - ZS-NZW is an AT-602 Air Tractor.

BELOW BOTTOM: ZS-OTG Boeing 737-400 has been exported to Kenya. Photo Ray Watts.

ABOVE: ZS-SEW is a Cirrus SR22 exported to Brazil.

BELOW: ZU-RRG is a Calidus autogyro exported to New Zealand.

Two Cessna 208B Caravans which are equipped for aerial survey have been exported, one to Canada and one to Australia. One of Comair’s old Boeing 737-400s has gone to Kenya and the last of the old SAA Airbus 319s has been returned to her owner.

Tail piece

Winter is really here and it’s cold. Please look after your health and stay warm. j

FLIGHT SAFETY THROUGH MAINTENANCE

Aero Engineering and Powerplant FUEL TABLE

Fuel Prices as at 28/06/2023

Prices include VAT but exclude any service fees

Fuel Prices as at 28/07/2023

Prices include VAT but exclude any service fees

AERO SA POST FEATURE

AERO SOUTH AFRICA EXPO - 2023

The third edition of AERO South Africa took place on 6-8 July 2023 at Wonderboom Airport in Tshwane Pretoria.

THE THREE-DAY EVENT was generally reckoned to be a success by exhibitors, with the consensus being that the expense of the expo was paid for many times over during the event.

The Aero Expo covered the full spectrum of General Aviation products, technology and services with many of the major suppliers taking advantage of the concentration of members of the South African aviation community.

Judging from the number of people on the apron and in the hospitality suites, this year’s Aero had slightly fewer visitors and exhibitors than the previous two Expos. However many exhibitors felt that the quality of the expo was not compromised. Notably, exhibition space increased from 4200m² in 2019 to 5106m² at this year’s show.

Exhibitors ranged from the big three agencies,

Text and pics - Guy Leitch

Aero 2023 was considered a success, despite its small size and limited attendance - as it was not an airshow. Image Trevor Cohen.

being the local agents for Cessna, Piper, Cirrus and Beechcraft, through to avionics, engine components, tracking devices and insurance brokers and underwriters.

“Every time I went for a walk about, there were people at every stand, and I can only hope that business was being conducted. I was surprised at the number of young people who were enquiring about flying training. These were not just people making polite conversation, but also people who were genuinely interested and I hope that all the flight schools that were exhibiting received really worthwhile enquiries,’ commented SA Flyer’s Ray Watts, who manned our stand.

This year is not an AAD show year and so the larger general aviation companies supported Aero well. Absolute Aviation in particular had a large stand – as did NAC and Airbus Helicopters. NAC’s new CEO JP Fourie said that overall he was fairly happy with the attendance.

Messe Friedrichshafen CEO Michael Dehn opens the show.

The focus on international connections is clear from the organisers clever use of this pin board.

The static air park was well used by exhibitiors such as NAC and Absolute Aviation.

Patrick Shutterop of Bose is one of the key product suppliers who came out to SA for the Expo.

Garmin also came out to SA especially for the Expo.

A quiet moment in the tent line before the bulk of the visitors arrived. Luckily the weather was perfect.

A suprise display was Paramount with the AHRLAC Mwari.

Aeronautical Aviation with the award for the best Gamin agency.

The CAA wo-manned their own stand - right next to SA Flyer's!

Host city Pretoria showed their drone initiatives.

There were some visitors who were disappointed that there were no flying displays, however, this was not an air show, but rather a trade show.

Visitor numbers were down on the previous edition but this could be expected with the current economic climate.

Aero SA again ran their Business to Business (B2B) Matchmaking programme which proved highly successful with many B2B meetings confirmed during the three days of the expo. B2B matchmaking is a method to identify and connect (match) companies and people with common business

interests, complementary services, expertise, technologies or business strengths. The goal was to create cooperative connections and realise business opportunities that mutually benefit both parties.

One of the few disappointments was the Saturday Fly-in with just over 15 aircraft arriving for the day. This may have been due to the ever-increasing fuel prices over the past few months.

Overall, the 2023 edition of Aero SA was a success and should continue to grow in the future.

SMALL JOURNEYS DEMAND BIG CHANGE

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With more than 40 years of experience, Santam Aviation has established itself as South Africa’s leading short-term insurer in the aviation industry. Our aviation experts have years of combined technical knowledge and can advise you on how best to cover every aspect of your risk. Whether you’re in the private aircraft market, a charter company or an owner, we’re here to guide and support you on your journey. Santam. Insurance good and proper.

To find out more, visit santam.co.za or speak to your intermediary.

Santam is an authorised financial services provider (FSP 3416), a licensed non-life insurer and controlling company for its group companies.

BUMPPPFFF:

DISCOVERY V WOODPECKERS

When the Space Shuttle mission STS-70 launched in 1995 it had been delayed for an unusual reason.

The Space Shuttle Discovery faced a multi-week delay caused by Northern Flicker woodpeckers at Pad 39B who poked about 200 holes in the foam insulation of Discovery’s external tank. Given the sensitivity to weakness of the foam insulation, this was a potential major disaster. No one is saying what it cost to fix.

Discovery touches down - hopefully without woodpecker holes.

A ROTAX POWERED RV-9

KITPLANES

MAGAZINE REPORTS from Oshkosh AirVenture that there is “a Van’s RV-9A with an impressive nose job on display.”

Under the extended fiberglass is a turbocharged Rotax 915 in place of the usual four-cylinder 160 hp Lycoming. The Rotax turbo makes 141 hp for takeoff, and most importantly, it can maintain this up to 18,000 feet. The high-altitude performance is expected to be impressive; Lockwood thinks 200 KTAS is possible at the engine’s critical altitude.

The engine is mated to a 3-blade composite constant speed propellor which should more than make up for the slight drop in power compared to a climb fixed-pitch propellor.

The engine transplant is a modification by Lockwood Aviation in Florida. Lockwood is intimately familiar with the 900-series Rotax engines, using two of them in its unique AirCam. The airframe used for the new engine option is a Vans factory-built aircraft provided to Lockwood for the project.

For the Lockwood conversion, the engine is placed significantly further forward of where the Lycoming would be to maintain the CofG given the Rotax’s lower weight. Presumably the lower empty weight will also increase the RV-9s useful load and range. It promises to be a really great little plane.

The RV-9 sporting a Rotax 915.

ATO'S OF SOUTHERN AFRICA GUIDE

AVIATION’S GOT THE CAREERS –

BUT ARE YOU READY?

Now that Covid is receding into being a bad dream and the aviation industry is bouncing back strongly, the aviation press, blogs and websites are abuzz with predictions that we’re facing a massive skills shortage. The only way to address this is by dramatically ramping up training to ensure an ongoing flow of new professionals into the industry.

The aviation industry needs more than 750,000 new pilots - and that's just the start.

WHEN YOU HEAR THE WORDS ‘career’ and ‘aviation industry’ together, the first reaction is to think ‘pilot’. But aviation is an enormous industry and accordingly has a requirement for an imposing spread of skills. From the front to the rear of an aircraft and from the ground up to its cruise altitude, there are people, skills and jobs that are the ‘wind beneath the wings’ of the industry. These are the maintenance technicians, ground-handlers, loadmasters, despatchers, meteorologists, check-in, passenger handling, cabin crew, pilots, traffic controllers, administration, caterers – the list is a long one and includes such a wide range of skills that almost anyone can find a suitable aviation career in which to get qualified.

Boeing recently released its Pilot and Technician Outlook, which projected a demand for 850,000 new pilots over the next 20 years. This is double the current workforce and the most significant demand in the Outlook’s twelve-year history.

And it’s not only the ‘pointy end’ that will need more people. Maintenance engineer demand is projected at 650,000, and commercial cabin crew a staggering 900,000 people, mostly due to changes in fleet mix, regulatory requirements, denser seat configurations and multicabin configurations that offer more personalised service.

“we will have to train millions of new people to fill the slots of a skills-hungry industry”

A LAM Airlines student celebrates a first solo at 43 Air School.

NOT JUST PILOTS

Collectively, the business aviation and civil helicopter sectors will also demand an additional 155,000 pilots, 132,000 technicians and 32,000 new cabin crew to support business aviation.

The post-Covid demand is being driven by an expected doubling of the global commercial fleet, a record-high air travel demand and a tightening labour supply.

The forecast also excludes general aviation (GA) requirements which swells the numbers

significantly as not every pilot is employed by a carrier, some fly (and own) aircraft purely for small business reasons or the joy of flight.

But the support system for GA is as intensive as for commercial carriers with an ever-growing number of aircraft needing pilots, maintenance, traffic control, administration and supply, as well as airfields to land, and on which to be based.

Boeing’s numbers are in line with industry projections from other bodies given to crystal ball gazing, and they all agree on one inescapable fact – we will have to train millions

The first solo! - an unforgettable moment.

South Africa's flight training industry is world class. Here, Chinese Oudtshoorn-based students undergo classroom instruction.

of new people to fill the slots of a skills-hungry industry. And therein lies our biggest challenge.

To remain viable in facing the challenge, training organisations are dependent on two main resources: an ongoing flow of dedicated new students and a stable supply of qualified trainers. But most of the potential students are unaware of the career opportunities in aviation. And the qualified trainers are constantly being head-hunted by the industry to fill the jobs for which they’re training the students. This creates the ‘Catch-22’ revolving door of instructors and gives training organisation management sleepless nights. And there is no quick fix solution to either of these challenges.

Some enterprising organisations have addressed the problem by creating a career path that elevates successful student graduates to instructor positions. This, to some measure ‘insulates’ them from the head-hunters as they are often invisible to the industry workplace and can also be contracted to their employer with ‘golden handcuffs’ such as scholarships and student loans.

Amongst all of these is the person who is the jewel in the crown of a training organisation – a dedicated trainer. These are people who derive their personal and career satisfaction, not from doing the job, but from enabling and empowering others to do the job. To a large extent, the success of the training component of the aviation industry will rest on the shoulders of the ‘dedicated’ trainers.

unskilled population, and it is here that we should look to bridging the skills gap in the aviation industry.

Many Africans are unaware that they could be aviation professionals and those that are, often do not have access to the funds needed for the qualifications. This creates opportunities for a spread of sub-industries to increase awareness that their dream is in fact possible and then supply the funding and support mechanisms while the student qualifies. There is also scope for public private partnerships (PPP) where governments could unlock some of their higher education budget to be applied to skills training under administration by approved Aviation Training Organisations (ATOs).

PERSONALITY TYPES

A key advantage for the aviation industry is that there is no special type or basic personality needed for an individual to find a suitable career. The spread of skills demands is so wide that there is likely to be a job for anyone irrespective of their ‘type’.

Africa also has a massive opportunity in its extensive smart and eager but relatively

An aircraft maintenance engineer (AME) and a cabin crew member have vastly differing job requirements and accordingly, to be successful, will needs have very differing basic personas and skills. I cannot imagine an AME asking me if I would like a nice crunchy biscuit with my tea, or if I would prefer the ‘beef or pasta’ as lunch while I wait for the sparkplug gaps to be set.

"Some enterprising organisations have elevated successful student graduates to instructor positions”

Regional turboprop maker ATR's simulator is already attracting pilots from outside of the African continent

THIS SUPPLEMENT

The organisations who have participated in this supplement are professional, dedicated entities that offer a wide spread of education opportunities, not only for new incumbents into the aviation industry, but also for those wanting to ‘upskill’ to better and more career fulfilling positions.

So, if you’re looking to build a career in aviation, a slow browse through the following pages with a pencil and pad will open up many opportunities for you. The next 20 years are going to show tremendous industry growth with the attendant opportunities for a productive and rewarding career in aviation.

Many young people (and a few older ones), dream about a career in aviation, and there has never been a better time than now to take the action to turn those dreams into reality.

4 AVIATORS ARE BASED at Cape Town International airport in the general aviation area. It is our mission to provide each client with the best flight instruction possible.

Through a comprehensive orientation and professional flight training program 4 Aviators is designed to exceed expectations for any student. Every member of our team maintains the keystones of aviation: safety, quality, integrity and community.

Whether on the ground or in-flight, safety is our main priority. We will ensure that you not only feel safe but learn to fly safe. An instructor’s education is never over; neither is safety training. Our strictly maintained airplanes and adherence to standard protocol elevate safety above financial gain.

The quality of your training experience is paramount. We hold our flight instructors and the planes they fly to the highest standards. Flight training should be an enjoyable experience as well as an educational one. Our instructors combine patience and positivity with expert transparency. Our clients are very important to us.

Contact Us: info@4aviators.com

We Offer:

• PPL

• Night Rating

• Hour Building Opportunities

• Multi Engine Ratings

• Instrument Rating

• CPL

• ATPL

• Instructors Rating

• Foreign License Conversion

•

+27 (0) 82 768 1754 j CAA/1631/ATO CAA/1013/ATO (0410)

Bases of operation:

• Cape town international

• Saldanha bay

+27 (0) 82 768 1754

We utilise the ALSIM stationed on the airport in the general aviation area. We provide accommodation and transport for our students. We have a diverse group of students from around the world.

4 Aviators is a family and we pride ourselves in this.

ALPI AVIATION

ALPI AVIATION IS HEADED by avid aviation enthusiast, Dale de Klerk, an accomplished hang glider, microlight, glider and fixed-wing pilot. Dale has won several regional and national competitions, becoming world Rally Flying Champion in 2003 and earning Springbok Flying colours in Rally and Precision flying from 1995 through to 2004.

ALPI Aviation SA is an accredited Flight School, certified to CAA standards, using experienced instructors with an ethos of respect toward all their students. At Alpi Aviation, we value the individuality of each student, and we will do our utmost to hone their capabilities and enhance

their passion. Our broad background of solid aviation experience and expertise will take your flying career to new heights.

Contact

Tel: +27 82 556 3592

Email: dale@alpiaviation.co.za

Website: www.alpiaviation.co.za j

AERONAV ACADEMY

AERONAV ACADEMY IS COMMITTED to providing top-level flight training utilising the most modern equipment available. This not only gives our clients an enjoyable training experience but also provides Aeronav the ability to conduct flight training in a manner that ensures that student pilots will be ready and well equipped to enter the aviation industry of the future.

Aeronav Academy is proud to offer a dynamic fleet of aircraft, including Diamond DA20s, Cessna 182s and the Diamond DA42 Twinstar Multi-engine trainer. The Academy’s latest acquisition is the impressive Alsim ALX-65 flight simulator. The amazingly realistic graphics feel of the controls and response make training in this flight simulator a truly first class experience.

The school is based at Lanseria Airport. A controlled airspace provides students with an excellent grounding in procedures and gives them the experience needed to cope with operating in a busy airline orientated environment.

WITH NEW VFR LEVEL TERRAIN GRAPHICS

Tel No: + 27 11 701 3862

Email: info@aeronav.co.za

Website: www.aeronav.co.za j

E-mail: info@aeronav.co.za

Website: www.aeronav.co.za

SACAA

BLUE CHIP FLIGHT SCHOOL

BLUE CHIP FLIGHT SCHOOL provides flight training from PPL through to ATPL. The school has an accredited in-house examination centre, a superb fleet of aircraft caters for all training needs. We boast with a state-of-the-art simulator, designed and built to meet the SACAA FNPT II requirements, we also have a web based, electronic booking, authorisation sheet and student filing system.

Why do we think Blue Chip Flight School is different from any other flying school?

Blue Chip Flight School has been around for 27 years awarding people wings and the freedom to forge exciting careers in aviation. We strive to recognise and nourish the passion within each student pilot and we consciously develop a disciplined, but harmonious relationship between instructor and student. We have dedicated ourselves in providing the best quality training, never compromising on safety. We seek to optimise value through efficient operation and by instilling a

culture of professionalism and on time performance throughout our organisation.

Since January 2023 in partnership with Stadio Higher Education and Henley Aeronautical Institute of Learning, you can now at Blue Chip Flight School simultaneously complete your flight training and an accredited tertiary qualification, any previous flight qualifications can now count towards an academic qualification.

To receive more information about the Aviation Management Programmes, scan the QR Code. Contact us should you have any queries or need more advice pertaining to the above-mentioned and your future.

Main Terminal Building, Wonderboom Airport 012 543 3050

marketing@bluechip-avia.co.za

www.bluechipflightschool.co.za j

JOHANNESBURG FLYING ACADEMY

JOHANNESBURG FLYING ACADEMY established in 1984, is a SACAA approved Flight Training Facility situated South of Johannesburg. Due to our unique location at Panorama airfield, no time is wasted flying to and from the general flying area or on the ground waiting for flight clearances.

JFA offer professional training by dedicated and qualified instructors for National Pilot Licence (NPL) Private Pilot Licence (PPL), Commercial Pilot Licence (CPL), Instructors rating, Night rating, Renewals, Conversions, Endorsements, Tailwheel ratings in a relaxed, professional environment.

Training is carried out,7 days a week, on our modern fleet of 2-seater, Sling Aircraft and is tailored to your individual needs.

Contact:

Office: (+27) 083 702 3680

Email: info@jhbflying.co.za

Panorama Airfield, Alberton j

EXPERIENCE THE THRILL OF FLIGHT LEARN TO FLY

PILOT TRAINING

• National Pilot License

• Private Pilot License

• Commercial Pilot License

• Night Rating

• Instructors Rating

• Tailwheel Rating

• Conversion / Renewal

• Hour Building

• Owner Training

• Foreign Validations

LEARN 2 FLY AIR SCHOOL

LEARN 2 FLY WAS ESTABLISHED in 2009 in Lephalale/Ellisras by Wessel Pretorius. In 2017 he opened a branch at Wonderboom Airport. In 2019 Learn 2 Fly transferred ownership to Leon Labuschagne and has since been actively in use. Although we were hit by Covid we survived by the grace of God.

We are fuelled by a passion for aviation and our aim is to be a steppingstone for young & old to realise their dreams and passion. One is never too old to learn, or change career paths. Our instructors’ experience and qualifications vary from ex-Air Force, Hercules C130, Airbus A320 amongst others.

Safety is of the utmost importance, and we train our students accordingly.

The following courses are currently on offer: PPL, Night Rating, Instrument Rating, CPL, Instructors Rating (up to turbine instructor), Multi Engine, Turbine Rating and Conversions on different turbine aircraft.

“When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return.” – Leonardo DaVinci. j

LANSERIA FLIGHT CENTRE – BUILDING A GLOBAL REPUTATION

AS ONE OF SOUTH AFRICA’S leading flight schools, Lanseria Flight Centre (LFC) has developed a reputation for excellence catering for local and foreign students. Based at Grand Central Airport in Midrand, which is ideally situated with all facilities required to give the students the maximum exposure and experience during their training.

LFC provides a complete support service to foreign students during their training, including accommodation, meals and transport and looking after their welfare. The foreign students arrive for a limited period to complete their flying training to a recognised global standard within a set timeframe –and budget.

LFC offers training from ab-initio through PPL, CPL to ATPL, plus advanced ratings on turboprops such as the Cessna Caravan. Piper Meridian, King Air and Beechcraft 1900.

Ground school is a key component of flight training and LFC has achieved excellent pass rates. PPL lectures are conducted weekly, CPL lectures are conducted 3 times a year and ATPL lectures as required. LFC has also compiled their own ground school notes, which are proving a huge success with the students.

As private flying becomes increasingly expensive for South Africans, many of the better flight training organisations (FTO) have shifted their marketing focus to international students.

Lanseria Flight Centre has a well-earned reputation for excellence with foreign students.

LFC is particulary proud of its instructors.

LFC is proud of its graduates who have been accepted into the large airlines and corporate operators across the world. These include SAA, Safair, Qantas, Emirates, Qatar, Thai, Virgin, Cathay Pacific, Air India, Aer Lingus, Air Mauritius, as well as the SAAF and SACAA. The fact that these large employers accept LFC students is testimony to the quality of LFC instruction.

Recognising that it is the instructors who play the key role in the school’s reputation for excellence, the LFC instructors have a wealth of airline, air force and charter flying experience. CEO Ian Dyson says that they are able to offer the better students a career path as an instructor to build experience towards a major airline job.

LFC is not just a training school, it has a wide range of aircraft for air charter and leasing.

It can provide VIP air charter, flying safaris, contract flights and ambulance services throughout the SADC region. LFC has contracts with many hotel groups, lodges, medivac and mining operations.

Flying safaris are an adventurous and luxurious way to see Africa. LFC assists travellers with the planning of their African flying safari to meet their individual needs.

As a comprehensive solution provider, LFC provides air charter services which include: premier shuttle services, business charters, air taxi, leisure charters, lease and contract work, film industry services and specialist cargo applications.

Quite simply Lanseria Flight Centre has it all. It is the perfect one-stop-shop for all flying training and specialist aviation solutions. j

Loutzavia is a leading group in the aviation industry, dedicated to safety and specialising in various aspects of aviation. Namely:

Loutzavia Flight Training

Aircraft Sales

Pilot Shop – Wonderboom Airport and Rand Airport

Aircraft Hangarage and Management

Our main area of focus is flight training which is headed by our very own in-house SACAA designated examiner (DFE1) and owner of the Loutzavia group He has been in aviation and specialising in flight training for 31 Years

We have one of the largest and diverse fleet of aircraft namely: Cessna 172, Cessna 177RG, Cessna Citation, Piper 160, Piper 161,Piper 181 and Tecnam P2006T We also operate a state of the art Frasca TRU-FLIGHT simulator

As one of the larger flight schools in South Africa, we are one of the most trusted, respected and established aviation organizations in the country Loutzavia is determined to provide outstanding service to all clients and are dedicated to achieving service with distinction Our passion for flying ensures that the highest quality of attention to detail and safety standards prevail It is our mission to give you the knowledge to get your wings!

Next OPEN DAY 21 October 2023

SAFETY AND QUALITY eTRAINING with

LITSON & ASSOCIATES (PTY) LIMITED

LITSON AND ASSOCIATES is a SA CAA-approved Aviation Training Organisation that strives to provide excellence in training, be it undertaken in the classroom or virtually.

Our ‘open’ training courses are currently presented virtually in real-time, with the course facilitator present at all times. Virtual training courses are supported by eTRAINING, L&A’s bespoke eLearning software. L&A’s training courses are tailored specifically to aviation industry personnel, with training course facilitators having spent their careers in aviation either as senior aircrew, engineers and/or aviation accident investigators.

Our training classes require a minimum of 5 to a maximum of 16 delegates, to enable everyone to receive the best individual instruction.

Litson’s speciality in-house corporate training can enable the chosen course/s to focus on a company’s specific operations. L&A can undertake in-classroom training anywhere in the world that it is safe to do so.

Our core training courses include:

• 5-day Safety Management System (SMS) including RPAS

• 5-day Quality Management System & Auditing (QMSA)

• 3-day Lead Auditor (LA)

• 5-day Occurrence Investigation course.

L&A has now introduced additional workshops and short courses including Root Cause Analysis, Management of Change and Risk-based Thinking and Approach.

Certificates are emailed to delegates once they have successfully completed their training course. In-house course delegates receive printed manuals and hard-copy certificates at the end of their course.

Please consult our website to view the 2023 training schedule, course overviews and course registration forms.

To contact L&A: Email: enquiries@litson.co.za

Tel: +27 21 8517187 Website: www.litson.co.za j

POOLEYS AIR PILOT’S MANUALS

the first of their

Series. They have now expanded the African series to include three more titles.

POOLEYS IS A WORLD-RENOWNED reference for both the student pilot and instructor. The publications aim to standardise the quality of flying training, teaching and learning equipment for flight schools and their instructors.

Users have the comfort of knowing that all the aviation training publications Pooleys produce have been closely checked by the UKCAA as well as the leading flight schools and instructors. Their text books are constantly updated edited and revised by a team of aviation subject matter experts.

Over the 35 years since the Air Pilots Manuals were launched, more than 250,000 copies of Pooleys manuals have been sold. The Air Pilot’s Manuals for Southern Africa consist of five volumes covering all the key aspects of the Private Pilots syllabus.

The key volumes published for Southern Africa so far are:

Volume 1: Flying Training

Volume 2: Human Performance and Meteorology

Volume 3: Navigation

Volume 4: The Aeroplane: Principles of Flight and Aircraft General

Volume 5: Air Law and Flight Planning.

Pooleys not only produces books, they also have a range of over 2800 products for pilots and flight training organisations. This includes Pooleys own brand products as well as those from many of the world's most recognisable aviation brands.

Many of the products that Pooleys sells are available through their distributors in South Africa.

Users’ comments strongly endorse Pooleys:

“This book is essential for all new trainee pilots. I highly recommend buying it before starting your PPL flying lessons so that you know what to expect in your flying lessons. It’ll save you money on your training if you know what’s going to happen before each lesson, so read up and be prepared! You can use it in conjunction with a simulator (e.g. X Plane, P3D, FSX) and together they’ll prepare you well for the real world.”

In 2022 the world-class Pooleys Air Pilot Manual series launched

Southern African

Guy Leitch

POOLEYS AIR PILOT’S MANUAL #2

Human Performance and Limitations & Meteorology

Pooleys Air Manuals have always been very strong on Human Performance and Limitations. I suppose this is natural if you consider that the vast majority of aircraft accidents are attributed to ‘pilot error’.

Some of the Pooleys Southern African series.

IT’S THEREFORE REALLY useful to have a book dedicated to Human Performance. For the South African PPL syllabus, this is not a subject that has received the attention it warrants. Just a look at the contents and the 240 pages of the Pooleys manual makes fascinating reading –and I must confess – I could not begin to pass an exam on this subject.

The subject matter is vast and important: From stress management fatigue and sleep, to how to survive in the bush, this book is a mine of information – and a potential life saver. Examples of key info are: what are the real ‘bottle to throttle’ limitations, and what are the considerations when flying scuba divers? Plus, there is so much more, starting with a good grounding in basic eye and ear physiology.

The material is so interesting and well presented that I am tempted to just put my feet up and learn all about pilot personality traits, or leadership qualities, or first aid following a crash, or food poisoning and much, much more. Threat and Error Management (TEM) is a cornerstone of all Pooleys material and this is excellently described in a chapter on Airmanship and Threat and Error management.

The last third of the book is an excellent reference work on Meteorology. This can be a complex subject and the information transfer is greatly helped by the high quality illustrations that help clear away the fog of incomprehension.

Having a meteorology book specifically for South African students is essential due to the unusual topography of the region and its effect on weather forecasting. Due to most of the country being on the Highveld plateau, South Africa uses its own unique geo-potential metres measurement of the 850 hPa pressure surface, which is at about 1500m amsl.

Chapter 20 deals specifically with the weather patterns of the African continent. This includes local phenomena such as Berg winds, the Cape Doctor and the Black South Easter. These are essential knowledge for all pilots, not just to pass exams – but to fly cross country safely.

The last chapter is an excellent set of instructions for that most needlessly challenging of all flying stuff –interpreting METAR and TAF codes.

Quite simply, this is an excellent reference book that is required study material to pass exams – and should remain as a reference on every pilot’s bookshelf. The bottom line is – if you are studying to pass the PPL exams – this is the reference that you need.

The books may be obtained from all good pilot supply stores in Southern Africa – or order online from Pooleys in the UK: https:// www. pooleys.com/shop/category/booksebooksmanuals-resources/air-pilotsmanuals- forsouthern-africa/

Pooleys South African series book on Human Performance and Meteorology.

QUESTION BANK

QUESTION BANK IS THE LEADER in aviation examination preparation. It has over 11,000 practice exam questions for the SACAA Commercial, I-ROPS, Integrated ATP and ATP pilot exams, as well as realistic trial examinations to prepare students for examinations.

Question Bank has been designed to facilitate all pilot students studying towards their exams by providing up to date practice questions and realistic ‘mock’ examinations to assist the candidate in being adequately prepared to sit the actual SACAA examinations.

The challenge for all providers of exam preparation services such as Question Bank is to ensure that the data base of questions is always up to date with the latest questions asked by the SACAA. Question Bank has based its industry leading success on achieving the most current questions. CEO Percy van Staden says that they have a continuous recency process using a team of experts who are continuously updating the questions in the data bank.

Question Bank’s Subject Matter Experts (SME’s) have obtained vast teaching experience in the JAA, SACAA, EASA and FAA training syllabi as

well as being part of discussions in the transition from JAA to EASA. In addition, Question Bank provides interactive multi-media visual aids such as training videos to assist the candidate in, for example, the reading of flight planning graphs and meteorology or navigation data.

Question Bank is thus far more than simply a tool to pass exams. It strives to align its exam preparation material, thereby ensuring that the examination questions they choose are based on key learning objectives for each specified subject pertaining to the new syllabus.

Status Aviation has consolidated its position as the leading provider of theoretical knowledge to the aviation sector by acquiring the industry’s most popular teaching and examination aid: Question Bank.

Question Bank is an inavuable tool in the production of professional pilots

Question Bank is far more than a tool to pass exams

QUESTIONBANK.CO.ZA

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SOME KNOWLEDGE SHOULD NOT BE ARTIFICIAL, BE PREPARED..

SKYHAWK AVIATION

SKYHAWK AVIATION was established by Mike Gough (Airbus Training Captain and SA Flyer columnist) in 2008. Well established as the dominant operation in the flight training environment at Lanseria International Airport, Skyhawk Aviation offers all the resources required for the successful completion of all CAA licences and ratings.

As a Designated Flight Examiner (DFE 1) as well as an Airbus Training Captain, Mike is able to assess student’s progress, and conduct final flight tests presenting realistic scenarios. We are also approved to conduct the full type rating for the Airbus 320, as well as proficiency checks and ATP revalidations.

Aimed specifically at developing the professional pilot, we specialise in both the full turn-key contract clients as well as individuals starting out on the road to flying for a living. Part of our services include accommodation, transport and visa services.

Skyhawk is associated with the Sakhikamva Foundation, and offers programs to high school learners to expose the kids to aviation and spark interest in maths and science through this medium. Come and see our Boeing 737 nose section kitted out as a classroom!

If you need a reality check about the sometimes hard truth about becoming a career pilot, then you can’t go far wrong by dropping in at Hanger 30, Gate 5 at Lanseria. Send an email to Mike beforehand to get welcomed to the demanding, but infinitely rewarding world of Commercial Aviation.

Contact Tracey Gough on:

Tel: 011 701 2622

Cell: 072 484 7984

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Email: mikegough@mweb.co.za

Website: www.skyhawk.co.za

Skyhawk Aviation Launching Careers

Find out if you have it in you to join the elite few that are entrusted with hundreds of millions of dollars’ worth of aircraft, along with a couple of hundred of precious lives.

If you do, and are utterly determined to succeed, we will get you from zero to employability with airlines and commercial air operators.

We cover every aspect of pilot training as well as that all-important career development that will define your future flight path.

Learn with an Airline Captain who’s done the hard yards. Your track record starts here.

WHY IS THERE A SHORTAGE OF AIRLINE PILOTS?

I WALKED INTO THE INTERVIEW with a great deal of confidence and enthusiasm. Flying airplanes was my one true passion in this life. This was my big chance to merge my occupation with my love. I would become an airline pilot.

“So you want to be an airline pilot?” the interviewer inquired.

“Yes, sir, more than anything else I have ever wanted,” I replied, realizing I sounded like an anxious adolescent.

“Well, great, welcome aboard,” the airline executive said.

“You mean I’m hired?!” I cheered.

“You bet, we’re glad to have you. Actually, we’ve had trouble finding good pilots to hire,” the exec explained. If I was surprised, it was overshadowed by my joy of reaching my dream.

“Let’s just go over a few points before you sign on the dotted line,” the company man chortled. “We’re going to send you to the world’s most renowned medical center. They’ll spend two days probing your body orifices, draining and analyzing your blood, and administering

psychological exams. They’ll literally take you apart and put you back together. If they find any hint of current or future problems, you’re fired and can find your own ride home.”

“Gee, I think my health is OK,” I nervously choked out.

The manager went on, “Good, next we’ll evaluate your flying skills in an aircraft you’ve never been in before. “If we don’t like the way you perform, you’re fired,”

I was confident with my flying, but this guy was making me nervous.

He continued, “Next, if you’re still here, we’ll run you through our training program. If during any time in the next 10 years you decide to leave the company, you’ll have to reimburse us $20,000, or we’ll sue you. Also if you fail to measure up during training, you’re fired.”

The man who had just given me my dream job listed still more hurdles. “Each time, before we allow you near one of our multimillion dollar aircraft we’ll X-ray your flight bag and luggage, because we don’t trust you. Also we’ll ask you to pass through a magnetometer each time. If you fail to do so, you’ll be arrested and jailed.”

I was looking for a job with a major airline and had finally got my shot at a selection board interview. It was my big opportunity.

The reality of pilot interviews may not be what was expected.

“When you’ve completed your flight, we’ll have you provide a urine sample, because we don’t trust you to not take drugs. Very soon, we plan to take a blood sample to look for more drugs. “Also if you ever fly with another crew member who may have used drugs or alcohol, you must report to us immediately. If you fail to notice that anyone has used these substances, you’ll be fired, have your license to fly revoked, and be fined $10,000.”

“Every six months, we want you to go back to the medical center for another exam. If they ever find a hint of a problem, your license to fly will be revoked and we’ll fire you. Anytime you see a medical person, you must tell us about it so we can see if you need to be grounded and terminated. Also, we need to examine your driving record, and you must tell us if you have even any minor infractions so we can remove you from the cockpit as soon as possible.”

“At any time, without notice, a special branch of the government will send one of its inspectors to ride in your aircraft. The inspector will demand to see your papers and license; if your papers are not in order, you’ll be removed, fined, terminated, and possibly jailed.”

“If at any time you make an error in judgment or an honest human mistake, you will be terminated, be fined tens of thousands of dollars, and be dragged through months of court proceedings. The government will make sure you never fly again for any airline.”

“You will be well out of town most holidays, weekends, and family events – half our pilots are always on the job at any point in time.

Smiling an evil smile now, the airline hirer went on. “Oh, and one last thing to cover. Occasionally, we in management fail to see a trend and screw up royally or the country’s economy falls flat on its face. If as a result of one of those events the corporation begins to lose money, you as an employee will be expected to make up the losses from your paycheck. Of course, management will not be held to the same standards.

Oh, and one last thing – if we negotiate pay and work rule concessions from you in the in exchange for a better pension plan, we probably won’t fund that pension plan agreement (unlike the management pension plan and golden parachutes) and will likely have yanked it away from you.”

“Now sign here,” he pointed, grinning as he handed me a pen.

I faked a sudden nosebleed. Holding my head back and pinching my nostrils, I hurried from his office. When I got to the hall, I began to run. I ran all the way to my car. I figured if I hurried I could still get to the county vocational school before 5:00 and enrol in the industrial welding career program. j

SPRINGBOK AIR ACADEMY

WE GIVE OUR AVIATORS the resources they need to become the top standard in aviation.

Springbok Air Academy is no ordinary air training organization. Our focus is not just about teaching you how to fly an aeroplane, we mentor you to become a professional aviator. We train our students through the following:

• Private Pilots License

• Night Rating

• Instructors Rating, GR III, II, I

• Multi-Engine Rating

• Instrument Rating

• Commercial Pilots License

• Airline Transport License

• A320 and B737 Type Ratings

• Any other Rating for Special Purposes.

Springbok Air Academy Advanced

Springbok Air Academy Advanced is there to prepare Aviators for their transition into the big commercial leagues. We have the facilities to provide you with the following:

• Instrument Rating

• Multi Engine Rating

• Airbus A320 Family and A330 Type Rating

• Boeing 737 Type Rating

• Any other Ratings for Special Purposes.

Telephone number: 011 824 2142

Email : info@springbokclassicair.co.za

Website: www.springbokclassicair.co.za j

AIRBUS A320 TYPE TRAINING

SA CAA APPROVED

PPL - CPL - ATPL

Night Ratings

Instrument ratings

Twin ratings

Instructors ratings

All ground school subjects

SA CAA approved test centre

Accommodation available at Dakota Lodge (three star)

SKY VOYAGE

SKY VOYAGE, an advanced training ATO, guided and managed by its very own dynamic and entrepreneurial leader and CEO, Ricky Smit, offers a very high standard of advanced ICAO-compliant training solutions to our clients with a specific focus on pilots who want to grow their careers and progress to more advanced and complex aircraft. Sky Voyage stive to always align itself with it’s company moto, Excellence in Advanced Training.

The Sky Voyage team consists of dynamic legendary aviators, instructors and DFE’s, who are passionate about what they do. A number of our instructors and DFEs are also accredited by regulatory bodies other than the SACAA.

No aviation training is valuable or complete without the execution of the practical elements

and soft courses to round off all training. Sky Voyage also covers most aviation soft courses which are designed and approved by SACAA and exceed international standards. We continuously improve and research our course material and training techniques to deliver superior quality training.

Sky Voyage has an ever-expanding footprint in the African aviation market and will, with regulatory approval, provide tailor-made solutions to satisfy the client’s requirements in terms of time and venue.

Contact:

Tel: +27 (0) 83 231 6458

Cell: +27 (0) 83 231 6458

Email: rickysmit@mweb.co.za

www.skyvoyage.co.za j

Come Fly With Us

Tel: +27 (0) 83 231 6458 | Cell: +27 (0) 83 231 6458

Email: rickysmit@mweb.co.za | Website: www.skyvoyage.co.za

Flight Training

We offer a very high standard of advanced training solutions to our clients which is specifically for those pilots who want to grow their career and start taking on advanced and complex aircraft - together we take them to the next level of flight training.

We consult and plan their career path by assisting with the different choices they have to make. Each client has access to individual consultation with our mentors which help them to make the right choices in their training decisions.

Our Team

The team consists of dynamic legendary aviators, instructors and DFE’s, who are passionate about what they do using ICAO approved course material for all courses offered.

Soft Courses

In the Class room. No aviation training is actually valuable or complete without the execution of the practical elements and soft courses to round off all training. Our courses are designed and approved by SACAA and exceeds international standards. We continuously improve and research our course material and training techniques to deliver superior quality of training to you.

For all advanced training requirements, Sky Voyage has you covered.

STATUS AVIATION

STATUS

AVIATION PIONEERED

the introduction of a BCom degree with an elective stream in aviation management.

The BCom degree with an elective stream in aviation management has a strong practical focus and is thus particularly suited to producing degreed graduates who have not just theoretical knowledge but are also immediately useful to the industry.

The programme makes use of learning through real world application. This includes the workbased challenge whereby students apply what they have learned in the industry.

Recognising that many students are working professionals in the aviation industry with ever changing schedules and geographical bases, Status Aviation has tailored the programme with a distance learning option.

The programmes are provided under the auspices of the renowned Da Vinci Institute. The Da Vinci Institute for Technology Management is registered with the Department of Education as a private higher education institution. This enables students to earn Certificates, Diplomas, Masters and PhD qualifications in the Management of Technology and Innovation, as well as the BCom degree with an elective stream in aviation management.

The BCom degree with an elective stream in Aviation Management is approved by the Transport Education and Training Authority (TETA). This means that grant funding and tax rebates may be applicable for the employer.

The BCom Degree

The BCom degree with an elective stream in aviation management is designed for individuals who want to gain a deeper understanding of the aviation industry as well as take responsibility for their career.

Aviation’s key players can now improve their knowledge of the aviation industry and business management, allowing graduates to stand out for key roles, whether they be operational or at an executive level.

The BCom degree with an elective stream in Aviation Management provides a broad foundational knowledge of the aviation industry. The demand for graduates and the supply of students to this degree programme from employers such as airlines, airports, ATC and defence agencies thought Africa attests to the high value it has achieved in the industry.

Status Aviation is the leading provider of qualifications, for not just pilots, but the entire aviation industry and associated ecosystem.

j

Status Aviation offers a unique fully accredited BCom degree in aviation management.

THE BCOM DEGREE WITH AN ELECTIVE STREAM IN AVIATION MANAGEMENT

A BCOM DEGREE FOR AVIATION MANAGEMENT

Being the most connected country in Africa via air transportation and with a total of 472 000 local jobs supported by aviation, IATA reported at a October 2019 symposium that air transport contributed US$9.4 billion in Gross Value Added to South Africa’s gross domestic product (GDP).

The Bachelor of Commerce in Business Management with the elective stream: Aviation management is designed for individuals who want to gain a deeper understanding of the aviation industry as well as take responsibility for their career in using education as a tool.

This qualification delivered in association with The da Vinci Institute of Technology Management is a registered NQF level 7 degree, allowing students to take advantage of distance learning by completing the degree online. This will allow aviation’s key players to improve their knowledge of the aviation industry and business management, allowing you to stand out for key roles whether they be operational or at an executive level. The da Vinci’s institute’s passion to prepare entrepreneurs, prospective managers, and business leaders to take control of their working environments and lead their teams to facilitate socio-economic development and influence the co-creation of sustainable societies.

Apply now for the October intake

A BCOM DEGREE FOR AVIATION MANAGEMENT

Besides the Aviation management modules, the BCom Management: Aviation Management explores all the subject areas of business management including:

• Business management

• Economics

• Accounting

• Commercial law

• Financial management.

The Bachelor of Commerce in Business Management, with the elective stream: Aviation Management has two intakes per year, one during April and one during October. Application forms need to be submitted at least one month before the intake commences for inclusion.

STARLITE AVIATION

STARLITE AVIATION TRAINING ACADEMY

was established in South Africa in 1999, with Operations and Maintenance divisions emerging from its success. Keeping pace with an evolving aviation environment, the school, now a subsidiary of SAF Aerogroup, offers helicopter, aeroplane, drone, and simulator services to civilian and military pilots from South Africa and abroad.

Our stats: over 1700 private pilots, 3000 military pilots, 500 commercial pilots, 130 drone pilots, and 100 instructor pilots; in excess of 120 000 instruction hours, from ab initio PPL training to CPL with complex multi-engine and instrument ratings; experienced instructors with over 70 000 operational flying hours and more than 130 years combined flying experience.

The Academy is known for:

• Stringent safety and quality standards

• Competitive rates

• Unique programs for full-time, part-time, and ad-hoc students

• Aircraft availability

• World class facilities

• Experience with international students

• Mountain and air show fly-aways, fun aviation weekends, regular fly-ins

• SACAA/EASA compliant simulator training plus optional VR experience j

FlightCm

Where romance meets nature

AUGUST 2023

EDITION

Publisher Flyer and Aviation Publications cc

Managing Editor Guy Leitch guy@flightcommag.com

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A NOTE FROM THE EDITOR:

THE BURNING ISSUE RIGHT NOW is safety.

SAA keeps racking up egregious safety failures. The latest is the loss of control in flight that the Germans have now released the final report on. They found huge gaps in the pilots’ training. Incredibly, the co-pilot did not have an ALTP – and yet, for 25 years, SAA had not checked.

Add this to the Brussels vaccine flight’s alpha floor incident where the Airbus A340 had to rescue itself from pilot error. And then the Accra fuel contamination incident. The holes in the Swiss cheese must be about to line up.

Underlying the concern about safety is that SAA is almost certainly the only airline in the world that promotes pilots on the basis of their previously disadvantaged status, and not on their seniority. And so we have pilots who sign on intoxicated being promoted to Captain, while many of the better pilots have fled SAA to fly in places as diverse a Rwanda, and of course the sandpit, with the Middle East 3 airlines’ massive demand for pilots and tax-free salaries.

What is particularly ironic is that, despite SAA's best attempts at transforming the racial mix of its pilot body from predominantly white male to mostly black, its efforts have proved in vain – presumably because the better non-white male pilots do not accept being stigmatised by the compromises made to promote their not so competent colleagues.

Thus are the grand dreams of affirmative action in a high-skill environment shown to be nothing but misguided flights of fancy.

Amidst all this background noise, the DPE proudly claims that SAA is making a profit, and that’s supposed to shut up the detractors. But DPE doesn’t say whether it’s just SAA Flight Operations that is making a profit – or the whole SAA Group. In the current market, with excess demand for seats compared to supply and sky-high seat prices, it would be unforgivable for even SAA to not make an operational profit.

My suspicion is that the profit claim is also supposed to make the long delayed Takatso Consortium deal less pressing. Again, it appears that we are being fobbed off with empty promises, as when scrutinised, it’s hard to believe that DPE has any real intent to conclude the sale of 51% of the airline to the private sector.

And so will the history of huge losses just keep repeating itself, all in the name of centralised power for cadre deployment.

The decay continues. This makes a mockery of SAA’s advertising claim that; ‘Those who know fly SAA.’ The opposite is true. In 2013 SAA was rated 21 amongst the world’s airlines. It has dropped to 79.

The demise of this once proud airline continues – only now under a cloud of obfuscation. 

under a cloud of obfuscation

SAA and the Department of Public Enterprises are operating on the premise that they can fool enough of the people enough of the time to get by.

IF I AM STAYING ON MY OWN , in a five-star hotel with beautiful decor and impeccable cuisine and a limitless cellar and the lavatory’s blocked, I get mad. It spoils my week-end. I throw my toys out of the cot.

If, on the other hand, I’m in the middle of the African Bush with a bunch of my friends and the decor is Mother Nature, with bugs and slitheries, and the food’s everything thrown together in one pot and who’s got the spoon and the beer’s warm and there isn’t a lavatory, I’m having fun.

So what about, for example, if I’m in the middle of the African Bush with a bunch of my friends, the decor is Mother Nature, with bugs and slitheries but large mosquito nets and the food’s great and the cutlery’s “Stainless Korea Guaranteed 25 years” and the beer’s chilled and the shower is hot and I’m flying for the Red Cross into some of the most interesting and challenging airstrips around and the lavatory works just fine, am I having fun?.....Don’t be silly...They don’t make fun like that any more!

One of the friends I was working with was actually our Engineer. His name was Toe, as in foot, and he came from South Africa. He was the spitting image of Gene Wilder and it was chiefly due to his expertise that our aircraft had such an incredible reputation for reliability. In fact we only lost one day’s flying due

to aircraft unserviceably in four years in spite of the appalling conditions in which we were operating, and that was only a radio problem. Nothing to do with Toe at all really.

Toe worked extremely hard but give him half a chance and he loved to play as hard as any of us. You could always tell when Toe was coming to the boil. He would start to giggle and it embarrassed him, because he couldn’t control it. For some peculiar reason, after about the third very cold one, his eyes could only see the funny side of life and the later it got, the funnier it got.

Toe’s giggles were highly infectious and by the end of a good evening he would have everybody in tears! The strange thing was that by the following morning, no-one could remember what on earth we had all been laughing at. In fact, many of the stories which he related had inconvenient, if not tragic, endings for Toe, but he always managed to turn them around so that the humorous qualities of the situations gleamed through.

I think it might have had something to do with his Jewish roots. If the Jews can laugh at their past, anyone can.

Very close to the Red Cross compound, there was a large secure enclosure for the United Nations, Operation Lifeline Sudan, which was run by an

“An adventure is an Inconvenience rightly considered.”

our aircraft had a reputation for reliability

ex-SAS Sergeant Major and he had a small team of experts to assist him. One of these people was in charge of anything to do with water. Boreholes, piping, pumps, open wells, storm drains, you name it, he knew all about it...he really did!

He was a balding white-haired, white-bearded, bushyeyebrowed, philosophical little gnome of a man and came from a remote part of Switzerland called the Valais, where, if he was anything to go by, they spend most of their time eating cheese and drinking some of the finest schnapps around. His name was Jacques Ouateur. Because nobody could pronounce his second name it was sometimes shortened to Jacques “Eau”, as in French for “Water”, or simply Jacko and he was an essential part of the team, both professionally and socially.

Jacko’s particular contribution to our social life came in the form of a “Raclette” which he used to lay on once or twice a month for the benefit of invited guests only.

For the uninitiated, a “Raclette” is a curiously formal Swiss tradition. The order of dress is “Smart Casual” and DON’T be late. The evening starts at 18:30 precisely... with a general introduction from Jacques, your host. The programme continues with aperitifs over which Jacques introduces any newcomers to the itinerary and to the other participants. At the Red Cross compound, we usually had access to fairly liberal quantities of wine, so that was normally our responsibility during the evening. Toe was always generous to a fault in this respect, a fact that did not go unappreciated by Jacko.

participant to take it in turns to serve the other guests their Raclettes.

Towards the end of the meal, Schnapps is introduced. Formality readily dissolves in Schnapps and Jacques’ Schnapps proved to be a stronger solvent than most.

The venue for Jacques’ Raclettes was his workshop which he took great pains to prepare, with appropriate posters of scenic Switzerland placed around the walls and copious quantities of Swiss flags draped overhead to lend authenticity to the atmosphere. The tables were covered with freshly-laundered bed linen and touches of colour were added with local flora.

access to liberal quantities of wine

Access to the workshop is via a small stone bridge which crosses the main six-foot-deep storm drain which traverses the compound, constructed of boulders set in concrete by Jacques himself. Turning space in front of the workshop is restricted, so I always used to reverse the Red Cross 4X4 over the bridge into the parking place in order to facilitate egress if Jacques’ Formality-Solvents proved more effective than usual by the end of the evening.

On one occasion, Toe and I were invited for a Raclette. It was Swiss National Day, celebrating I can’t remember how many hundreds of years of the Confederatio Helvetica. I was going on leave a couple of days later and had already completed my flying programme for that tour.

The star of any Raclette is the cheese and the supporting cast is made up of freshly-boiled new potatoes and pickled gherkins. The white wine plays a major part in the appreciation of the finer points of the cheese and also in the comprehension of the conversation as the evening develops.

The cheese, which has to be hand-picked by the host, is offered up to a specially constructed vertical fire-grate although I suppose any high-fronted grate would do. The cheese melts and the Chef creams off the melted layers onto plates and then it is the duty of each male

The aircraft was on maintenance the next day and so, in order to allow me to participate fully in the evening’s entertainment, Toe very kindly offered to drive. He did not reverse over the little stone bridge, but drove straight over it into the small parking area and parked with the back of the car facing the storm drain.

It was a classic evening. Jacques excelled in his hospitality.

Visitors from the American Embassy, including the Ambassador and his large and highly entertaining wife, ladies and gentlemen from the Red Cross and various other local organisations were captivated by

the strong aura of tradition, softened by the warmth, friendliness and familiarity of the assembled company. The party did not break up until rather later than usual, about a quarter to ten instead of the more usual nine o’clock, and I was feeling as good as only imminent leave can make one.

Toe and I got into the car to go back to the Red Cross compound and he started the engine. Before I had time to utter a strangled yell he selected reverse gear and roared straight back into the storm drain. Both back wheels spun uselessly in the air and above the noise of the engine all I could hear was the suppressed hiss of escaping air as Toe giggled convulsively!

The next morning I woke Toe up at Oh-Dark-thirty and we crept round to the UN with a couple of high-lift “Tanganyika” jacks and some fairly substantial pieces of timber. We managed to recover the vehicle before anyone was around to see this glaring demonstration of Red Cross driving technique, and got back to the Red Cross well before breakfast.

he selected reverse gear

That evening Toe and I popped round for a beer to the UN bar, which is not far from Jacques’ workshop on the same side of the little stone bridge. This time I was driving, so we reversed over the bridge and parked facing the dreaded storm drain. As I switched off the engine Toe tapped my arm and pointed out of the windscreen.

We had to go back rather sheepishly and tell Jacques what had befallen our vehicle and he very generously insisted on dropping us over to the Red Cross. We promised to be back before day-break the next morning to recover the offending pollutant from his storm drain and he wished us a very good night.

There was a large brand new white notice board in front of us, with a red line around the edge of it. It read “PARKING RESERVED FOR RED CROSS VEHICLES ONLY!” and its supports were cemented into the bottom of the storm drain. 

AME Doctors Listing

ROOSEVELT’S GUNS

THE DOCUMENTARY WAS MEANT

to provide insight into African hunting, and how it related to the preservation of game. It presented some interesting historical ties and rarely seen footage about ex-USA President Theodore Roosevelt’s famous 1909 African safari and accurately depicted important issues of past and present game management issues.

Sponsored by the Smithsonian Institution, Theodore Roosevelt was tasked with collecting specimens for the natural history museum and he and his son Kermit shot and collected over 11,460 species in just ten months.

The party at Murungu consisted of Theodore Roosevelt IV, Theodore Roosevelt V (nicknamed ‘Bear’), Bartle Bull, camerawoman Dyanna Taylor, producer George Butler and his son Tyson, together with all of Theodore Roosevelt’s original hunting paraphernalia which consisted of a Holland and Holland Royal Double rifle, a Fox 12-gauge shotgun, 2 x Winchester model 1895 lever action rifles nicknamed ‘Big Medicine’, a Springfield 30-06 and a Mannlicher rifle.

firearm he ever owned and became known as the ‘Big Stick’ as a reference to his quote on diplomacy.

It was my job to ferry the crew members between camps and I’d fly Dyanna Taylor around to get aerial footage of the swamps.

The side door of the C206 had been removed so that she could capture the unobstructed panoramic views on camera.

The side door of the C206 had been removed

Memories of this petit woman wading through the swamps lugging her big camera behind her remain emblazoned on my mind. She had smeared mud onto every square inch of exposed skin to prevent from being bitten by tsetse flies and ended up looking like a wild swamp creature. Despite her discomfort, I never heard her complain once.

Bilu Deen, a well-known Tanzanian PH, would follow her at a respectful distance, his rifle at the ready should anything untoward happen. The truth is that her unearthly appearance was so daunting that I doubted that any human or animal would have been brave enough to approach her.

Of these, the Holland & Holland Royal Double Rifle, s/n 19109, chambered in .500/450 was the finest

A few days later, I bid farewell to the crew and flew to

In August 1986, a crew arrived in Murungu to film a documentary called ‘In the Blood’ about a boy’s experience of an African Safari.

Kizigo, another hunting camp, where I spent two days doing aerial recces of the surroundings, looking for signs of poaching.

On the third day, I flew from Kizigo via Dodoma to Kilimanjaro for fuel. Buster was waiting for me at the fuel bay.

‘Iris, I have some really bad news.’ Buster was forever the joker, but I could tell by the hard set of his mouth that he was being serious. Blood pounded in my ears and a knot of apprehension was growing in the pit of my stomach.

‘Bilu died in a bushfire’.

I heard the words but couldn’t quite comprehend what Buster was saying. ‘How?’ I asked.

‘Bilu and two clients were transporting the Roosevelt guns and some camera equipment to a new film set. They were throwing lit matches out of the car when Bilu accidentally drove the Land Rover onto a termite mound.’

Burning the grass was common practice in the dry season. The Maasai burnt the grass to encourage fresh green shoots for grazing, and the hunters burnt the grass to make it easier to traverse the countryside.

‘All four wheels were off the ground, so Bilu got out of the car and ordered the clients to do the same. He gave them shovels and told them to make a firebreak by burning back towards the fire and to beat out the flames that advanced too close.’

Theodor Rooseveldt's famous 'Big Stick' was his Holland & Holland double .458 rifle.

The documentary ‘In The Blood’.

PILOTS

Buster’s voice cracked with emotion. ‘Apparently the direction of the wind changed abruptly, and the fire began heading towards them. Bilu told the clients to grab as many of the Roosevelt guns as they could carry and told them to leave.

He and his gun-bearer tried to jack the Land Rover up as high as they could.’

Being such a responsible person, I could see why Bilu would try his best not to abandon the equipment.

‘Eventually, he was forced to flee, but couldn’t outrun the flames. His gunbearer and his tracker both managed to escape but one of the Roosevelt guns remained in the car’.

The next day Robin Hurt and his gunbearer tracked down the two clients who had spent a very uncomfortable night in the bush. They found Bilu not far from the Land Rover and brought his charred body back to camp.

Theodore Roosevelt’s 1909 Africa trip.

Kermit and Theodore pose with their rifles - TR with the Big Stick - on a cape buffalo.

I removed all the seats on the righthand side of the C206, including the co-pilot seat. I loaded extra fuel and flew into Murungu on 14 August to collect Bilu. It was a sad day loading him into the aeroplane. He looked like a mummy wrapped tightly in thick black plastic sheeting.

I started the engine, squashed my David Clarke’s over my bushpig curls, and called out blind on 118.20. ‘Murungu traffic, Charlie two-oh-six Tango-Golf-Tango getting airborne and climbing to flight level one-twofive on a flight to Arusha’.

I had brought my Walkman with me and decided to listen to classical music. It worked well for Bilu and I.

I thought about the many times that we shared meals around the campfire, regaling one another with endless bush stories. There were countless moments filled with laughter and joy.

From the thundering power of Rachmaninoff’s Third Piano Concerto to the delicate introspection of his Prelude in C-sharp minor, the music allowed me the opportunity to say a heartfelt ‘kwaheri’ to my friend.

The weather was clear for that time of year and within two hours the majestic shape of Kilimanjaro came into view. I touched down at Arusha airport where I braced myself to face Bilu’s traumatised family.

Filming of ‘In the Blood’ continued. On 19 August, we flew to the Ruvu Camp on the Maasai Steppe with the intention of filming the crocodiles that lived in the Ruvu River. Way out over the south-eastern plains, the cumulonimbus clouds were building up like mountain ranges, piling into the blue.

A rudimentary bush strip had been marked out with toilet paper held down with rocks. The windsock consisted of a ribbon of said toilet paper in a thorn tree, and it gyrated wildly in the grip of a dust devil. In the African bush, this lavatory staple was as widely used as duct tape.

I was shown to a small tent on the bank of the river where I would spend the night. My eyes instinctively scanned the area for signs of Africa’s most cantankerous animal, the hippo. However, this part of the river was deep and bubbled noisily over a cluster of big boulders that no crocodile or hippo could negotiate.

I eased myself into a camping chair and allowed the stress of the preceding days to ebb away with the water. This was the first chance that I’d had to have a proper look at the Roosevelt guns. I picked up the Big Stick and caressed the smooth brown walnut stock. I traced the intricate foliate scrolls that surrounded the actions and locks, imagining it in the hands of Theodore Roosevelt. Holding this rifle in my hands was a way for me to connect to the history of America, my home for many years, and to this great man who still ranks in the top five U.S. presidents of all time.

Alas, the object of our trip to Ruvu remained elusive. There was no glimpse of a gnarly hide or a stare from an unblinking yellow eye. The crew tried to lure the crocodiles out of the water with a cow carcass but somehow, they knew that it was a trap. It was this instinct that has enabled the species to survive for 240 million years.

It was not the outcome the film crew had hoped for. However, I’ll always remember the two days spent at Ruvu as a fitting tribute to a great friend.

he couldn’t outrun the flames

JOHN BASSI

PART 2

JOHN BASSI FLIES TAILDRAGGERS

IOPTED

TO START BY LEARNING

to handle a smaller taildragger first; master the less powerful aircraft and work my way up the ladder.

For the most part, all the aspects of flying are managed in the air, while the challenge in handling a taildragger occurs on the ground and in putting the plane on the ground in one piece.

The little Cheetah has the most amazing power to weight ratio and her sensitivity on the controls is awesome. From the beginning, the emphasis was

drilled into me, my instructor Andy Kasperson constantly urging me to plan ahead, so that the aircraft speed and configuration were what I needed them to be well in advance of performing a particular manoeuvre.

It would be a good day when the plane reached circuit altitude by the time I was abeam the numbers in the downwind leg. But in the Cheetah, with a little inattention, I could easily blow through circuit altitude and flaps-down speed if I didn’t start inching the throttle back once I was well off the ground.

Our inveterate helicopter pilot, John Bassi, decided he needed new challenges – so he bought a Cessna 185 and set out to learn to fly taildraggers.

One day when I am big I will fly my C185 Skywagon with confidence..until then I will dream.

Similarly, you cannot just cut the power abruptly to transition from cruise configuration to descent for a landing, the little aircraft glides forever, and so it was just a matter of repetition and patience on the part of my instructor until thinking two steps ahead became habitual.

Dealing with the handling of a taildragger on takeoff and (especially) landing was a much bigger challenge than I had ever imagined.

It’s taking me much longer to master those skills and I think that a big reason is that it’s hard to break down a taildragger landing into basic components so that I can see and feel each step and understand. Everything happens all at once, and it’s a blur.

the runway in a side by side aircraft does not mean pointing the nose cone down the centreline. NOOO, that would have you all over the place with the tail wheel ever-threatening to overtake the main wheels.

Eventually I discovered a little screw on the dash that lined my eyes up with the far end of the runway. But once the runway threshold is crossed, a rapid sequence of manoeuvres needs to occur in the right order and at the right pace, all the while keeping feet alive.

much longer to master those skills

To make it more interesting, all these manoeuvres vary according to wind direction and landing choice, as in a wheeler or a three pointer. You might spend several minutes per cycle in the traffic pattern, but the most critical aspects of the landing occur in a few brief seconds.

Final approach is much the same in a tricycle or taildragger. You keep the runway numbers “fixed” in your view by managing power, pitch and ailerons. You definitely have to think about the rudder (“feet alive”, Andy’s voice yelling at me on final) because a tailwheel plane must be pointed in the direction it’s traveling when it hits the ground.

It took me forever to realize that pointing straight down

I found landings difficult because it seemed impossible to break them down into components. I would keep my feet alive until the plane was over the numbers, then lock them in place (a no-no!) while shifting attention to ailerons, elevator and power control. Or I’d do the opposite. Perhaps here my age was working against me. My reduced mental flexibility was keeping me locked in the tricycle habit of essentially ignoring the rudder once the base-to-final turn had been completed.

A very brave Andy Casperson in his typical posture of flying cross control, attempting to impart some knowledge to me.

What a mission to just keep that darn ball in the middle!

I was stuck in this state for several frustrating lessons.

Eventually, Andy had the idea that I focus only on the rudder while he handled the yoke and throttle. This proved to be a breakthrough. By doing a dozen or so landings while restricting my attention to my feet, I developed a feeling for keeping my feet alive until the plane came to rest. As that habit became ingrained, I was able to add the other controls without neglecting the rudder.

There was one final detail which proved important. When landing a taildragger (or taking off or taxiing, for that matter) it is essential that the pilot be very sensitive to small changes in the direction the plane is pointing. As I said before, it is critical that the plane point in the direction of its velocity while on the ground. And one must be ready to quickly correct any small deviations. “Punch and jab” is a phrase commonly used to describe the foot motions necessary to maintain directional control with the rudder. The detail which was key for me dealt with this question: Where should my eyes be focused in order to have proper sensitivity to the aircraft’s pointing direction?

Certainly not in the cockpit. You are looking for information about the relationship between the plane and ground, and you need to look outside for that.

The runway centre line is not really what you want to focus on either. The plane could be moving parallel to the centre line but be crabbed left or right, a recipe for a ground loop.

You need to establish a view which enables you to sense the plane, centreline, and distant horizon at the same time, using your peripheral vision. Some like to focus on the end of the runway, but what seemed to work best for me was the “eyes in the sky” technique suggested by Andy. I would focus on a patch of sky maybe 5 degrees (a fist’s width at arm’s length) above the horizon. This way, all of the information about the plane’s motion was coming to me from my peripheral vision and I avoided getting fixated on a particular item in my direct view.

Once I’d gotten the hang of “feet alive” and monitoring the plane’s motion with my peripheral vision, things started to come together quickly.

The next step is to get all this fine-tuned with practice. Wheel landings and cross-wind wheel landings are going to be a matter of patience. I was initially trying to force the plane down and not letting it settle to the ground on its own. Landing on grass or gravel definitely appears more straightforward than tar.

Let’s hope my next battle with the Cheetah proves more fruitful. I’m really looking forward to the next step.

Andy Kasperson's Cheetah taildragger.

PEGASUS SHARES SALE

SOUTH AFRICAN-BASED AVIATION GROUP

Pegasus Universal Aerospace has announced that it has launched a new shares sale to raise capital for the next developmental stage of its ground-breaking Vertical Business Jet (VBJ) project.

Aimed at raising R17.4 billion, the sale will remain open for three months until 21 August 2023.

The company has made some six million Class A, seven-year preference shares available at an issue price of R2,900 per share, offering a fixed interest rate of 10% per annum. With a minimum transaction requirement of four shares per investor, this means that South Africans can play a role in accelerating the development of the project for just R11,600.

“The Pegasus Vertical Business Jet will be capable of runway take-offs as well as rapid vertical lift-off from any solid surface. This includes helipads, grass, wooden decks, and even moving surfaces such as yachts, transitioning air travel to door to door rather than airport to airport. This will completely transform the transportation landscape, with unprecedented time-saving advantages – especially for longer distances,” explains Dr Reza.

“But what truly sets this project apart from its contemporaries is that while companies such as Uber are developing air taxis with shorter

ranges, the Vertical Business Jet will be the first longrange business jet with vertical lift-off and landing capabilities, and a range of roughly 4,400km from a runway take-off, or 2,100km from a vertical lift-off.”

At an optimistic forecast, Pegasus estimates that it will sell close to 4,500 airplanes over a 15-year period resulting in income generation of up to nearly R90 billion.

It notes, however, that the preference shares are unlisted and should be considered a risk-capital investment. Capital invested in the preference shares, as well as the dividends and repayment on capital at redemption is not guaranteed, although Pegasus has secured investments in preference shares against the underlying assets of the company.

Artists impression of the Pegasus Vertcial Bizjetdoing a helicopter's job

ON MISINFORMATION PATIENCE AND GRACE.

PHOTOS AND VIDEOS of entirely routine training activities are frequently taken out of context and reinterpreted in the most uncharitable, cynical, and negative ways. Accidents, which are an unfortunate reality in any air force, are elevated to apparently catastrophic evidence of an inability to operate safely. In other cases, claims about what’s happening are invented out of thin air, yet always with an underlying message of incompetence and somehow still widely believed.

All too often, all of this is also accompanied by some level of racism by dinosaurs who have never let go of their prejudices, though that is by no means the only factor.

Whether the ‘Mabena’ meme, low-wit jokes about the SAAF running out of fuel or planes being stolen, or worse the outright mockery of air crew involved in accidents, much of the public and a fair portion of the media have allowed themselves to adopt a cruel and

twisted cynicism, one devoid of empathy or common humanity.

When a military helicopter crashes in much of the world, for instance, the general reaction is one of sombre sadness and serious toned-down reporting. In South Africa it’s all too often a weird form of glee from the public, a sick and twisted revelling in bad news beyond what’s justified, fed all too often by sensationalist reporting in the media.

Proposals for the acquisition of desperately needed new transport aircraft or helicopters are broadly condemned as a waste of money and have little public support, even though each time there’s a disaster the question becomes why the SAAF wasn’t doing more.

How did we get here? When did we decide that our justified anger at the mismanagement of our country should be redirected at the soldiers, air and ground

It has become a running joke that the general public, and much of the media, will always assume the worst of the South African Air Force (SAAF), and of the South African National Defence Force (SANDF) as a whole. “Damned if you do, damned if you don’t” is a view commonly expressed in the force, along with a bemused questioning of whether anything they do will be sufficient to earn the public’s approval.

the media’s cynicism has tipped too far

crew, sailors, medics, civil servants, and others who staff our key institutions like the SANDF, and that they’re undeserving of understanding, respect, or empathy?

This is not to say, of course, that the SAAF and SANDF should be above criticism, or that they don’t have their fair share of stupid and condemnable actions. There have after all been plenty of mistakes, too many instances of corruption, and much poor decisionmaking that are all worth strongly criticising the senior leadership for. We should always hold these institutions up to the highest level of standards and expectations, and when criticism is due we should not hold back. That’s necessary if we’re to have accountability.

and SANDF who are doing their best under trying circumstances and it creates an environment where successes can’t be recognised and encouraged.

That’s unhealthy for the SAAF, harmful for civilmilitary relations in general, and harmful for the country over the long run.

harmful for civilmilitary relations in general

But the extent of the general public and media’s cynicism has tipped too far in the opposite direction. It continually hurts the morale of those in the SAAF

It’s time for a serious rethink of the SAAF and SANDF’s role in society and of the way each of the public, the SANDF, and the media view each other.

First, it’s time for some pragmatism about what’s actually possible for a force with the level of funding the SAAF receives. The days of the huge defence budgets of the 1980s are long gone and weren’t sustainable or affordable back then either, so any comparisons with the SAAF of that era in terms of operating tempo, number of aircraft and flying hours are as nonsensical as other wartime to peacetime comparisons.

The chronically underfunded SAAF cannot afford to replace assets such as this C130, which means tough decisions must be made.

Today’s SAAF receives just R7 billion or so a year, which may seem like a large amount but is substantially lower in real terms than it was in the early 1990s. In fact, when adjusting for both the rate of inflation and exchange rate changes, the current SAAF budget should probably be around R30 billion to achieve the same buying power as the SAAF’s budget in 1993. And that was already a more than 50% cut from the SAAF’s budget in 1991/1992, itself a cut from 1989/1990.

The current level of funding has been too low for too long to sustain many capabilities, and without an urgent intervention entire fleets and types will have to be retired. It’s really important for the public and media to have a realistic understanding of not only what the current force can do, but what would be reasonably possible with a more suitable level of spending. It will never get back to the same level as the 1980s, and if we allow people to believe that’s the point of comparison then even outsized success will be misinterpreted as failure.

This doesn’t mean accepting poor performance, being happy with mediocrity, or accepting a hollowed out force. On the contrary, it’s only by having an accurate understanding of what the current situation is and what’s possible, that you can hold the government properly accountable for long enough to force real change.

Informed and focused criticism will always beat angry and misdirected cynicism.

Second, the SAAF, and SANDF as a whole, must understand that they need, not only the support of the public and the media, but they need to constantly educate them so that they understand what the force does, and how it does it. So that they become immune to misinformation about the force, are more aware of what it can do, and what it can’t do, and why. And most importantly, so that they come to trust in the SAAF as an organisation.

That’s going to require a complete change in the way the force treats the public and media, moving from a stance of secret-by-default and over-classifying

reflect on our prejudices and cynicism

When the SAAF has a crash the criticism is often unreasonable. Image- Deaan Vivier.

everything to one that’s painfully and awkwardly open and transparent. It will mean letting the public and media see not just the carefully prepared and stagemanaged face shown at air shows or in official PR material, but also the ugly side. The decay, the painful realities, and the real face of a force struggling to keep going despite a ludicrously underfunded budget.

It will also mean being far more proactive in responding to viral social media misinformation or misunderstandings, and in publishing many more stories, photos, and videos of the force doing its daily work such as helicopter, transport, or fighter aircraft flights to get the public used to what the force does on a regular basis.

Third, it’s going to require enough of us being willing to self-reflect on our prejudices, lost empathy, and cynicism, and then committing to be more empathetic,

informed, understanding, patient, and respectful toward our armed forces personnel in future.

While not all of those in the SAAF and SANDF are deserving of it, there are so many who break their backs and burn themselves out trying to keep things running smoothly despite all the problems. Every time we call on the SAAF, whether for disaster response, or search and rescue, or anything else, those personnel move heaven and earth to provide the air crew, aircraft, and other resources needed to get the job done.

If we want those types of people to stay in the force and feel rewarded and appreciated, then we as the public need to start recognising them for it. 

resources needed to get the job done

JEFFREY KEMPSON

VEE-TALES

IFLEW AN ATTRACTIVE YELLOW and blue machine ZS-JPI, (featured in the June edition of SA Flyer) and I was accompanied by a second blue and white V-tail, whose registration I no longer recall.

Each aircraft carried three passengers plus the pilot and baggage to cover a four-night stay. Two nights to be

spent in one game lodge, before being air transferred to a second lodge to provide a different variety of wildlife options over the following two days.

The charter company providing these flights normally operated Cessna 210 Centurion on this contract. These could carry five passengers and had a separate baggage bay. They also had an extra hour of fuel endurance.

One fine day a pair of Beechcraft V-tail Bonanzas took off from Lanseria, bound for Maun in Botswana, there to clear immigration and customs, prior to delivering the upmarket clients to luxury tourist lodges in the Okavango Delta.

The V-Tail Bonnie was fast - but it was not an ideal charter plane. Image Garth Calitz.

However, none were available for this particular charter, and as only eight passengers were involved, the Bonanzas were being used. The baggage fitted into the rear of the aircraft where the sixth passenger could be accommodated, if no significant luggage was carried.

All Bonanzas are very well built, and a pleasure to fly. Though ten knots faster than the C210, the Centurion’s extra hour of fuel endurance and separate baggage area allowed five passengers to be squeezed in, making it a more useful, and cost efficient machine for air charter companies.

With my load of tourists boarded, I took off on the then Runway 06 in brilliant morning sunshine. Turning left at 500ft on the climb out, I looked back at the airport to see the blue and white V-tail Bonnie getting airborne immediately behind us.

I climbed to ten and a half thousand feet to try and minimise the effect of expected light turbulence later in the morning, caused by rising thermals over the Kalahari Desert.

About an hour later the following Bonanza radioed me to advise that they were flying formation on me, just behind, and to the right. I looked over my shoulder and enjoyed the unusual sight of the blue and white machine sparkling in the sunlight.

Unfortunately I didn’t have a camera handy, and as I watched, the other plane moved slightly in an updraft.

Not having experienced previous formation training, I suggested the blue Bonnie drop back a couple of hundred metres, which he did, for my peace of mind.

However, I noticed something that I had not on other aircraft, looking back again over my right shoulder my gaze fastened on the large rear seat passenger. As I watched, I could visibly see the horizon moving laterally behind his neck. The aircraft was fishtailing slightly.

I looked for a yaw damper switch, but none was evident. So I mentioned to the passengers that in the unlikely event of anyone feeling ill there were sick packets located in the pockets at the back of the seats.

The barf bag is an essential item of on-board equipment.

The passengers in the two middle seats mentioned to me that they were Pretoria based surgeons, and did not expect to need them. Likewise, the lady who had requested the front seat next to me said that she was an experienced light aircraft passenger and did not anticipate any ill effects.

Two hours forty five minutes later (fifteen minutes quicker than a C210 normally took for the same trip in still air) I landed at Maun, and turned off the runway at the first intersection. Looking back, I saw the blue and white Bonnie on short final approach.

Clearing the runway, I taxied and parked next to the fuel pumps. Very shortly after, the blue and white Bonnie caught up and parked nearby. I pulled out the fuel mixture to cut my engine, and as the propeller slowed down and stopped, the Bonanza gently rocked back and sat on its tail skid. Moments later the blue Bonnie cut its engine, and also rocked back to rest on its tail, nose high in the air.

The Bonanza fuel tanks are ahead of the wing spar and thus the CofG. Having burnt off fuel, and with the weight of the middle row and rear seat passengers plus rear loaded baggage, the centre of gravity had moved to behind the main wheels, although the aircraft’s flying characteristics had not been compromised.

“Have you folk got gold bars in your luggage?” I asked.

Just then, to our bad luck, a notoriously officious gent who had recently taken an inspector’s position with the Botswana Department of Civil Aviation, strode across the apron towards us.

This worthy, shortly after occupying his office in the capital of Gaborone had issued a decree that all light aircraft transiting from South Africa to northern Botswana were now required to make a mandatory landing at Gaborone, to have their aircraft documents inspected. This delay necessitated a costly, and time-consuming diversion while this process was undertaken.

Several pilots suggested to him that the edict was unnecessary, and that while he may have been within his rights to inspect aircraft documents, he should station a DCA official at the busy tourist airport in Maun to undertake this task.

I later learned on good authority that the South African Department of Civil Aviation had brought political pressure to bear on the Botswana Civil Aviation fellow, to “Desist” with this practice on pain of tit for tat restrictions being placed on Botswana registered aircraft visiting SA.

Anyway, this petty bureaucrat was bearing down on us. So, I exited the aircraft, and deplaned the rear passengers, whereupon, unsurprisingly the aircraft rocked back onto all three wheels. My colleague in the blue Bonnie did the same, and I suggested that we had better take on a lot fuel for our next legs to keep the centre of gravity further forward.

The officious civil servant stopped in front of me, and before he could utter a word, I said; ‘I have heard a great deal about you, and none of it is pleasant. We are two professional pilots going about our lawful occasions, and if you wish to cross swords with me, I’ll accommodate you with relish.” He placed his hands on his hips and said, ‘Not very professional looking to me.”

I responded, “We did not feel it necessary to weigh the passengers luggage, neither did I design the aircraft. This load of baggage does not cause this situation in the Cessna Centurion we normally use for these trips.”

To my surprise, the truculent gentleman turned on his heel, and stormed off.

Happily, the matter ended there. No official letters or phone calls followed.

After refuelling and completing immigration and customs formalities we boarded our passengers, and took off. The blue Bonnie first, bound for Savuti in the north, and me to drop off one passenger at Khwai

“Have you folk got gold bars in your luggage?”

River lodge, then to follow on to Savuti with the others pax for an alfresco lodge lunch, and afternoon game drive.

Once airborne I climbed to three hundred feet to allow the larger species of wild game to be viewed below during the twenty three minute flight.

The lodge manager, sitting in the back seat gave a knowledgeable running commentary on the area, and the type of animals that came into view. Then abruptly fell silent.

As we passed a herd of elephant, I turned around to see why he had stopped talking. His face had taken on an unhealthy greenish hue, as the aircraft bumped occasionally in the light turbulence.

“Hang on” I said, “We’ll be on the ground in ten minutes.”

Then to my memorable surprise, one of the surgeons occupying a middle seat, opened a large cardboard Solly Kramer bottle store carry bag and extracted a bottle of whisky. He handed the cardboard carry bag to the ill rear seat passenger and said, “Here, use this. You can put the handles over your ears, and use your hands to brace yourself.”

I couldn’t help laughing. When I looked around I saw this comical suggestion had been followed. I laughed

out load. It may have been bad manners, but it was an extraordinary sight. The poor fellow was retching copiously into the bag.

A few minutes later I landed at Khwai River lodge and after taxiing to a stop, the two large male surgeons carried the very ill game lodge employee out of the plane. They laid him flat on his back on the grass verge beside the runway, placed his small suitcase, and used bottle store carry bag nearby, then wished him a speedy recovery, as he waved an enfeebled goodbye.

In the distance I noticed the lodge vehicle moving towards the aircraft to collect the now prone passenger, so we reboarded, and quickly took off, looking forward to lunch, and a pleasant stay at the more northern Savuti game lodge.

About three years later, I was sitting in the concourse of the Gaborone airport, waiting for my returning Johannesburg charter passengers to arrive, when I noticed the once ill former passenger browsing in the bookstore. I walked over and tapped him on the shoulder. When he looked around, I asked, “Hello, are you feeling better now?”

His blank look turned to recognition, and he said; “You basterd!” Then he smiled and shook my hand. I never saw him again. 

Maun Airport in the 1970s is a far cry from the modern terminal it has become.

South Africa

BACKPAGE DIR ECT ORY

208 Aviation

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

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AES (Cape Town)

Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

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AVIC International Flight Academy (AIFA)

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Aircraft Finance Corporation & Leasing

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Aircraft General Spares Eric or Hayley 084 587 6414 or 067 154 2147 eric@acgs.co.za or hayley@acgs.co.za www.acgs.co.za

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

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Air Line Pilots’ Association

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

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

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

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

Blue Chip Flight School Henk Kraaij 012 543 3050 bluechip@bluechip-avia.co.za www.bluechipflightschool.co.za

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

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

Celeste Sani Pak & Inflight Products

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

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

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

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

Chem-Line Aviation & Celeste Products

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

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

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

Corporate-Aviators/Affordable Jet Sales

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

CSA Aviation – Cirrus South Africa

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

C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za

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

Dart Aircraft Electrical Mathew Joubert 011 827 0371 Dartaircraftelectrical@gmail.com www.dartaero.co.za

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

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

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

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

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

Federal Air

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

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

F Gomes Upholsters Carla de Lima 083 602 5658 delimaCarla92@gmail.com

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

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

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

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

Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za

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

Gemair Andries Venter 011 701 2653 / 082 905 5760 andries@gemair.co.za

GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za

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

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

Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za

Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za

Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za

IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za

International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za

Investment Aircraft

Quinton Warne 082 806 5193 aviation@lantic.net www.investmentaircraft.com

Jabiru Aircraft

Len Alford 044 876 9991 / 044 876 9993 info@jabiru.co.za www.jabiru.co.za

Jim Davis Books

Jim Davis 072 188 6484 jim@border.co.za www.jimdavis.co.za

Joc Air T/A The Propeller Shop Aiden O’Mahony 011 701 3114 jocprop@iafrica.com

Johannesburg Flying Academy

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

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

Khubenker Energy (Pty) Ltd T/A Benveroy

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

Kit Planes for Africa

Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

Kzn Aviation (Pty) Ltd

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

Lanseria Aircraft Interiors

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

Lanseria Flight Centre

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

Lanseria International Airport

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

Leading Edge Aviation cc

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

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

Litson & Associates (Pty) Ltd

OGP/BARS Auditing & Advisory Services & Aviation Safety Training

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

Litson & Associates Risk Management Services (Pty) Ltd

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

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

Loutzavia Aircraft Sales

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

Loutzavia Flight Training

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

Loutzavia-Pilots and Planes

Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za

Loutzavia Rand

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

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

Maverick Air Charters

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

MCC Aviation Pty Ltd

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

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

MH Aviation Services (Pty) Ltd

Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za

M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Metropolitan Aviation (Pty) Ltd

Gert Mouton 082 458 3736 herenbus@gmail.com

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

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za

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

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

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

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

Plane Maintenance Facility

Johan 083 300 3619 pmf@myconnection.co.za

Powered Flight Charters

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

Powered Flight Training Centre

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

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

Propeller Centre Theuns du Toit +27 12 567 1689 / +27 71 362 5152 theuns@propcentre.co.za www.propcentre.com

Rainbow SkyReach (Pty) Ltd

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

Rand Airport Kevin van Zyl Kevin@horizonrisk.co.za +27 76 801 5639 www.randairport.co.za

Dr Rudi Britz Aviation Medical Clinic

Megan 066 177 7194 rudiavmed@gmail.com Wonderboom Airport

SAA Technical (SOC) Ltd

SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical

SABRE Aircraft

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

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

Scenic Air

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

Sheltam Aviation Durban

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

Sheltam Aviation PE

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

Signature Flight Support Cape Town

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

Signco (Pty Ltd)

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

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

SleepOver

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

Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd)

Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Southern Energy Company (Pty) Ltd

Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

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

Starlite Aero Sales

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

Starlite Aviation Operations

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

Starlite Aviation Training Academy

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

Status Aviation (Pty) Ltd

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

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

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

The Aviation Shop

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

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

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

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

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

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

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

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

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

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

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

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

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

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

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

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

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