SA Flyer Magazine January 2024 by Flyer & Aviation Publications

FlightCm African Commercial Aviation

Edition 334 January 2024 Cover: Justin de Reuck

FLIGHT TEST:

CESSNA’S 340:

– THE BEST PERSONAL PISTON TWIN! F e r r y i n g a Ch e r o k e e 6 a c r o s s Af r i c a SAAF’s continuing cris is

J i m : Tr a i n i n g : Wh o i s P I C ? He l i h a c k – f i x i n g Ta b l e Mo u n t a i n Ho w t h e h u m b l e I m p a l a b e a t t h e Hi n d ! 1

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January 2024

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POSITION REPORT WELCOME to our January holiday issue! For many it has been a particularly tough year, what with war in the Ukraine and Israel, load shedding, a collapsing Rand and sky-high fuel and food prices.

This month’s flight test is of the Cessna 340, the ultimate personal piston twin. Sure some may try claim that the sexy Beech Duke holds that title – but for me the Cessna 340 is a far more practical and capable option.

In the hope that we will all have the time to kickback and catch up on some much-needed rest and recreation, I have indulged you, my faithful reader, by filling this issue with lots of really fascinating long-form aviation writing.

As we come to the end of 2023, I also take the opportunity to look back on what has been a particularly difficult year for our small team at SA Flyer.

a war In the bigger picture, the general industry is battling along, b o t h s i d e s aviation suffering under load shedding, fuel prices and maintenance c l a i m t o high costs, due to the weaker Rand h a v e w o n and the lack of appetite for fixed

I have indulged us readers by running another thrilling extract from what I consider to be far and away the best book on the Angolan air war. ‘The MiG Diaries’ is a remarkable collaboration between two former adversaries: a Cuban and South African pilot who were both active in the Angolan conflict. There are unique insights into the capability of the much-vaunted SAAF jets and pilots against the Cubans and Angolans with their supposedly crude soviet jets and missiles. The book provides balanced insights into a war which both sides claim to have won. The extract I have provided is a fascinating account of how the humble Impala Mk2 astounded the Angolans and Cubans by blasting a brace of their huge and frightening Mil Mi-25 Hind attack helicopters, plus a couple of Mil-17 transports, out of the skies over southern Angola.

January 2024

investment in our country – even for assets as movable as aircraft.

Globally, the world seems to be lurching closer to apocalypse. The Israel-Hamas war is seen by many as a portend. Yet again evil activists conflate the violent actions of a small group of people with entire nations and religions, sparking hate-filled rhetoric and yet more violence. There seems to be no solution. It is darkest before the dawn. I hope and pray that 2024 will be better and wish you all a wonderful Christmas and a prosperous New Year.

Guy Leitch

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Edition 334

CONTENTS FLIGHTCOM Hugh Pryor - CHRISTMAS SOCKS Laura McDermid - IRIS LEAVES WATAMU

FC 26

COLUMNISTS

04 08

SA FLYER

14 20 26 50 58

Guy Leitch - 2023 - WINNERS & LOSERS Peter Garrison - TWO BOBS Jim Davis - RIGHT SEAT RULES 13 Jim Davis - ACCIDENT REPORT Morne Booij-Liewes- REGISTER REVIEW

FLIGHT TEST: CESSNA’S

340:

THE BEST PERSONAL PISTON T WIN?

January 2024

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Edition 334

CONTENTS

FEATURES SA FLYER

23 QUOTE OF THE MONTH 24 NEWS: LILIUM GETS EASA APPROVAL 35 NEWS: GPS SPOOFING 36 FLIGHT TEST: CESSNA’S 340 60 AOPA: CHRIS MARTINUS 65 NEWS: ROLLS-ROYCE ELECTRIC ENGINES 66 GADGET OF THE MONTH: CHARTS 70 LETTERS: LEAN OF PEAK – AGAIN! 76 BOOK REVIEW - POOLEYS AIR PILOT’S V4H 80 THE MIG DIARIES 95 AVIATION COMPANY PROFILES GUIDE 2024 FLIGHTCOM

14 Darren Olivier Defence - Collapse of SAAF 20 Jeffery Kempson - Unhappy Christmas 26 Helihack - Helicopters: Photo-essay 35 News - Fake Aircraft Parts 36 News - IATA On Airline Recovery 40 Airlines - The SAA Takatso sale – is it still on? 43 News -COMAC C919 moves beyond China

January 2024

REGULARS 12 Opening Shot 58 M & N Acoustic Register Review 74 Aero Engineering and Powerplant Aviation Fuel Table

94 Executive Aircraft Refurbishment Events Calender

FLIGHTCOM

19 AME Directory 44 ALPI / BILL Flight School Listing 45 Merchant West Charter Directory 46 Skysource AMO Listing 48 Aviation Directory

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Misty ORTIA Thomas Barnes is an enthusiastic 19-year-old plane spotter and visual arts student. While taxying out on a cold winter’s morning he captured this striking image of the three Global Airways Airbus A340-500s in the mist in storage between the active runways. Thomas used his Canon M50 Mk2 with a 55 to 200mm lens. Exposure was 1/800s at f5.0 with an ISO of 100. Making the image black and white makes the starkness of the simple composition all the more striking.

January 2024

13 January 2024 Send your submissions to guy@saflyermag.co.za

ATTITUDE FOR ALTITUDE: GUY LEITCH

2023 -

Winners and losers

It’s been a bleak year. As I write this in mid-December, the world seems to be lurching closer to apocalypse. THE ISRAEL-HAMAS WAR is seen by many as a portend. Yet again evil activists conflate the violent actions of a small group of people with entire nations and religions, sparking hate-filled rhetoric and yet more violence. There seems to be no solution. The paroxysms of the Middle east eclipse the long-playing tragedy of the Russia-Ukraine war, which I fear will only end with a Ukrainian capitulation after years of having been ground down by the Russians.

Winners – Cessna 172 Owners: One of the hardest things to find in South Africa right now is a good used Cessna 172 (and an honest ANC member). The chronic shortage of the world’s most popular plane is due to the long-awaited pilot shortage, which has finally arrived. It’s now possible to sell a clapped-out 50 year-old Cessna 172 for well over R1 million. Sling 2s are also in huge demand. Winners – all professional pilots: The most immediate beneficiaries of the pilot shortage are those pilots at airlines that are already experiencing shortages. To retain their skilled pilots the airlines are giving massive bonuses and wage increases. The pilot shortage, coupled with the general lack of ground support staff, hampered the airlines return to pre-Covid levels in 2022 but, with typical private sector efficiency, these problems were dealt with in 2023 and many key airports around the world are reporting traffic higher than 2019 levels.

chronic shor tage of Locally the general aviation industry is also battling the world’s along, suffering under load most shedding, high fuel prices and maintenance costs, ill-advised popular rule making and then un-rule making. plane But as always, there are this year’s winners and losers: Biggest Loser: Vans Aircraft builders: In a sign of the times, but nonetheless a huge shock - Van’s Aircraft went into Chapter 11 bankruptcy protection, owing around $50m in order deposits. The only way the company can survive is by imposing large increases on those who have bought kits and are busy building.

January 2024

General Aviation: Beechcraft Denali: Still trying to cross the finish line: After it’s long gestation, the Denali

Flight schools are doing so well that the world's most popular plane - the Cessna 172 - has become hard to get.

has now had its certification pushed back to 2025. Progress for the PC-12 competitor is painfully slow, no doubt due to the huge challenges of having to certify an all-new airframe and engine. Winner: Gulfstream G800: The bizjet performance bar has been raised yet again by Gulfstream’s G800 range and speed projections. With a max speed of M.925 it will be the fastest bizjet, and has the longest range: 13,000 km. The size of the market demand for these U$80 million jets will never cease to surprise me. Winner: Sling Aircraft: At the other end of the scale, Sling Aircraft are once again big winners: they have now delivered over 1250 complete aircraft or kits, with an estimated 750 flying. What is even more impressive is that 80% of sales are now outside South Africa and they are making major headway into the huge American market. The first Sling High Wing with a Rotax 916 flew this year.

The War in the Air: Losers all: Israelis and Hamas. After the unexpected invasion of Israel, Hamas continues to be pounded into oblivion. In Gaza they use women and babies as shields – in Israel the Iron Dome works incredibly well – taking out a reported 96% of Hamas rockets.

Losers all: Ukraine and Russia: The Ukraine war continues to bleed both sides. Still, the Ukrainian pilots must enjoy getting to grips with the F-16s they are being lent. Loser: The SAAF: Back home the SAAF continues in dire straits. They have managed to cobble together a half-funded maintenance plan for the now 20 year old Gripens and their Volvo engines. In October I wrote a piece for general media consumption – arguing that we should put the SAAF out of its misery and just have an air wing of less than 75 planes in total. I thought I would get shot down by the militants – but everybody just seems resigned to the current defunct status of the SAAF.

The Airline Industry Winner: Airlines worldwide: Globally, the airline industry has recovered from the Covid pandemic with airlines reporting seat sales above 100% of pre Covid levels. However, as demand has levelled off, so supply has caught up, and last year’s super profits are already history. In South Africa, some local airlines are already complaining that the industry is back to being over-traded. Yet seat prices remain high – thanks to high fuel costs. Loser: Southern African tourism. During Covid travellers lost three key airlines: Comair with its two brands: British Airways and kulula.

January 2024

SpaceX is a phenomenal winner. It has reused some boosters 18 times.

com. Also, Mango as the ‘no-frills’ low-cost carrier of SAA, was liquidated. The loss of these three airlines took 50% of the available seat capacity out of the market. Losers are the travel and tourism industry as hotels and guest houses are still frantically discounting to lure travellers put off by high ticket prices and crime levels. How Lanseria is surviving is a mystery. Loser: African Airlines: Africa is once again the laggard in that its bounce back from Covid has been far slower, partly due to yet more restrictions and taxes imposed by African governments to protect their own airlines. Will any African government, other than South Africa, ever take open skies and liberalisation seriously? Loser: SAA: The remains of our once proud national carrier reported that it lost R150m in 3 months – despite promises that it was running profitably. Can these numbers be extrapolated for the whole year? – I can only hope not. SAA has reached the limits of its post-Business Rescue growth as it can get no more of its old planes back from the lessors. How will it fund new planes without going to government for guarantees – which it says it won’t? I have no idea – especially as the Takatso consortium deal seems still at least two years from completion – despite yet more empty promises from Pravin Gordhan. And yet SAA has tentatively announced that it will be getting three new widebodies in early 2024 and will reopen the Joburg-Perth route.

January 2024

Winner: The other airlines in SA: It is boom times. There continues to be a flood of new used airliners arriving: Embraers for Airlink, Bombardiers for CemAir and Boeings for FlySafair. Winner: Airbus – distant second: Boeing: Meanwhile other airlines with better balance sheets are going bananas with new plane orders: Air India has ordered 470 new airliners: 250 from Airbus and 220 from Boeing. At the Dubai Airshow Emirates announced an order for 55 more Boeing 777-9s and 35 777-8s. That should create plenty of pilot jobs for Saffers. At the Paris Airshow, the home team of Airbus conclusively beat Boeing: Airbus claimed 849 firm orders, compared to Boeing’s 359. Loser: Boeing: After its troubles with the 737 Max and 777X, Boeing has now given up on its long-needed response to the market conquering Airbus A321neo. For a long while it was called Boeing’s MOM (for ‘middle of the market’). Now they’ve shelved the whole idea and left this huge sector of the market all to Airbus. Losers: Passengers: The Americans are still wrestling with technology (and Imperial system measurements). In June 32,000 flights were delayed or cancelled due to concerns about 5G wireless technology.

A big win for the pax - Ural Airlines A320 after landing in a field with hyraulic failure.

Spaceships, Helicopters and Drones. Winner: Falcon 9: SpaceX are launching a Falcon 9 every four days. Some boosters have now been reused 17 times: This is properly amazing. Still getting to the start line: The Starship: The first Starship launch ended in one of Musk’s famous “Rapid Unscheduled Disassembly (RUD)” events (it was blown up). The second launch also ended in not one but two RUDs - but it got into space and was deemed a success. Still waiting – Air taxis: The development of the dream of the passenger carrying drone continues apace. But in reality, nothing seems to happen. They are still a light year away from ever being approved for no-pilot manned flight, especially in VFR airspace. Oh and someone flew a Cessna caravan with no pilot. Jim Davis says that they did this with a Tiger Moth 90 years ago. Winner: It’s a boy! – well okay, it’s a MALE: For me a surprising announcement was the unveiling of a MALE – a medium-altitude long-endurance unmanned aerial vehicle, designed and built in poor old South Africa. The Milkor 380 is a private sector initiative and

the performance is impressive. It is of similar size to the now infamous MQ-9 Reaper and is designed for long endurance operations. There is even talk of it being used for South Africa’s currently non-existent maritime patrol and search and rescue operations – but probably without the rescue part.

More Russian Drama: Winners: Ural Airlines passengers: Back in Russia there was plenty of drama - the lack of maintenance due to war sanctions resulted in a Ural Airlines A320 landing in a field, following a major diversion for a hydraulic system failure. All 159 passengers and 6 crew survived. At time of writing they were waiting for the ground to freeze over so they could fly the plane out of the field. The Biggest Loser: To nobody’s surprise, an Embraer Legacy 600 blew up in the air over Russia, killing all aboard, including Yevgeny Prigozhin, the leader of the mutinous Wagner Group.

January 2024

Suprise winner - Milkor's home-grown 380 MALE UAV.

Textron's Denali is still moving slowly towards certification now pushed back to 2025.

Wrap-up This year-end wrap-up would not be complete without a dig at the CAA – which continues to bumble along, managing simultaneously to be both overstaffed and yet painfully slow, to the extent it stifles growth, particularly in the drone and charter industry. It is still, against all common sense, persevering with airstrip registering and licensing and doesn’t seem to

January 2024

know whether it is coming or going with the 12 year limit for piston engine commercial ops. From this very mixed bag of winners and losers it will be fascinating to see how 2024 unfolds. Let’s not forget it is darkest before the dawn. I hope and pray that 2024 will be better and wish you all a wonderful Christmas and a prosperous New Year.

guy@saflyermag.co.za

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PETER GARRISON

T WO B OB S

I graduated from college in 1965. The Vietnam War was in full swing, and any able-bodied male who was not being educated was being drafted. I could have gone to graduate school, but instead decided to take my chances. I MOVED IN WITH A COUPLE of old friends in Palo Alto, California. Having a fancy Harvard BA in English, I knocked on the door of an unprepossessing flight school at the Oakland Airport and got work as a line boy in exchange for commercial-license instruction and a pittance suitable for someone who eats only air. The school was run by a fellow named Bob Short. I recall him as a tall. lanky guy with a moustache. But that isn’t how he really looked. The reason I know that that’s not how he looked is that there’s a tiny picture of him online, playing tuba with the San Francisco jazz band of Turk Murphy.

looking for a different way to get rich – and by the time I got to him he was no longer a regular with Murphy, though he still did gigs with other bands from time to time. According to a 1998 article in the Frisco Cricket, he “was probably the most influential tubaist of the revival, with disciples still playing his ideas in the ‘90s.” That there was even such a thing as an influential tubaist had never crossed my mind.

I had now I didn’t know any of this information until b e e n u p f o r 30 biographical much later. To me he was hours just the guy who ran the

Bob Short seems to have been a pretty terrific musician. During the 1930s he had mastered a number of instruments, including cornet, trombone, banjo and string bass, and he played with several bands in Portland before coming to San Francisco in the 1950s. At some point he started flying – maybe he was

January 2024

flight school and checked me out in its Citabria, N11097, and Champ, N9986Y. I had never flown taildraggers before, and Short taught me that the key to a good landing was to feel for the ground with the tailwheel. To this day I still land tri-gear aeroplanes that way, holding them off as the nose goes higher and higher, eclipsing the runway, the stall horn blaring. If the aeroplane is not fully stalled when the wheels touch, I am unhappy with the landing.

Peter Garrison in Japan with Nancy - and a gun in Melmoth 1.

Short, who died in 1976 at the age of 65, lives on both in the hearts of certain jazz tubaists and in my landings. I flew every day. At the end of my second week Short told me to deliver 86Y to a mechanic at Novato, at the north end of the San Francisco Bay. Although I had 370 hours then and had already made trips back and forth across the US in the Comanche 250 in which I learned to fly, I was surprised and moved to be entrusted alone with the little Champ for a trip away from its home field.

and sincerity. His two favourite things in the world were sex and guns. Believing as firmly as anyone could in a well-regulated militia, even if it consisted only of himself, Long would of a slow afternoon beguile the time by punching .45 calibre holes in a discarded oil drum behind the hangar. Years later, after he had given up his aviation business and gone into import, he related to me how, after retrieving the gun he kept stashed under the floormat in his car, he had pursued a bank robber in the streets of the seaside town in which he lived. When the fellow turned and took a shot at him, he returned fire, to the extreme disadvantage, as it turned out, of the fleeing felon. He told me that the police reprehended his tactics but congratulated him on his aim – and then he exploded in his characteristic long, cackling laugh.

we were brief ly minor celebrities

Three days later, I was drafted. Ten years later, I had designed and built an aeroplane, Melmoth, and it was hangared with another Bob, whom I will call, out of respect for his privacy, Bob Long. This Bob was a kind of wild man who mingled outbursts of raunchy humour with moments of disarming warmth

January 2024

When I was about to leave for Alaska in Melmoth to collect material for an article, a bunch of people were standing around in front of the hangar getting ready to say goodbye – some of them, I suspect, wondering if they would ever see me again, since I intended, after finishing with Alaska, to fly my homemade plane across the Pacific to Japan. Bob suddenly had an idea. He went to his office and brought me back a .22 calibre revolver and a box containing several hundred rounds of ammunition. He explained that I should have it to scare off bears, and perhaps to bag small game, should I be forced to land in the wilderness. I daydreamed a good deal about the .22 vs grizzly scenario while crossing the vast tract of virgin land between Anchorage and Nome, but the engine never ceased to run smoothly and my puny armament remained stashed in an underfloor compartment behind the seats. It was destined, however, to cause me a good deal of trouble.

My companion Nancy joined me in Anchorage on July 3, and we immediately set out. Leaving Cold Bay, at the tip of the Alaska Peninsula, at 9:30 in the evening, we flew for 15 hours and arrived at Chitose, on the northern Japanese island of Hokkaido, at 6:30 a.m. on July 5. We had crossed the International Date Line at around midnight, and so had inadvertently excised July 4, 1976, the great US bicentennial day, from our lives. We made up for it later by doing July 27 twice. Nancy had slept during the flight, but I had now been up for 30 hours or so and was ready for a good day’s sleep. It was not to be. When the General Declaration form required by Customs asked whether we were carrying any firearms, I naively checked yes. This was a mistake. It was a great opportunity to tell a white lie, and I missed it. The resulting bureaucratic consternation was complete. It was illegal to bring a gun into Japan without all sorts of prior arrangements and authorizations; once its existence was known it could not simply be

Melmoth at Galena in Alaska before leaving for Japan.

January 2024

left in the plane; nor could it be handed over to the airport authorities for safekeeping. There seemed to be a rule against everything, but no rule for solving the problem. I suggested that as far as I was concerned, they could confiscate and destroy it – I figured Bob had plenty of other guns and wouldn’t miss this one – but there was a rule against that, too.

The next day, we were briefly minor celebrities, appearing on a daytime TV show with a hostess who found most remarkable not that we had arrived from the United States in a homemade plane, but that we had done so in ordinary street clothes.

a great oppor tunit y to tell a white lie

The puzzlement continued for hours. I would fall asleep while talking to people. At noon one of the supervisors, who spoke no English, took us to lunch. We had sushi for the first time. It was probably a grim experience for him, conversationally; for myself, I remember a few disagreeable textures.

Finally, perhaps because it was almost time to go home, they came to a solution that would have occurred to an American immediately: Break a rule. The chief of police arrived and took custody of the gun. We repaired to an inn.

Three weeks later, as we prepared to depart, the police chief ceremonially returned the gun to me while a group of giggling Air Nippon stewardesses lined up for a photograph with Nancy. And then we climbed into our little plane and crossed that enormous ocean again.

When we re-entered the United States, no one even thought to ask if we were packing heat.

QUOTE OF THE MONTH Anon

QOM

Flying is easy – even a pilot can do it.

January 2024

NEWS

LILIUM GETS EASA APPROVAL THE FIRST ALL-ELECTRIC vertical take-off and landing (eVTOL) jet Lilium has received Design Organisation Approval from its primary regulatory authority, the European Union Aviation Safety Agency (EASA). The award marks a major milestone for Lilium, positioning it at the forefront of the industry as a company authorised to hold a type-certificate for an eVTOL aircraft in Europe. Design Organisation Approval is the culmination of an extensive qualification process dating back to 2017. Receiving Design Organisation Approval is a core requirement for any commercial aircraft manufacturer.

Klaus Roewe, Lilium CEO, commented: “In many respects, this announcement marks a cornerstone for Lilium and evidences our market leadership in advancing the aviation industry. Achieving Design Organisation Approval reflects EASA’s confidence in Lilium and differentiates us against others currently pursuing eVTOL development and regulatory approval. While we join a small, select group of companies qualified to develop commercial aircraft, this announcement is especially significant for the global aviation industry as we are doing so by advancing sustainable regional air mobility.”

Lilium's 5-seater air taxi has design approval.

January 2024

PLANE TALK - JIM DAVIS

RI GHT SEAT RULES NO. 13

TRI M –

LOOK , MA , NO HANDS It’s traditional to bitch about the Regulator, but we have been lucky to have some really brilliant CAA / DCA bosses in South Africa. I THINK OF BARRY RADLEY, an ex-RAF Farnborough test-pilot who taught me a very valuable lesson – basically that I knew nothing. And yet he quietly coaxed me through all my flight tests.

“Are you comfortable?” says Robbie.

Perhaps my favourite was the gentle and fatherly Karl Sembach who always made his testees (yes that is the right word) feel at ease. He somehow allowed me to pass an instrument renewal in my old Apache ZS-DSC (Dog Shit Charlie) despite flying him on to a collision course with George Peak.

“Am I allowed to?”

“Grunt” says I. “Why don’t you trim?”

“Who said you’re not?”

t r im up s light l y until it coole d off.

But I want to tell you about the great Robbie Robinson who sadly died recently. Robbie made every test a learning experience, and his favourite exercise was the steep turn. We were doing a SAAF wings test and I remember struggling round a 60 degree banked turn in an Aztec over the Cape Recife lighthouse on the southern tip of Nelson Mandela Bay. Struggling because I hadn’t practiced, and because you don’t have a nose to watch in a twin, and because the Aztec needs a fair amount of physical muscle to hold her at that angle without losing height.

January 2024

So I grab the overhead window winder and give it a couple of twirls which takes much of the pressure off the stick.

“Okay, I’ve got her” says Robbie as he takes over and gives the trim another couple of turns. Then he takes his hands off and sits back smiling as we sail round and round with our hands in our laps. That was one of Robbie’s favourite tricks – he had this thing about trimming – in fact he had a trim wheel at home which he wanted to be buried with him. He said that if things got too warm he would trim up slightly until it cooled off. Before one test he showed me the back page of the form. He had signed it and written PASS. He just smiled and said, “Don’t disappoint me.”

January 2024

The rudder trim is useful on powerful aircraft, and essential on twins, but best left neutral for pupils doing circuits and bumps.

He was really saying, “I have confidence in you – now let’s go and have fun.” What a wonderful instructor.

“Hell”, he explained, “you have a stick, a rudder and a throttle – we don’t want to fry your little brain with extra stuff, do we?”

All that is an intro to say that if Robbie thought so highly of trimming, then maybe we should all take it seriously.

I went straight from being in command of an aeroplane with five instruments to being unofficial co-pilot on a Comanche with about 300 instruments. Whenever we went anywhere, my boss, Old Piet van der Woude would take off, climb and level off and then spend the next few minutes making minute adjustments on the overhead trim handle.

Actually, my first two experiences of trimming were vastly different. I did all my PPL training in a 65hp Piper J3 Cub. I learned that the trim needed to be set neutral before takeoff if you had two on board – and there was another mark for solo flying. We didn’t adjust it round the circuit because we didn’t need to. We were either climbing, or in level flight, or in a glide, for such a short time it seemed unnecessary. Dirty Bossie, our instructor, would shout at me not to fiddle with things.

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It was a delicate process that called for infinite patience. The idea was to get the aircraft ‘on the step’, which I now know is nonsense, but at the time it was an elusive condition over which God granted dominion only to the world’s top pilots. Old Piet would eventually get the nose tucked down and the Comanche going like an express train. He would hand over to me and we would

Older aircraft have 'coffee grinder' trim wheels in the cabin roof.

lose 10 mph almost instantly. This would cause a thinly restrained air of hostility in the cockpit for the rest of the flight.

the rudder trim neutral and chase her to use right rudder in the climb and left rudder in the descent.

So from Piet, I learned that the main purpose of the trim was to get the aircraft on the imaginary step.

Of course during a long climb out to the GF or descent on the way home, sure thing – get her to trim the rudder as well as the elevator.

Finally Robbie taught me that trimming properly is the hallmark of a good pilot. The aircraft should always be trimmed – hands off. But one is allowed a few seconds of stick pressure during takeoff and landing.

And in line with my belief that the more you know about the aeroplane the better and safer pilot you will be, you – as her flying guru – need to understand how the trim works on every aircraft you fly. Not sure that a knowledge of the trim system can be a life saver? Let me give you two examples.

i f he had t ime to t hink it t hr ough.

As an instructor you will need to differentiate between levelling off in the circuit and doing so at the top of climb on a cross-country.

In the circuit, a new pilot simply doesn’t have time to trim hands-off for each leg. The best they can do is to take most of the load off the stick for most of the time. Perhaps strangely, I advise you not to have your pupe use the rudder trim in the circuit. I would much rather see her making a habit of using her feet to counteract power changes. So start with

One of Placo’s engineers took off from Plett in a 250 Comanche. Soon after takeoff the elevator went sloppy in his hands – easing back on the stick did nothing. The elevator cable had broken. He throttled back gently and the aircraft landed in open country straight ahead without too much damage. Could he have done better?

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A Piper Cub's trim wheel on the side wall.

Indeed he could. He could have flown it safely round the circuit and landed normally. But only if he had time to think it through.

He didn’t dare to lower the undercarriage, partly because it was too fast, but mainly because it would pull the nose down.

When I said the elevator cable had broken – he would have known it actually has two elevator cables – one up cable and one down cable. Only the up one had broken. This means that had he trimmed up, he could have flown and landed by simply using forward pressure on the stick.

With a lot of skill Bob managed to land on the runway at that speed, with the gear up. He and the pupe struggled out of the wreck before it caught fire.

Here’s the other one. My friend Bob Ewing came within inches of being killed when the elevator of a Yak 52 jammed. He had been doing negative G aerobatics. As he tried to pull out of a loop, the stick locked up solid – it simply would not move back. Luckily Bob was near Bisho which has a nice long tar runway. He found that if he maintained 120 mph the nose would be about level, but if he throttled back, even slightly, she would pitch down.

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Could he have done better? Actually yes. The aircraft has a standard trim tab, so if the elevator can’t move, the trim then becomes a mini elevator – however it works in the wrong sense. Trimming down would normally cause the trim tab to move up and this will lower the trailing edge of the elevator. That causes more lift from the tail plane which pitches the nose down. But now, with the elevator jammed, trimming down will still move the trim tab up so the tab

works like the elevator – it moves the tail down which raises the nose. So if Bob had worked this out beforehand he could have flown the aircraft to quite a large extent, and possibly even landed at a sensible speed. So I say again, understanding the machinery can be life saving. Would this have worked on an aircraft that uses springs or bungees to relieve stick pressures? Show your pupe different aircraft and discuss the trim systems on a Mooney and a Piper Cub and a Bonanza, and a Cherokee. Remember, telling her doesn’t do the job – you have to involve her. Be very sure that you understand the Cherokee and Comanche systems before you start explaining them – they are a bit tricky but extremely efficient.

Incidentally, Bob’s problem was that the little white knob that locks the canopy had been lost at the last MPI. It had dropped down into the guts of the aircraft, rolled back and somehow jammed the elevator when they were inverted. Okay enough already about trim. Now let’s have a look at flaps.

FLAPS CAN FLY YOU FURTHER Do you remember how Earnest Gann nearly flew a Liberator into the Taj Mahal? Don’t even hint that you haven’t read ‘Fate Is The Hunter.’ It’s mandatory pre-solo reading and then reading again every two years – it’s a standard part of license renewal. Anyhow just in case you have forgotten this story here are Gann’s words:

Rudder trim is not used as often as the elevator trim.

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Trim can compensate for jammed controls - even during aerobatics.

While most airports in the world are surrounded by industrial junk, Agra is fantastically endowed. There is a border of dark green trees along the northern side, and just beyond the trees there is the Jumna River. Almost on the shore of this river, stands a monument to love – the Taj Mahal. Its dome and delicate minarets are just visible beyond the trees, for the runway points at them straight as a cannon. We have completed the pre-take-off check of the C-87 and are agreeably surprised to find all in order. It is unbearably hot, the true torch-heat of India, and I have duly considered it because no aeroplane wing exerts the proper amount of lift in hot air. The very factor of flight will diminish in direct relation to the increase in temperature. Ahead the runway wriggles in the heat waves and appears foreshortened. Buzzards wheel against the blank and garish yellow sky and the only relief to our eyes is the black line of trees marking the northern limit of the field.

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I will bear those trees in mind… Just over their tops there will be a layer of cooler air, which will be descending like an invisible waterfall. I will gain as much altitude as possible before reaching the trees, knowing some of it will be lost in passing. I release the brakes and goad the C-87 down the runway at full throttle. It is a ponderous, dream-like business at first, but this is always so… Such thoughts are fleeting because I already sense something is wrong. We are halfway down the runway and have only achieved sixty miles an hour. I glance quickly all around—the instruments, the engines, and the remainder of the runway. What the hell is wrong now? Even this C-87 has never behaved in such a leisurely fashion. Eighty miles an hour. We need one hundred and twenty and I should prefer one hundred and thirty. The trees dance towards us, wavering in the sun. Ninety. The choice is gone, other than a

The canopy knob that jammed the elevator.

certain plunging through the trees. One hundred. I haul back tentatively on the elevator controls seeking response. Very mushy. A glance at the engine-head temperatures and a quick resolve not to look again. With their task less than half done the engines are already far beyond their allowable heat… One hundred and ten at last. I can raise the nose wheel a little, but not yet enough. We just cannot clear those trees. But we must try… I haul back on the controls. The C-87 leaves the ground, sinks back, bounces on one wheel, then staggers aloft in a mushing half stall.

workmen moving about. I can see the folds in their turbans. I can see their mouths open as we approach. I cannot see any beauty. The quickest and surest way to finalize a semi-stall in an airplane is to turn it. But I must turn or they will have much more repair work to do on the Taj Mahal. There is one crazy hope. It is not written in any book of aerodynamics.

you have “Franko! Full flaps!” He slams the lever. The C-87 collides to involve down with a soft invisible wall. The air speed falls off and everything he r.

The trees are no longer there, but here. We clear them. I can count the leaves. A flock of buzzards explodes before us. We sink back towards the trees and are going to hit. The trees are a thin fringe along the river. Our tail is just past them as we sink below their tops. We are for an instant in the clear, over the river. Full power. Air speed one hundred and thirty and still sinking. Now, a new obstruction, dead ahead. The Taj Mahal. They are making repairs. Much of it is covered with scaffolding and I can see the

shudders. But we balloon upward a hundred feet almost instantly. Enough to barely clear the spike of the first minaret. “Now ease them up, slowly!” Franko complies and we sink again. But speed is returning. And I think we can clear the next minaret without turning. It flashes past. I see a group of workmen cringe against the scaffolding. The Taj Mahal is gone. We swoop down beyond it and with agonized slowness begin picking up enough speed for a halting climb. It had all taken less than twenty seconds. In that space of time I had grown much older. Say, in wear and tear, some several years.

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The C-87 Liberator which Ernest Gann almost crashed into the Taj Mahal. Image: Alastair Gardiner - AirHistory.com

The reason he nearly ruined the Temple of Love is that refuellers gave them twice as much fuel as they had asked for. And Gann didn’t notice. But his knowledge of aerodynamics saved them from a fiery death. Full flaps can briefly give you enough lift to hoick you over nasties. They use your inertia to convert airspeed to lift.

It’s an inertia thing – the heavier the aircraft the more effective it is. If this is not clear in your mind then think about it until you can explain it to your pupe. Don’t ask another instructor – they probably don’t know. Go fly and try it on your own.

Go f l y and But after the flaps have done their t r y it on rescue job, they leave you with an your own airspeed problem. You must have room to shove the nose down and gently bleed off the flaps.

Now imagine you are doing a forced landing and you can see you will be 50m short in your flapless condition. Banging on full flap at the last second will stretch your glide, or hop you over the fence. Think about it – you were about to stall into the rocks at 70 mph. But full flap will delay the stall by 15 mph and allow you to fly the last bit.

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The tales about Robbie Robinson’s trim wheel, Bob Ewing’s jammed elevator, and Ernest Gann’s unconventional use of flap, are not just stories – they are here to make sure you and your pupe remember.

I don’t want you to be an instructor – I want you to be the best instructor you can be. j

NEWS

GPS

SPOOFING IN A DEVELOPMENT OF GREAT CONCERN to aviation, GPS signals and INS systems have been corrupted. Since late September, there have been reports from pilots flying in the Middle East on GPS giving them false position reports, as much as 120 miles from their actual location. Some crews have had to ask ATC for vectors to keep them on course. A University of Texas student has traced the source of alarming GPS spoofing signals in the Middle East to the eastern outskirts of Tehran. The grad student, Zach Clements, used equipment on the International Space Station to scan for the bogus signals and approximate

their source. He said analysis of the signals themselves suggests it’s a more sophisticated form of jamming, the cruder form of which is ubiquitous in the region. A further alarming development is the GPS spoofing affects both the GPS-dependent equipment and the Inertial Reference System (IRS). The two systems are supposed to operate independently and the IRS was thought to be immune to that kind of tampering. It affects the main system and their backups simultaneously. A spokesman for the University of Texas said crews eventually figure out something is wrong and use old-fashioned tools like VOR and DME.

GPS Spoofing is becoming an increasing threat. January 2024

FLIGHT TEST: CESSNA’S 340

CESSNA’S

340:

THE BEST PERSONAL PISTON TWIN? Text by Guy Leitch.

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Cessna's 340 may just be the best of all possible personal twins. Image Justin de Reuck.

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For the pilot with the means to step up from piston singles to true cabin-class personal transport, the Cessna C340 is a great proposition. It is also the aircraft that many airline pilots chose to move down to – which says a lot about its capabilities. THE SUBJECT OF OUR FLIGHT REVIEW is ZS-JOH, which is a 1976 model 340A. It has been kept in original but excellent allround condition in the Seaview hangar outside Gqeberha (Port Elizabeth!), which houses the Davidson’s collection of fabulous planes, which includes a P-51 Mustang, a Hawker Seafury, a Harvard, and Patrick Davidson’s unlimited aerobatic mounts, being either a Game Bird or Extra 330, plus an RV-7 which is used as a general run-about.

Stu Davidson acquired ZS-JOH as fast crosscountry transport and it performs that function with excellence – providing a comfortable 200 knot cruise in the teen flight levels – typically around FL130 – FL180. These are proper personal planes. Any pilot owner, with a need to go places comfortably and efficiently, recognises that a serious plane needs a decent cabin, credible speed and the ability to deal with all but the worst of crappy weather. And since passengers don’t want to spend several hours with a plastic hose in their nostrils, pressurization is almost a necessity.

a comf or t able 200 k not cr uis e

The flying Davidson family have owned ZS-JOH for 25 years – and they have loved it. Current patriarch Stu Davidson acquired the plane back in 1998 to use as a great way for the family to get around the country – either for work, or pleasure.

An American pilot owner reports, ‘My typical trip is business traveling; usually 200 to 250 miles at

100 US gallon tip tanks are the main fuel tanks. Engines tightly cowled.

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As a cabin-class plane - it gets an impressive air-stair door.

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Continental's TSIO-520 turbo and intercooled engines are complex.

10,000 to 15,000 feet, which is the sweet spot for the airplane. I can fly these trips at 20,000 feet or higher when weather is a factor, but for the most part I only get into the flight levels when flying longer legs. It also has the flexibility to fly high or low to take advantage of the winds aloft without a fuel burn penalty. Speed varies with conditions, but I plan on 190 knots true at 12,000 feet and 215 knots true at FL200, burning 34 to 36 GPH of fuel.’

cave r nous baggage s pace Stu’s son, Red Bull Air Race pilot Pat Davidson, shares what a privilege it is to own one of Cessna’s best cabin class piston twins.

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Development The 340 owes its existence to the boom days of general aviation during the late 1960s and early 1970s when the piston twin market was filled with options. At the entry level, there were the Twin Comanches, Apaches, Aztecs, Barons and Cessna’s 310. At the upper end, the cabin-class Cessna 421, Beech Duke and Piper Navajo were built for bigger budgets and commercial operators. To appeal to step-up buyers, Cessna’s marketing department claimed that the 340 was a cabin-class development of its already successful Cessna 310. But this is not really true, as most of the 340 is in fact derived from 400 series Cessnas. Thus, the 340 and 414 share the same wing, flaps, ailerons, landing gear and engines.

ZS-JOH still has an almost original instrument panel.

The pressurisation system is the same as that found in Cessna’s 400-series twins, with a maximum differential of 4.2 PSI providing an 8000-foot cabin up to 20,000 feet. Above that, the cabin climbs with the plane.

A key differentiator is its airstair door which is more 400 series Cessna than the 310, with its pole dancer stepladder to climb onto the wing and then the slide in through the single right-side door.

The 340 may carry slightly less than the 414, but it’s faster on the same fuel burn.

The engines are tightly cowled and complex; with turbochargers and intercoolers. From 1972 to 1975 the engines were Continental TSIO-520Ks, which produce 285 HP at 33 inches MP to 16,000 feet. However, most of the K engines in early 340s have been converted to Js or Ns. The J engine, used on early 414s, produces 310 HP at 36 inches. The N engine, installed on later 414s and 340As, produces 310 HP at 38 inches. This engine became the standard for the 340A and, usefully for South African rough airstrip operations, it also features smaller 75.5-inch diameter props to reduce noise and improve ground clearance.

Walk Around

it ’s fas te r on t he s ame f ue l bur n

On the ground the 340 is an imposing aircraft. This is not big a piston single, but a cabin class twin with a plus 4000 lb empty weight, which means that empty, it’s still heavier than a Cessna 210’s max all up weight. Each tuna shaped wing tip tank holds 100 gallons of fuel – again, greater than most singles’ total fuel tanks.

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Wide oval cabin has club seating.

Fold-away table makes it a true executive transport.

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A key difference between the K engine and the J and N variants is that the latter are equipped with intercoolers. This yields better power and efficiency, with less heat stress on the cylinders. In 1978 a maximum ramp weight increase to 6025 pounds was approved, and max weight for takeoff and landing was set at 5990 pounds for the 340A, compared with 5975 pounds for the 340. The last significant change in the line came in 1979, with the switch to TSIO-520NB engines (the B denotes a heavier crankshaft and crankcase). Subsequent modification of cylinders, valve lifters and piston pins by Continental increased the time between overhaul of the NB engines from 1400 to 1600 hours in 1983. ZS-JOH has the 310hp intercooled engines and strengthened crankcases.

A feature Patrick particularly likes about the 340 is its cavernous baggage space. Across the cabin, nose and locker compartments there’s 53 cubic feet of volume, which in theory can take 930 pounds if the fuel and pax load is light. Most 340s have at least one fuel tank occupying a locker, and typically the nose baggage compartment space is limited by avionics. A key to using the space is the addition of vortex generators, which brings a 300-pound gross max all-up weight increase. ZS-JOH has been kept remarkably original and thus simple. The cockpit is still filled with large round ‘steam gauges’ – with nary a glass EFIS panel in sight. This is I suppose natural for a pilot who flies a P-51 Mustang and a Stearman.

Cont r ols have a s olid r es pons ive f e el

The unpressurised Cessna 335 was marketed as a simpler, lighter and lower priced version of the 340. It was however not a market success, with only 64 built by the time production ended in 1980. The 340 was far more successful and remained in production until 1984 with 1,287 built.

Climbing into the cabin through the airstair door gives a big-plane feel, but the pilots still have to squeeze through a gap to get to their seats. The cabin is Cessna’s standard wide oval, being 46.5 inches wide and 49 inches high, a very useful 4.5 inches wider than a P-Baron’s. It has lots of space for people and baggage, and of course is pressurised and thus quieter inside. If owners have any complaints about the 340, they relate to payload range trade-offs. Load enough fuel for a 4.5-hour flight (almost 1000 nm) with reserves and you can take along only two passengers and their bags. Fill the seats with standard 170-pound people and pack away their 30 pounds of baggage each and you can carry enough fuel for two hours of flying. But at 200 knots you can go far in two hours!

Systems A fully equipped and capable 340 is a complex machine with plenty of sophisticated systems. But Cessna aimed to make it an easy step-up for pilots coming from smaller, simpler planes. Thus the 340 pressurisation system is relatively easy to use. The pilot dials in field elevation plus 500 feet before takeoff and landing and selects desired cruise cabin altitude on initial climb. The rest is simply monitoring the system to make sure it’s keeping the cabin pumped as required. Cessna offered an automatic pressurisation control, which activates and deactivates while climbing or descending through 8,000 feet, but most buyers opted for the variable-control system. This system maintains a sea-level cabin up to 9,000 feet, then delivers the pilotselected cabin altitude until a 4.2 PSI differential is reached. Since owners seldom fly their 340s in the 200 flight levels, the pressurisation is more a nice to have than a critical system. January 2024

Seats fold for easy access to cockpit and rear baggage space.

Where things get tricky is knowing which tank to use and when. You use the mains for takeoff and landing. The engines can feed directly from the auxiliary tanks, but fuel in the lockers has to be transferred to the mains, which are the tip tanks. So you have to make room in the mains first, otherwise you’ll vent the pumped fuel over the side. If you have only one locker fuel tank (which is common on 340s), remember to use crossfeed; dump all 120 pounds from a locker into one tip tank, and the imbalance will be enough to unravel the autopilot.

While the pressurisation may be simple, the same can’t be said for the fuel system. Counter intuitively, the 100-USG usable tip tanks are the mains. Then add up to four auxiliary wing tanks, two holding 40 gallons, the other two holding 23 gallons. Add locker tanks, which add another 40 gallons and you have up to 203 gallons in tanks scattered throughout the wings. The fuel management system consists of fuel selectors for selection of main, auxiliary or crossfeed fuel and other necessary components to get fuel to the engines. The main tanks contain an auxiliary fuel pump and transfer pump.

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For operation in colder climates, flight into known ice (FIKI) certification came in 1977 and later, the majority of 340s got what is called full deice. This usually mean boots on the wing and tail (with the exception of the wing stubs), heated props and alcohol spray for both sides of the windshield. None of the systems weight and complexity is really necessary in warmer locations when operated in the teen flight levels. Thus ZS-JOH does not have de-icing equipment installed.

a gr eat plane to own and f l y

The optional auxiliary tanks are available in two sizes. These tanks are bladder type cells located between the spars and the outboard wing. Optional wing locker tanks can be installed in the forward portion of each wing locker area. A fuel flow gauge, fuel quantity gauge and a fuel low level warning light are located in the cockpit.

Cessna never got around to simplifying the fuel systems in its 300-series twins (the Crusader excepted) as it did in most of the 400s. Making the tip tanks the mains has its own issues. Fuel pump attendants have filled the wrong tanks (“Just top up the mains ….”). And newbie pilots have switched to the auxiliary tanks, thinking they were drawing from the tips, and vice versa. Despite this, the 340 hasn’t suffered an inordinate number of fuel-related accidents. (see table).

On the standard factory option, the air conditioning compressor is on the right-hand engine, which requires the engine to be running to get cool air. A popular STC modification is an electric system which can be powered by a ground APU.

Unusually, ZS-JOH does not have air conditioning, and its removal translates into a 90lb improvement in useful load. Patrick Davidson reckons that not having the air conditioning and de-icing saves 150 lbs in empty weight and contributes a significant saving to maintenance costs.

Flying the 340 Cessna’s big twins have a reputation for being comfortable and easy to handle and the 340 fits that mould. Patrick Davidson says, “I like the feel of her on the controls, it feels much more sporty and smaller than she is.” The 340 was designed with a service ceiling of nearly 30,000 feet. However most owners operate in the high teens, where it can be expected to true between 190 and 205 knots on about 40 gallons per hour. Patrick reports that, in the low teens, he expects a genuine 200 KTAS cruise with a fuel burn, using a rich of peak mixture, of around 19.5 US gph per engine.

knots in landing configuration. Patrick notes that, “stalls are simple and straightforward. At zero thrust on the left engine, with the right engine at cruising power at 12,000 feet, the 340 stalls at 70 KIAS with flaps and gear up, and it is easily controllable in level flight.” The Davidsons have operated ZS-JOH off their Seaview grass runway since it was just 1000 m long. Under standard conditions, a 340 that loses an engine at liftoff speed (91 knots) can be brought to a full stop within 1000m of brake release. The POH also shows that should you decide to fly after losing one on liftoff, the 340 will clear a 50-foot obstacle after traveling less than 4000 feet over the ground after brake release (assuming the pilot cleans it up fast and does everything right).

the descent, the flaps can be t he air s t air For extended to 15 degrees at 160 door gives knots to help slow to max gearspeed, which is a low a big-plane operating 140 knots. But going down and slowing down without stressing f e el the engines can be a problem.

The 340 owes its speed to a relatively slick airframe, but because flap and undercarriage operating speeds are on the low side, it can be a handful to go down and slow down simultaneously. Rate of climb at max all up weight at sea level is a respectable 1650 FPM, but climb performance tapers above 20,000 feet to 300 to 400 FPM in the mid-20 flight levels. The 340’s claimed single-engine rate of climb is 315 fpm, which is better than the Cessna 414’s (290 fpm), Beech P58 Baron (270) and the Piper Aerostar 601P (240) and 602P (302). ZS-JOH does not have vortex generators so single-engine minimum control speed Vmc is 82 knots. Stall speeds are 79 knots, clean, and 71

So descents and approaches require planning.

This is an aeroplane that must be flown by the numbers: Key numbers are: Downwind and base: around: 150 Kts. Leave the props at 2300 rpm and mixtures leaned unless you go around. Flaps 15. Gear down at 120 Kts. You can leave the flaps at 15 for the landing, unless trying to get it into a tight space. At mid-weights cross the fence at 105 knots and expect it to touch down at 70 knots. Once you are on short final with gear and flaps out, it will glide like the proverbial piano, so some power must be maintained right into the flare. This is due in part to the split flaps, which are great for drag, but not so good for lift.

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340s operate happily out of 1000m unpaved runways.

The causes of accidents show fuel management is not a major problem.

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Conclusion The 340 is a great personal plane for cross country transport for the family and dogs. Pilots agree that it’s fun and easy to fly when flown by the numbers. It’s also comfortable, quiet and best of all, it’s pressurized.

fact that you can buy a really nice and clean 340 for U$200,000 which is about a third of the cost of a new Cirrus SR22 or Bonanza G36 means that you have a large lump of change to put aside for maintenance – and you have a far more comfortable and capable aircraft. ZS-JOH is for sale – for a remarkably good value asking price of R3.5m plus VAT, which is less than the price of a Sling or RV-7. These piston twins represent such good value that there is steady demand from around the world, and especially in the USA.

The 340 is a complex machine .

Controls have a solid feel that’s responsive and predictable, yet somewhat heavy, befitting an aircraft with a gross takeoff weight over 6,000 pounds. It’s no effort to fly and is very stable in flight. Hand flying in IMC is no problem. All in all, it doesn’t have any bad habits. For owner pilots it’s a big complex plane so maintenance will be a big factor. One way of looking at it is that if Cessna were to still be building the 340 it would probably cost U$2m new – so the maintenance bills on an aircraft of that value could be expected to be steep. The

As a Rand hedge investment, and as a plane to own and fly, ZS-JOH offers a great value proposition. And if the new owner spends a bit on it, for vortex generators and perhaps air conditioning and a new paint job and interior, he will have a truly beautiful aircraft – and a great investment. j

Cessna 414 landing gear is great for unprepared runways.

January 2024

SPECIFICATIONS AND PERFORMANCE 1978 CESSNA 340A

PERFORMANCE & SPECIFICATIONS SPECIFICATIONS Engines: 2 x Continental TSIO 520-N HP Carbureted Or Fuel Injected Fixed Pitch/ Constant Speed Propeller Fuel capacity options Avg. Fuel Burn at 75%

2 Cont. TSIO-520-N 310 each engine Fuel Injected Constant Speed 143, 166, 207 USG 204 lbs.

Weights and Capacities: Takeoff/Landing Weight Normal Category Typical Empty Weight ZS-JOH empty weight Typical Useful Load Baggage Capacity

5,990 lbs. 3950 lbs 4521 lbs 2,000 lbs. 930 lbs.

PERFORMANCE Do Not Exceed Speed 234 KIAS Max. Structural Cruising Speed 200 KIAS Stall Speed Clean 83 KIAS Stall Speed Landing Configuration 71 KIAS Climb Best Rate 1650 FPM Wing Loading 32.55 lbs./sq. ft. Power Loading 9.66 lbs./ hp Service Ceiling 29,800 ft.

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JIM DAVIS

B ONA NZ A WHEEL S -UP

WHI LE T R A I NI NG WHO IS PIC?

Date and time: 20 January 2017 at about 1447Z Aircraft registration: ZS-JBE Aircraft model: Beechcraft Bonanza F33A Last Point of departure: Hoedspruit Military (FAHS) Point of intended landing: Hoedspruit Airport Location of accident : Runway 18, 1742’ amsl.

•

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

Meteorological Information: 090/06, 34C, DP 16C, CAVOK

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

Persons on board: 3+0

Type of operation: Training (Part 141)

Injuries: None Damage to aircraft: Substantial

History of Flight: The crew consisting of a Designated Flight Examiner and two student pilots took-off from FAHS on a VFR training flight to assess the students and land back at FAHS. The DFE was to assess both pilots for their respective PPL and CPL revalidations on a single controlled aircraft. According to the PPL student, during a return flight back from the GFA whilst crossing over runway 18/36, the DFE pulled a throttle to idle and instructed the student to simulate emergency

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landing on runway 18. The gear warning horn sounded. The student continued with emergency landing procedures and when the student was certain that he would reach the runway, he selected gear down and lowered the flaps. The landing gear warning sound stopped and the student assumed the gear was fully down and locked The student flared the aircraft for landing and the tower called for the gears to be checked. The student immediately checked and found that the red light illuminated to indicate that the gear was not down and locked. The student

The sad result of a PPL flight test gone wrong.

considered a go around but realized that it was unsafe because the aircraft was already about to touchdown and continued with the landing. On touchdown, the aircraft skidded and came to rest on the runway. The flight crew sustained no injuries and the aircraft sustained substantial damage. Note: The POH indicates that when the electrical system is operative, the landing gear may be checked for full down with the gear position lights, provided the landing gear circuit breaker is engaged. The landing gear position indicator lights are located above the landing gear switch handle. Three greens lights, one for each gear are illuminated whenever the landing gear is down-and-locked. The red light illuminates anytime one or all of the landing gear is in transit or in any intermediate position.

The circuit breaker popped out due to overload conditions on the motor as the undercarriage was still in transition.

PROBABLE CAUSE The pilot selected the landing gear late and landed while the gear was in transit.

The student has logged 938.4 total flying hours and logged 1 hour on type since conversion. The DFE held a valid Airline Transport Pilot License with the aircraft type rating endorsed. The DFE held a Grade 1 instructor rating. He had logged 23350 total hours including 250 hours on type. The aircraft maintenance records were in order and current. The aircraft had a single control column.

January 2024

JIM’S COMMENTS The thing that sprang out at me when I first read this accident report was who the hell was the PIC? So we will look at that and then figure out why they landed it with the gear half extended, and then show you how to avoid making the same unforgivable stuff-up. To find out who was legally the PIC I dashed off to www.AvCom.co.za, my favorite online aviation chatroom, and put the question to the crew members. There are some very bright people there – and ones who know where to find stuff in that pile of boring volumes known as the Regs. The most perspicacious regs-rats rushed to my aid, but to my astonishment they were not able to fish definitive answers from that turgid soup of legalize. The regs appear to contradict each other. Here are some of the replies I got: “pilot-in-command” means the pilot designated by the operator as being in command and charged with the safe conduct of a flight, without regard to whether or not he or she is manipulating the controls. Under part 141 an authorization sheet is required. The instructor is the PIC. If the instructor signed a flight out not having dual controls, he carries the can.

CAR 61.01.08 says: When a flight examiner administers a skills test or proficiency check from a seat, other than a pilot seat, he or she may log the flight time as co-pilot time… but may not log the time as flight instructor time. To confuse the issue even more, the single yoke in a Bonnie can be swung to the other side in seconds but the pilot receiving the column still needs to unship the rudders before they have control. Who is PIC in the event of an actual emergency especially if the candidates were type rated? If they were not type rated the DFE/Instructor would be PIC. Should a DFE/Instructor conduct a test in an aircraft without dual flight controls? Private owners revalidate their PPLs on their own aircraft all the time, it doesn’t happen under part 141 as no instruction is taking place. If it was an instruction flight and not a test the DFE was PIC but would need access to the controls. If it was a test flight the DFE does not need access to the controls. As it may be a school’s aircraft you would sign an authorization-sheet to keep track of hours, maintenance, snags etc. Hire and fly is Part 91, not 141, as it was not a training flight. So although owned by the school, which is a part 141, the flight was not operated under that part. The position of the gear switch and circuit breaker and warning lights.

January 2024

How does an aircraft without dual controls get on to an ATO for instruction? On my renewal, with a freelance instructor, I did a crew ‘roles and responsibilities’ briefing. After the test, the examiner said it was the first time he had ever received a proper crew briefing before a flight test. I believe such flights are potentially dangerous without clearly defined crew roles. Muddy waters. In the past CAA inspectors have endangered flights and cooked turbine engines during simulated emergencies. How do insurance companies handle this? If the inspector is not the PIC, as stated by the CAA, he should not be fiddling with things and switching the fuel off. Here’s a thought: if the instructor mid-flight assesses the candidate incompetent, how can he allow the latter to continue as PIC?

Almost every time a pilot fails to lower the gear it’s because something changes from their normal routine. Or a distraction is introduced. A change in circuit pattern, a runway change or a go-around are the most common causes. A sick passenger or an unusual ATC instruction, or a transmission from another aircraft can also cause the distraction. In this case, the thousand hour PPL had only flown a Bonnie for one hour after his type conversion when he found himself in a situation that is far from routine. He was also distracted by the need to judge the forced landing while he was being tested. If you have flown a Bonnie you will know that it glides like a Steinway. The pilot would have seen that he was barely going to make the field so he left the gear till the last possible second. Actually a couple of seconds past that.

The gear war ning hor n I suggest that our old friend PPP As far as I can see the question – Passive People Pressures remains unresolved. s ounde d. Any multi-crew flight needs a crew briefing, so speak to the examiner before your test and ask how they want you to handle the crew briefing. Discuss your roles and responsibilities under normal and emergency conditions – cover: •

Who uses the radio

•

Who navigates

•

Who handles the controls

•

Request help with lookout

•

Instruct crew not to fiddle with things while you are flying

•

Instruct crew not to change frequencies without consulting you

•

Instruct crew to speak up clearly if they see you doing anything that may endanger the flight.

Enough of the legalities – let’s see why this beautiful Bonnie landed on its intestines, and find out how you can avoid a similar, expensive and noisy humiliation.

was at work. Had he been solo he would have taken a bit of power to get to the field, or done a go-around – but with the DFE and a Com pilot looking over his shoulder he was determined to scrape in. TAKE HOME STUFF •

Have a red clothes-peg clipped to your sun-visor. If anything unusual happens, or you are distracted, snap the clothe peg on to the throttle. It will be a constant reminder about the gear.

•

When you select the gear down keep your hand on the lever while you watch the ammeter. Do not remove your hand until you have three greens.

•

On final approach, as you come over the fence, confirm three greens. Forget all the other silly checks like fuel pump, flaps, landing light, and so on. Gear is the important one.

•

If you fly with another pilot, do a ‘roles and responsibilities’ briefing it’s both sensible and professional.

January 2024

Antonov AN32, ZS-PEL is a long standing resident of Rand Airport - now exported to Sudan.

NOVEMBER 2023 Welcome to the first Register Review for the new year. I will be taking over responsibility for this monthly feature following the sad recent passing of Ray Watts. These are big shoes to fill, following in the wake of Ray and, his predecessor on this feature, the veritable “walking aviation encyclopaedia”, Dave Becker. I knew both gentlemen well and learnt a lot from them through the years and I hope that I will be able to do their legacy justice going forward. NOVEMBER WAS A QUIET MONTH on the SA civil aircraft register with only two fixed-wing aircraft being registered but the RPAS register continues to grow strongly with no less than 45 additions this month! The NTCA register shows seven additions, all locally manufactured types, perhaps an indication that they are seen as good value when owners are faced with a continuously weakening currency versus most major international currencies.

January 2024

Three aircraft were deleted as exported; always a worrying loss when more aircraft are exported than imported. The sole airliner registered this month is another CRJ200 regional jet delivery for Cemair, a carrier that that continues to show steady growth. This plane was delivered to Pinnacle Airlines in April 2004 and now continues airlines operations in southern Africa after 20 years on the North American continent.

ABOVE ZS-OKP is a 2008 Beech G36 Bonanza - now exported to the USA. BELOW: ZS-DAD was a Hawker 125-800XP, now exported to the middle east.

January 2024

ABOVE: ZS-RUH is the last SA330 Puma to be operated by Starlite. Image Garth Calitz. BELOW:ZS-CMB is a Bombardier CRJ-200 owned by Cemair and now back on the SA register.

The Cessna Grand Caravan, ZS-CXD, is the former D6-NOE that operated for Int’Air Îles (formerly Inter Isles Air), a regional airline based at Ouani Airport, Anjouan in the Comoros, since its delivery in 2013. But this Caravan is reportedly heading to Australia soon, so it was probably just temporarily transferred onto the local register prior to export. These workhorses remain popular in Africa and, with another brand-new Cessna 208EX delivery in mid-December, this Caravan will, no doubt, soon be active in the region’s skies.

January 2024

On the airline front, Airlink has taken delivery of several more Embraer regional Jets including the first E175 that is believed to be replacing the fleet of three E170s. The first Embraer E175 (with registration G-CLVT c/n 17000346) for Airlink was delivered to OR Tambo International Airport on 18 November. It is believed four of these types will be delivered to replace the current three of the E170 fleet. This plane was formerly operated by Alitalia until being withdrawn from their fleet in April 2020. It will no doubt soon be a subject of this register review, once all the paperwork has been completed.

ABOVE: W hile not on the register, TC-SOB is noteworthy as one of two Boeing 737-800s with half-done liveries 'damp leased' to SAA.

Airlink also took delivery of another E195 with the Guernsey registration 2-JGAF (19000666) on 3 December. Meanwhile SAA has wet leased two B737800s, TC-SEZ and TC-SOB, from Turkish carrier SunExpress until March to cover the summer season. The carrier also, seemingly in passing, announced that it will resume scheduled services to Perth in March 2024 and anticipates adding additional aircraft to its fleet to serve these new routes.

newer-generation AS332L Super Pumas on contracts around the globe. This month two aircraft have been deleted from the local register – a Bonanza that has been exported to the USA and one of the very last Antonov An-32Bs on the local register that has gone to Sudan. It is unclear if this is to facilitate a lease as is regularly done by the owners, or if the aircraft has in fact been sold.

SAA ant icipates adding addit ional air craft

Starlite Helicopters has retired their last SA330 Puma, ZS-RUH. This former German Bundespolizei operated Puma was delivered in early 1975 before being retired from active service at the end of 2004 and delivered to Starlite Aviation from 2005. This almost-50year-old helicopter was retired from service at a ceremony at Starlite Helicopters’ Kliprivier facility near Heidelberg in late November. The company continues to operate a fleet of the

The NTCA register shrinks with a single Savannah S being exported to Zambia.

Another noteworthy recent departure from SA was Hawker 800XP ZS-DAD (258477) that has gone to a Middle East based client with the new San Marino registration, T7-ROSE. The local corporate jet market seems to have picked up with several deliveries this year but many of these jets remain on foreign registers. j

January 2024

c i t s u co y) Ltd A N M & ices (Pt Serv

REVIEW

NOVEMBER 2023

REG

New Registrations ZS-

MANUFACTURER

TYPE NAME

SERIAL NUMBER PREVIOUS IDENTITY / EXPORT COUNTRY

ZS-CMD

BOMBADIER INC

CL 600-2B19

7924

9J-…, N55355

ZS-CXD

CESSNA AIRCRAFT COMPANY

208B

208B-2376

9Q-…, N8455N

New Registrations ZUZU-YXZ

SLING AIRCRAFT (PTY) LTD

SLING 2

388B

ZU-IZN

SAVANNAH AIRCRAFT AFRICA

VENTURA 4

21-11-64-0023K

ZU-IZO

MICRO AVIATION SA

BAT HAWK R

0122

ZU-IZP

SAVANNAH AIRCRAFT AFRICA

SAVANNAH S

22-10-54-0905

ZU-IZR

MICRO AVIATION SA

BAT HAWK R

0123

ZU-IZS

SLING AIRCRAFT (PTY) LTD

SLING 2

348

ZU-JGL

SLING AIRCRAFT (PTY) LTD

SLING 4 TSI

477S

Aircraft deleted ZSZS-OKP

RAYTHEON AIRCRAFT COMPANY

G-36

E-3684

UNITED STATES OF AMERICA

ZS-PEL

ANTONOV AERONAUTICAL

AN-32B

3004

SUDAN

SAVANNAH S

22-05-54-0871

ZAMBIA

New Registrations ZUZU-IYE

SAVANNAH AIRCRAFT AFRICA

SANAS Ac credite 1302 & 1d4Laboratory 8 We perform SANAS certiﬁcations on all your: Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)

January 2024

Contact: Marianka Naude Tel: 012 689 2008 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za

c i t s u o c d A t L N ) M & ices (Pty Serv SANAS Accredited La boratory 1302 & 148 We perform SANAS certifications on all your: Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)

S Q U OTATI O N T ON REQUES Contact: Marianka Naude Tel: 012 689 2008 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za

January 2024

AOPA - CHRIS MARTINUS

PRESIDENT: AIRCRAFT OWNERS AND PILOTS ASSOCIATION – SOUTH AFRICA

PROGNISTICATIONS As the world trundles precipitously into 2024, fraught with wars and political and economic upheaval, it is a good time to reflect on past chaos and plot the course for general aviation in these seemingly apocalyptic times.

A broken crankshaft - it is doubtful the 12-year rule would reduce this.

January 2024

Flight school aircraft such as this C172 should not have engines older than 12 years since overhaul.

AS I DISCUSSED LAST MONTH, since 1944 aviation has been governed by international standards and principles that are supposed to be independent from political and other agendas.But inevitably those factors creep in – and they are seldom beneficial to the non-commercial private aviation community who fly recreationally or as an adjunct to their businesses and professions.

The USA is in somewhat better shape, with used aircraft prices having soared in recent years. However, that trend has come to an end as the US grapples with a softening economy and the effects of rampant political issues. A sad sign of the times is Van’s Aircraft, the world’s largest manufacturer of kit aircraft, having filed for Chapter 11 bankruptcy protection. It is widely hoped that Van’s will recover in the coming year.

In countries other than South Africa, there has been little good news. In Europe and the UK, where general aviation is generally quite free and fair, the eye-wateringly high costs of private aviation coupled with intense regulatory regimes continues to shrink the opportunities of the private aviation sector to afford to fly, other than for the well-heeled and highly determined.

There is little fanfare in other countries such as Australia, New Zealand and South American countries where general aviation has traditionally been strong. For most other countries, well, let’s say things are quiet.

" on condit ion” beyond TBO

In South Africa, the decline continues apace. As canvassed in my previous articles, regulation January 2024

and infighting continues to pick the bones of private aviators clean, in the mistaken belief that they provide a bottomless trove of money to prop up both the SACAA and several commercial aviation enterprises of dubious repute. The litany of SACAA’s dithering and disaster is endless, from the shocking revelations emanating from the tragic accident of their own Cessna Citation and their unconscionable effort to cover up their own indiscretions, to their persistence in trying to restrict GA aircraft, take control of small airstrips for the purpose of collecting revenue from landowners, endless paperwork for which they expect payment for no purpose, the virtual collapse of air navigation services at larger airports, increasing tariffs and any other revenue they can somehow generate without actually providing useful services.

political considerations of the SA Government’s cozying up to international pariahs like Russia, Belarus and Middle Eastern states and organisations – all the while loudly – and falsely – screaming “neutrality”! What is most disappointing is that the participants in general aviation in SA are very fractured at present. Confusion reigns supreme – and almost everyone has something to say about current issues, but they are mostly wrong. One particularly concerning issue was the response to SACAA’s plans to increase the aviation fuel levy over the next few years. The DA Shadow Minister of Transport, Chris Hunsinger, galvanised the media into a frenzy that this would hurt the public by increasing already-expensive air tickets. However, this is quite incorrect. The Convention prohibits taxation of fuel, lubricants and parts on international flights.

t he de cline cont inues apace

After more than 11 years at SACAA’s helm, Civil Aviation Director Poppy Khoza’s second term came to an end in December 2023, but she’s reportedly has had her contract renewed for another five years. Since her remuneration peaked at around R8.6 million in the years prior to Covid-19, she has sufficient motivation to hang in there for a while longer. However, considering her past performance, it appears likely that she will be presiding over an organisation that will stay focused on finding and killing ever more geese that may lay golden eggs to fund the bloated bureaucracy’s huge salary bills – while fighting rearguard actions against all the blunders and miscalculations that SACAA leaves in its wake.

Unfortunately for South African aviation, these blunders, cover-ups and general indiscretions do not go unnoticed by other nations. There are already rumblings at ICAO about SA’s privileged membership of the 32-nation ICAO Council and whether our track record warrants SA’s influence internationally. This, particularly in the light of the

January 2024

In a vain attempt to gather a few pennies, the fuel levy exempts commercial passenger flights altogether. So, it has no effect on the consumer that Hunsinger so valiantly seeks to defend. On the other hand, the levy is extracted from fuel manufacturers, importers and wholesalers. This raises the question: how on earth are the fuel suppliers supposed to know in advance which litre of fuel is going to be propelling paying passengers and which litre is going to be used for private pilots frolicking on weekends – before the fuel is even delivered to the pumps? SACAA’s levy, albeit small, clearly targets private aviators and flight training schools, but is so ludicrously unworkable as to be laughable. Another issue that has caused an uproar is the ongoing AIC18.19 issue, the recommendation by engine manufacturers Lycoming and Continental that their engines be overhauled every 12 years, regardless of hours flown.

Lycoming's Time Beteween Overhaul service instruction.

Many years ago our regulations made these manufacturers’ recommendations mandatory, thus threatening to immediately ground much of the general aviation fleet. AIC18.19 was hurriedly introduced to exempt everyone from this requirement while our regulations were reformulated and gave everyone an opportunity to comply, where necessary.

At the time, FAA and EASA regulations (which are referenced in both Lycoming and Continental’s Service Instructions) allowed for non-commercial operations to continue to utilise engines beyond 12 calendar years since overhaul and beyond TBO (hours beyond overhaul recommendations) on provisos that the engines are signed out by a maintenance engineer after having been inspected for oil leaks, cylinder borescoping, etc. January 2024

Our regulations were later updated in line with international practice, allowing private operators to continue running their engines “on condition” beyond 12 years and beyond TBO. Commercial, training and hire-and-fly operators would be required to comply with manufacturers’ recommendations. This is also in line with ICAO’s view that private operators largely carry the responsibility for their own safety and that of their passengers, but that commercial operations must be held to higher standards of safety. When the AIC18.19 exemption was withdrawn in October, a few groups, notably the Commercial Aviation Association (CAASA) protested vigorously. In a press release CAASA’s Kevin Storie said, “What makes a SAFETY mockery [sic], one can fly their entire family and friends in the same aircraft if it is deemed not commercial based on the provisions currently in place.”

While on this subject, AOPA South Africa is frequently asked by foreign pilots wishing to tour Southern Africa for recommendations for operators who can provide services and aircraft locally for their adventures. This is a great source of tourist revenue for the country and operators who provide training and aircraft, as well as regulatory compliance. AOPA has been reluctant to recommend operators who merely lease in aircraft from private owners where maintenance may not comply with international standards and practices. For this reason, many local operators now operate aircraft that are registered with the FAA and maintained to their standards. It appears that the number of N-registered aircraft in SA is growing day by day.

hang in t he r e f or a w hile longe r

Well, yes. That’s the way it works all over the world. Private operators must keep in mind that they are themselves responsible for safety, while revenue-earners are subjected to more stringent standards. Another group, the “Aviation Watch Action Committee” threatened SACAA with legal action if AIC18.19 is not re-instated. The upshot was that SACAA extended the AIC for another six months, but also (and without proper industry consultation), ripped the relevant subsections out of CAR Part 43 and inserted them into the Technical Standards, omitting the provision of operating these engines on condition beyond TBO. Due to this state of affairs, AOPA will need to put effort into beating the regulations back into some kind of sense.

January 2024

My view is that it seems absurd that CAASA members appear to be commercially operating aircraft with run-out engines. If an aircraft that is being operated for reward has never seen an overhaul for over 12 years, perhaps that operator should not be in business. Regulations that are intended for private or experimental operations should simply never be applied to commercial operations – and that is why we have this mess. It is doubtful that under Poppy Khoza’s extended regime much will improve during 2014. j

NEWS

ROLLS-ROYCE PULLS OUT OF ELECTRIC ENGINES

ROLLS-ROYCE HAS ANNOUNCED that it is stopping its work on developing electric engines and selling the division. The sale of the electric business division is expected to bring in between £1 and £1.5 billion to Rolls-Royce. The move was announced by CEO, Tufan Erginbilgic, during the firm’s annual Capital Markets Day on 28 November 2023. Rolls-Royce is betting on sustainable aviation fuel (SAF) as the main driver of decarbonisation for the aviation industry. All of Rolls-Royce’s in-production engine types will be able to run on 100% SAF.

The engine maker is optimistic about its new UltraFan, an improved efficiency engine which was successfully tested earlier in 2023. RollsRoyce expects UltraFan engines to power both widebody and narrowbody aircraft in the future. Rolls-Royce also noted that it sees opportunities in the executive aviation segment and is targeting 8-9% growth in Pearl engine deliveries. Rolls-Royce is currently in the middle of a restructuring programme to turn itself around and boost profitability. The pandemic had a strong impact on the engine maker, as the company’s service revenues depend heavily on the number of hours engines are in use.

Rolls-Royce is pulling out of all-electric plane development. January 2024

GADGET OF THE MONTH

SPECIAL RULES AREA CHARTS Guy Leitch

– JOHANNESBURG AND CAPE TOWN Imagine an aviation chart that has all the essential ground detail like roads and mountains and towns, yet doesn’t need an iPad or a whole EFIS system to display. IMAGINE A CHART THAT doesn’t rely on batteries that will unexpectedly let you down. Imagine a map that covers a large area in detail, yet that weighs a few grams and can be reduced to just the size of a cell phone?

A snapshot of the detailed yet user-friendly Eisenschmidt chart for JHB Special Rules Area.

I have great news – such a map exists. The big secret is that it’s made of paper. And even better, it’s made by methodical Germans, so we can expect it to be accurate. Call me old school – but I love maps – or more accurately – charts. The great news is that such a product has arrived in South Africa. Made by Eisenschmidt, the well-known map maker (wellknown in Europe anyway), this is the chart that we should have had all along, starting from when Pontius was still a navigator. At South Africa’s AERO Expo in July, Eisenschmidt shared a stand with Aviation

January 2024

Direct, the maker of the South African industry standard EasyPlan flight planning and EasyCockpit navigation software. As a long-time user of EasyPlan and EasyCockpit, I have often moaned to owner Andrea Antel that it would be so much better if

her navigation software could at least have key ground features marked out. After all, when flying VFR, you are supposed to look out the window and recognise things to know where you are, especially in complicated airspace like the Joburg Special Rules Area.

The Cape Town Special Rules Area is the latest addition.

My wish has now been answered – and far better than I dared hope. Andrea has teamed up with Eisenschmidt to produce the chart we always wanted, at least of the Joburg and Cape Town Special Rules Area – so far. They give you the best of both worlds; you can have a good old fashioned 1:250,000 paper map – or you can have it running as the background to your EasyCockpit electronic gadgetry. Eisenschmidt have been around since before flying was even invented. The business was founded in 1880 by Rudolf Eisenschmidt in Berlin. In September 1909 the first chart for airships made its debut and this was the forerunner of today’s aeronautical charts. Eisenschmidt became the industry standard in aviation charts. And it shows in this new South African offering. The Joburg Special Rules Area chart has everything you could ever think of – and lots more you didn’t think of. A feature I particularly liked is that the latitude and longitude is printed along the back edge of the map. To find the coordinates of any one place you simply fold the edge over and read them off. But the best part is the detail of aeronautical features like airports and reporting points – and also the detailed instructions - such as how to fly the Kyalami VFR Blue route or the Pinedene route. All the details are in plain easy to find notes on the chart. Most importantly too – all the key features you need are marked in big letters – such as the frequency you should be on. On the back of the chart there is all the info you could want, such as a diagram of the semicircular rule, and of the types of airspace, to name just a few.

The aeronautical information comes from Andrea Antel’s Aviation Direct. She used to be the approved provider for Jeppesen charts until they stopped printing them, and she also publishes the essential reference work ‘Airfields of Southern Africa’. She too is methodical about the quality of her data – so the chart is reliable. While I really like this new product, I have a minor niggle. The detail of each airfield on the chart I would have like to see the 4 numbers that denote runway alignment (eg – 06/24). I have embarrassed myself too many times arriving at an airfield and then calling, “ZS-OFH, I will join overhead for landing on runway ‘ahh errm – the westerly one’. But this new chart really is the best thing since Christmas. For now you can have it in paper but also in the near future on EasyCockpit software. As it is still in development the price has not yet been finalised, but Andrea is keen to keep it under a very affordable R300. Andrea now has the definitive first version for JHB and the Cape available for sale. It is obtainable from all good aviation shops or from - Aviation Direct - +27 72 340 9943 (Andrea) or visit www.aviationdirect.co.za j

January 2024

Flying in Africa ! ... it’s what we love.

©Shaun Barron over Harties

Tel. +27 11 465 2669 • 072 340 9943 email: info@aviationdirect.co.za

www.aviationdirect.co.za

Who we are and What we do No matter if you are a PPL or a CPL, fly as a hobby or a full time employed pilot, pre-flight planning is imperative. Pre-flight planning is not only limited to the paperwork the night before your flight, but it also includes route and destination knowledge, runway conditions, fuel availability, en route weather, change of frequencies at airspace boundaries and so on. The more informed you are, the easier it is to make decisions during flight that could ultimately impact on the safety of the flight. And, of course, the more relaxed you are as a pilot. This is why many pilots in Southern Africa use EasyPlan for pre-flight planning, which takes the work out of preparing the paperwork for your flight. EasyPlan boasts the most extensive airfield database for Southern Africa and provides the user with regular aeronautical updates. Aviation Direct scrutinise NOTAMs, check AICs, AIPs and Supplements and make sure that you have the latest information available to keep you on top of all aeronautical changes. The Aircraft Weight & Balance section provides you with an invaluable tool that calculates your aircraft gross weight and shows whether your intended flight is within safe limits. EasyPlan also includes a free Electronic Logbook to keep track of your flying hours. Send your flight plan to EasyCockpit, the GPS moving map software for Apple iOS or Android mobile devices,

January 2024

and you really shouldn’t get lost. EasyCockpit gives you peace of mind, improves your situational awareness, and at the same time provides the latest aeronautical data. Add a weather subscription to these products for a good overall picture of conditions. EasyWeather can be downloaded onto EasyPlan at pre-flight stage and into EasyCockpit before and during flight. The satellite and radar overlays in real time provide a clear overall depiction of the weather situation. Wind forecasts are available on a grid showing wind speed and direction as well as humidity, dew point and cloud coverage at different flight levels. There you can possibly find those elusive tail winds. Click on the weather camera symbol at the airfields and you should get an instant view of local conditions. And by the way, AviationDirect together with www.aviationwebcams.co.za, are assisting airfield owners to set up aviation weather cams. This is a very useful feature for all airfield owners to improve safety and decisionmaking options for pilots. A valuable source of comprehensive airfield information and useful tips on flying in Africa, have always been our Airfields directories. Because, for the past 26 years, we really have been passionate about gathering and revising airfields information.

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.

Tel No: + 27 11 701 3862 Email: info@aeronav.co.za Website: www.aeronav.co.za j

P P L T O AT P L T R A I N I N G A N D E V E RY T H I N G I N B E T W E E N SA Flyer 2023|08

T R A I N O N T H E M O ST M O D E R N F L I G HT S I M U L AT O R AVA I L A B L E I N S O UT H A F R I C A • Now certified for TCAS training . • R N AV a n d G N S S Certified on all flight models from single engine to turbine.

W IT H N E W V F R L E V E L

TERRAIN GRAPHICS

CONTACT US OR VISIT OUR WEBSITE FOR MORE INFORMATION: Tel: 011 701 3862 E-mail: info@aeronav.co.za Website: www.aeronav.co.za SACAA ATO No: SACAA/1110/ATO

January 2024

LETTERS

LETTERS:

LEAN OF PEAK – AGAIN! Editors comment – Eight years ago we published an article by Paul Ferraris who demonstrated by flying Guy Leitch in his Seneca 5 that lean of Peak (LoP) saves fuel and keeps the engine cooler. This article has been dug up in the USA. PATRIC BARRY WRITES: “I take exceptional offense at the Lean Of Peak article by Paul Ferraris. It is grossly inaccurate. His article states that: “It has been accepted by all major engine manufacturers that running LoP is beneficial to engine longevity.” This statement is meant to denote credibility to what is a personal opinion. Lycoming has no operating chart for LoP and does NOT recommend it for their engines. I have not contacted Continental, but I expect their response to be similar to Lycoming.

January 2024

GAMI sells fuel injectors for aircraft engines. Their system is simple: [ text omitted] they test flow injectors with orifices that are smaller and other a tiny bit larger and place them effectively so that each cylinder receives the same amount of fuel. It is a balancing system, and it works. Their point is that Lean of Peak requires a balanced fuel flow, and so their support of LoP helps them sell more injectors. But, in other words, if an aircraft owner is going to fly Lean of Peak then he should use GAMI injectors. I have no argument with this, but I do have an argument with running lean of peak.

Lycomings te nd to las t longe r

I have worked on engines that have been run Lean of Peak and I have found brazed cylinders from the heat. I’ve been to engine overhaul shops that have shown me where engines with less than half of engine life have come in for overhaul because they have been run Lean of Peak.

[Editor’s Note – I have significant problems with most of the claims Mr Barry makes about fuel burn and temperatures.]

Lean of Peak is a lean mixture and results in incomplete combustion. The problem with this is that the fuel mixture which is unburned

The original LoP article from 2015 that has resurfaced. January 2024

Why do we lean the mixture?

continues to burn in the exhaust manifold and the exhaust. The heat distribution in the cylinder is uneven, and it is this which damages the pistons and cylinders. While an engine monitor might display from a probe that is in a cylinder and another in the exhaust pipe, the readings are those from a specific position and do not average, and the probes miss the hot areas of the cylinders. Fuel not only burns, but it cools, and for longevity the cylinders need the cooling benefit of Rich of Peak. People become fixed in a position, whether it be religion, politics, the choice of grease or engine oil, and Lean of Peak or Rich of Peak. Articles like the one that you published claim to represent evidence that LoP is beneficial for an air cooled aircraft piston engine. It’s not. Pilots want to save money on fuel, but everyone that I know states that LofP results in lower fuel burn and lower horsepower. Put another way, the BTU value of fuel is absolute – a quantity of fuel is capable of producing a predictable amount of heat and any scientist can explain that burning less fuel produces less energy, and this translates to lower horsepower and lower airspeed.

but it would have helped in this case to have contacted the engine manufacturers for verification, and gained opinion from experienced maintenance facilities as to the longevity of engines that are run LoP. [….] I have over 11,000 hours of general aviation time, have flown and worked on almost all the best known brands of light aircraft. I am a Piper Comanche Expert and contribute to the international Comanche society by being the technical group lead. I write and publish articles, although that is not my prime occupation. These days we do webinars although ICS [which ] has a magazine to which I have contributed. I do not work for any of the engine manufacturers.

old w ive’s t ales w it hout any s cie nt i f ic back -up

Your article is being distributed by people who now are promoting Lean of Peak. It’s unfortunate because while your article purports to support LoP, and while your lawyer author misleads when he states; “It has been accepted by all major engine manufacturers that running LoP is beneficial to engine longevity”, the evidence shows that LoP does NOT extend engine life, just the opposite, Good luck with your future article publication

January 2024

I fly and own a twin Comanche and I am also resurrecting a Comanche 260 that suffered a gear collapse. I know every inch of these aircraft. I also am Citation rated and right seat Gulfstream 4 and Falcon 50 and 900 rated. Regarding lean of peak, just this week I had a

call from a Comanche 400 owner who has been flying LoP and he has been suffering exhaust issues. He had an exhaust weld failure and has presently got cracks in his exhaust manifold. I asked him if he had been flying Lean of Peak, and he said yes, and I suggested a name of an exhaust manufacturer that he could call. However, the fact of it is that his exhaust has been running too hot and that’s result of Lean of Peak, because unburned fuel keeps burning outside the cylinders. Your article was sent to me by someone who saw it posted on a Piper forum. People post on these forums expressing a position, for or against, because they like to talk. But in this case your article was presented as evidence of the merits of LoP. I disagreed.

rings crack, but that largely comes from shock cooling. Pat Barry

Paul Ferraris replies [Patric Barry] ….. has got his facts arse about face! The statement that “Lean of Peak is a lean mixture and results in incomplete combustion. The problem with this is that the fuel mixture which is unburned continues to burn in the exhaust manifold and the exhaust. The heat distribution in the cylinder is uneven, and it is this which damages the pistons and cylinders”” couldn’t be further from the truth! This is what happens running ROP (rich of peak) as there is an excess of fuel. LOP burns every ounce of fuel.

r es ult s in incomplete combus t ion

I know there are people who are committed to the lean of peak philosophy, but the fact of it is that it’s not really saving money. I believe that running an engine and avoiding shock cooling, using a synthetic or semi synthetic oil with regular oil changes, and flying an aircraft regularly extends the life of an engine.

The very first engine on which I assisted for an overhaul was off a Cessna 180 and turned out to have 4000 hours since major. The owner bought it at 2000 hours understanding that it had been overhauled but when we saw the bearings it was clear that this was 4,000 total time. The point being that if an engine is treated properly it can go for a very, very long time. Lean of peak does not extend engine life. Lycoming engines have cases that are made of harder steel than those of Continental, so the Lycomings tend to last longer while Continentals crack. Lycoming engines do tend to get cracks around the exhaust ports and compression

GAMI said a long time ago that the maintenance engineers were the hardest to convert, even after seeing the empirical data. The “old wive’s tales” continue even without any scientific back-up. The biggest old wives tale relates to running LOP and heat. Empirical data shows that cylinder heads are cooler when running LOP. You saw it yourself in my aircraft. Yet this experienced A and P states “running LOP is hotter! The fact that he states the major engine manufacturers have not endorsed LOP is crap! All new Cirrus, Beech piston aircraft have performance tables for running LOP in the POH. Paul Ferraris

j January 2024

F L I G HT S A F E T Y T H R O U G H M A I NT E N A NC E Fuel Prices as at 17/11/2023 Fuel Prices as at 13/12/2023 Aero Engineering and Powerplant FUEL TABLE Prices include VAT but exclude any service fees Prices include VAT but exclude any service fees Jet A1 Airfield Avgas Jet A1 Prices as atAvgas 17/11/2023 Prices as at 13/12/2023 FuelAirfield Prices as at Fuel 17/11/2023 Fuel Prices as at Fuel 13/12/2023 Baragwanath R32,50 Baragwanath - FASY R33,00 Prices exclude Prices exclude any service fees Prices include VAT but include excludeVAT any but service fees anyRservice include VAT but include excludeVAT any but service fees Beaufort West FABW R32,25 26,70fees Prices Beaufort West - FABW R32,25 R 25,85 Airfield AvgasR33,53 Jet A1 Airfield Jet A1Avgas Airfield - FABL Airfield Avgas R32,00 Jet A1AvgasR20,30 Bloemfontein R20,86 Jet A1 Bloemfontein Baragwanath - FASY R33,00 R34,00 R33,00 Baragwanath R32,50R35,00 R32,50 Baragwanath - FASY Brakpan Baragwanath Brakpan - FABB Beaufort West FABW R32,25R30,45 R32,25 Beaufort R 26,70Brits Beaufort West - FABW R32,25 R29,20 R32,25 R 25,85 Beaufort R 26,70 West- FABS - FABW R 25,85 Brits West FABW R33,53 R20,86Cape Town Bloemfontein R32,00R19,50 R20,30 Bloemfontein R33,53R34,04 R20,86 - FABL R20,30 Cape Town Bloemfontein R21,39 Bloemfontein - FACT - FABL R32,00 R33,35 Brakpan Brakpan --FABB R34,00 Brakpan R35,00R33,00 R35,00 BrakpanCape - FABB R34,00 R34,00 Cape Winelands FAWN Winelands FAWN Brits - FABS R29,20 BritsEagles CreekBrits R30,45R33,00 R30,45 Brits - FABS R29,20 R30,50 Eagle's Creek Cape Town R34,04 R21,39 Cape Town FACT R33,35R20,37 R19,50 CapeEast Town R34,04 R21,39 Cape Town FACT R33,35 R19,50 London R32,41 R21,37 East London - FAEL R35,84 Winelands FAWNR33,00 R33,00 Cape WinelandsCape Winelands - FAWN R34,00 CapeErmelo WinelandsCape FAWN FAWN R34,00 R30,94 R31,51 R25,18 Ermelo --FAEO R24,73 Eagles Creek R33,00 Eagle's Creek Eagle's Creek R30,50 Eagles Creek R33,00 R30,50 Gariep Dam R33,50 R23,00 Gariep Dam - FAHV R35,50 R23,00 East London R32,41 East R21,37 East London - FAEL R35,84 R20,37 East London R32,41 R21,37 London - FAEL R35,84 R20,37 George R33,08 R20,69 George - FAGG R36,31 R19,49 Ermelo R31,51 Ermelo R25,18- FAEO Ermelo - FAEO R30,94 R24,73 Ermelo R31,51 R25,18 R30,94 R24,73 Grand Central R33,98 R33,50 R21,78 R23,00Grand Central - FAGC R33,98 R24,67 Gariep Dam Gariep Dam - FAHV R35,50 R23,00 Gariep Dam R33,50 R23,00 Gariep Dam - FAHV R35,50 R23,00 Heidelberg George - FAHG R33,08 George R20,69-Heidelberg - FAGG R36,31R21,50 R19,49 George R33,08R34,50 R20,69 FAGG George R36,31 R31,00 R19,49 Hoedspruit R23,44 Grand Hoedspruit Civil - FAHT R33,98 R21,78 Grand Central - FAGC R33,98 R31,66 R33,98R27,90 R24,67 Grand Central Grand Central R33,98R33,04 R21,78 Central - FAGC R24,67 Kimberley Heidelberg R15,65 Heidelberg Kimberley - FAKM - FAHG Heidelberg R31,00R19,22 R21,50 Heidelberg R34,50R33,40 R34,50 - FAHG R31,00 R31,95 R21,50 Kitty Hawk Hoedspruit Hawk - FAKT Civil - FAHTR31,66 R34,80 R33,04 Hoedspruit R23,44Kitty Hoedspruit R31,66 R27,90 Hoedspruit R33,04R37,70 R23,44 Civil - FAHT R27,90 Klerksdorp Kimberley R24,22 Kimberley - FAKD- FAKM R33,40 R15,65Klerksdorp Kimberley R31,95R28,09 R19,22 Kimberley R33,40R32,86 R15,65 - FAKM R31,95 R31,65 R19,22 Kroonstad - FAKS Kitty Hawk Kitty Hawk - FAKT R34,80 KittyKroonstad Hawk R37,70R34,04 R37,70 Kitty Hawk - FAKT R34,80 R32,32 Klerksdorp R32,86 R24,22Kruger Klerksdorp - FAKD R31,65R28,37 R28,09 Kruger Intl Nelspruit R25,15 Klerksdorp Mpumalanga Intl -FAKN Klerksdorp R32,86R33,95 R24,22 - FAKD R31,65 R33,95 R28,09 - FAKS R32,32 Kroonstad R34,04R32,50 R34,04 Kroonstad - FAKSKroonstad R32,32 R30,00 KrugersdorpKroonstad Krugersdorp - FAKR Kruger Intl Nelspruit R33,95R34,04 R33,95 R25,15Mpumalanga Intl -FAKN R34,73 R33,95R24,84 R28,37 Kruger Intl Nelspruit R25,15 IntlMpumalanga -FAKN R33,95 R28,37 Lanseria R23,00 Kruger LanseriaKruger - FALA Krugersdorp - FAKR R30,00 NO FUEL R30,00 Krugersdorp R32,50R34,04 R32,50 - FAKR Margate Krugersdorp R23,06 Krugersdorp Margate - FAMG NO FUEL R34,04 R23,00Middelburg - FALA R34,73R25,99 R24,84 Lanseria R34,04R37,95 R23,00 - FALA Lanseria R34,73 R33,00 R24,84 MiddelburgLanseria R23,00 Lanseria - FAMB R34,04 Margate R23,06Morningstar NO FUEL NO FUEL Margate R34,04R34,56 R23,06 - FAMG Margate - FAMG NO FUEL R32,25 NO FUEL MorningstarMargate R37,95 R23,00Mosselbay Middelburg R33,00R23,00 R25,99 Middelburg R37,95R37,50 R23,00 - FAMB R25,99 Mosselbay Middelburg R20,50 Middelburg - FAMO - FAMB R33,00 R37,50 Morningstar Morningstar R32,25 Morningstar R34,56R32,32 R34,56 R32,25 R33,41 Nelspruit R28,44 Morningstar Nelspruit - FANS R26,14 Mosselbay R37,50 Mosselbay R20,50 - FAMO Mosselbay - FAMO R37,50 R23,00 Mosselbay R37,50 R20,50 R37,50 R23,00 Oudtshoorn FAOH R35,19 R23,10 Oudtshoorn - FAOH R35,19 R23,10 Nelspruit R32,32 Nelspruit R28,44 - FANSNelspruit - FANS R33,41 R26,14 Nelspruit R32,32 R28,44 R33,41 R26,14 Parys POA POA Parys - FAPY R28,99 R22,23 Oudtshoorn FAOH R35,19 Oudtshoorn R23,10 Oudtshoorn - FAOH R35,19 R35,19 R23,10 Oudtshoorn FAOH R35,19 R23,10 - FAOH R23,10 Pietermaritzburg R37,70 POA R24,32 POA Pietermaritzburg - FAPM R34,00 Parys Parys - FAPY R28,99R28,10 R22,23 Parys POA POA Parys - FAPY R28,99 R22,23 PietersburgPietermaritzburg Civil R23,70 Pietermaritzburg Civil - FAPI - FAPM R37,70 R24,32Pietersburg Pietermaritzburg R34,00R24,45 R28,10 Pietermaritzburg R37,70R31,80 R24,32 - FAPM R34,00 R29,95 R28,10 Plettenberg Bay R25,00 Pietersburg Bay - FAPG FUEL Civil R31,80 R23,70Plettenberg Civil - FAPI R29,95 NO R29,95R25,00 R24,45 Pietersburg CivilPietersburg R31,80R34,60 R23,70 CivilPietersburg - FAPI R24,45 Port Alfred Alfred - FAPA Bay - FAPGNO FUEL R33,50 R34,60 Plettenberg R25,00PortBay Plettenberg NO FUEL R25,00 Plettenberg Bay Plettenberg Bay R34,60R33,50 R25,00 - FAPG R25,00 Elizabeth R24,84 Port Alfred Port- FAPA Elizabeth - FAPE Port Alfred Port Alfred - FAPA R33,50R23,46 PortPort Alfred R33,50R35,19 R33,50 R33,50 R33,47 POA Port Potchefstroom - FAPS- FAPE R33,47 R28,99 R35,19 R24,84 Port Elizabeth R33,47R22,23 R23,46 PortPotchefstroom Elizabeth Port Elizabeth R35,19 POAR24,84 Elizabeth - FAPE R23,46 Rand R23,98 Potchefstroom Potchefstroom POA Rand - FAGM - FAPS R28,99 R35,75 R28,99R27,50 R22,23 Potchefstroom POA R34,10POA POA -Potchefstroom FAPS R22,23 Rand R34,10 Rand R23,98 Rand - FAGM R35,75 R27,50 Robertson - FARS RandRobertson FARS R34,10R33,00 R23,98 - FAGM R35,75 R32,00 R27,50 FARS R32,00R23,65 Robertson FARS Robertson R33,00R31,30 R33,00 - FARSRobertson R32,00 R31,00 Rustenberg FARG R23,65 Robertson Rustenburg - FARG- FARS Rustenberg FARG R31,30 R23,65Secunda Rustenburg - FARG R31,00R25,88 R23,65 Rustenberg R31,30R33,00 R23,65 - FARG R31,00 R33,07 R23,65 SecundaFARG R25,88 Rustenburg - FASC R33,00 R25,88Skeerpoort - FASC to collect R33,07R19,99 R25,88 Secunda - FASC Secunda R33,07 R26,75 R25,88 Skeerpoort Secunda *Customer to collectR33,00 POAR25,88 POA Secunda *Customer Skeerpoort *Customer to collect POA Springbok Skeerpoort *CustomerR26,75 to collectR33,93 R26,75R27,03 R19,99 Skeerpoort *Customer to collect POA *Customer to collect R19,99 Springbok POA POA POA POA Skeerpoort - FASB Springbok POA Springs - FASB R33,93 R27,03 Springbok POA R33,70POA POA Springbok - FASBSpringbok R33,93 R28,00 R27,03 Springs - FASI Springs R33,70 Springs FASI R28,00 Springs R33,70 Springs FASI R28,00 Stellenbosch R33,20 Stellenbosch - FASH R35,00 R33,20 Stellenbosch - FASH Stellenbosch - FASH R35,00 R35,00 Stellenbosch Stellenbosch R33,20 Swellendam FASX R33,80 R22,50 Swellendam - FASX R32,70 R22,50 Swellendam FASX R33,80 Swellendam R22,50 Swellendam - FASX R32,70 R32,70 R22,50 Swellendam FASX R33,80 R22,50 - FASX R22,50 Tempe R34,04 R25,33 Tempe - FATP R31,88 R23,69 Tempe R34,04 Tempe R25,33- FATP Tempe - FATP R31,88 R23,69 Tempe R34,04 R25,33 R31,88 R23,69 Thabazimbe POA POA Thabazimbi - FATI R29,49 R22,73 Thabazimbe POA Thabazimbi - FATI R29,49 R22,73 Thabazimbe POA POA POA Thabazimbi - FATI R29,49 R22,73 Upington Upington R34,00 R34,00 R24,00 R24,00Upington - FAUP R35,19 R35,19R25,99 R25,99 Upington R34,00 R24,00 Upington - FAUPUpington - FAUP R35,19 R25,99 Virginia Virginia R23,12 Virginia - FAVG - FAVG R35,19 R23,12Virginia R33,24R23,58 R23,58 Virginia R35,19R35,19 R23,12 - FAVG Virginia R33,24 R33,24 R23,58 Vryburg Vryburg POA Vryburg - FAVB - FAVB POA Vryburg R30,15R22,99 R22,99 Vryburg POA POA POA POA - FAVB Vryburg R30,15 R30,15 R22,99 Warmbaths FAWA Warmbaths - FAWA- FAWA R29,00 R29,00 Warmbaths FAWA Warmbaths R29,00 Warmbaths FAWA R30,30R30,30 R30,30 Warmbaths - FAWA Welkom Welkom R25,33 Welkom - FAWM- FAWM R34,04 R25,33Welkom R32,09R23,69 R23,69 Welkom R34,04R34,04 R25,33 - FAWMWelkom R32,09 R32,09 R23,69 Wings EL R23,50 Wings Wings EL Park EL Park EL R33,50 R23,50 Wings R33,50R23,50 R23,50 Wings ParkPark EL Wings R33,50R33,50 R23,50 Park EL Park R33,50 R33,50 R23,50 Witbank R25,33 Witbank - FAWI - FAWI Witbank FAWI R33,00 R25,33Witbank R33,00 Witbank FAWIFAWI R33,00R33,00 R25,33 - FAWIWitbank R33,00 R33,00 POA Wonderboom R27,25R20,49 R20,49 POA Wonderboom POA POA POA POA R27,25 R27,25 R20,49 Wonderboom - FAWB Wonderboom Wonderboom -Wonderboom FAWB - FAWB Worcester R29,50 Worcester R34,31R34,31 R34,31 Worcester - FAWC R29,50 R29,50 Worcester Worcester Worcester - FAWC- FAWC change newprices delivery. 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AMO No: 227

74HangarJanuary 2024 no 4, Wonderboom Airport, Pretoria

aeroeng@iafrica.com (012) 543 0948/51

AMO 227

FLIGHT SAFETY THROUGH MAINTENANCE

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

January 2024

BOOK REVIEW Guy Leitch

POOLEYS AIR PILOT’S – SOUTHERN AFRICA SERIES

Volume 4H. The Helicopter – Technical Pooleys have become the industry standard for ab-initio flight training books in the UK and Europe. This month I look at Air Pilot Manual #4H: The Helicopter – Technical DESPITE THE HIGH COSTS of helicopter training and the general decline in affordability due to the weak Rand and high cost of maintenance and fuel, ab-initio helicopter training has shown a steady growth in South Africa. Further, South African flight schools are increasingly becoming the preferred training ground for students from across Africa, the Middle East and India. When Pooleys books launched their Southern African series at the AERO Expo at Wonderboom this year, I was intrigued by how Pooleys has tackled the daunting challenge of becoming the standard reference work for the specialist market of helicopter training, particularly in South African conditions.

mode ls of s implicit y and clar it y

The requirement for success in producing standard reference works are an excellent authoritative text, plus great diagrams and layout, especially for the more technical aspects of helicopter operations – which is what Book #4H covers.

January 2024

A quick flip through all the Pooleys books will show that the layout and diagrams have elevated this niche publishing art to a new level. The diagrams, in particular, are models of simplicity and clarity. Importantly too, the text is organised into clear topics with headings and introductions that take the student seamlessly from one subject to the next. The technical aspects of helicopter operations can be a daunting subject for non-aviation minded people who have always wanted to become a real helicopter pilot.

Pooleys has not yet released a Southern African edition for ‘The Helicopter – Technical’ but the lessons are universal, and the book covers everything you need to know – either in South Africa – or the UK. Pooleys ‘The Helicopter’ is presented in five clearly defined sections: •

An overview covering the forces of flight, being Weight Lift, Airspeed and Drag.

•

Principles of Flight for helicopters.

•

Helicopter General Knowledge with chapters on Transmission systems tail rotors and engines.

•

Operational Procedures.

•

Flight Performance and Planning.

Pooleys has produced an excellent refernce work on The Helicopter - Technical

These are all complex subjects. Topics such as vortex ring state, translational lift and loss of tail rotor effectiveness, are presented with great clarity and are easy to comprehend.

t he les s ons ar e unive r s al The book includes practice questions. This is important because the SACAA exams come in for steady criticism for their sometimes confusing questions. In the bad old days this may have been because the exams were first posed in Afrikaans and then translated into English. Nowadays the exams are set in English, but there’s still plenty of room for confusion. So the inclusion of typical industry questions is an essential for an industry standard international reference text.

has a comprehensive index which makes it easy to find specific subjects and thus is an invaluable ready-reference work. The books are available online, or from any good pilot supplies shop. Or order online from:https://www.pooleys. com/shop/category/books-ebooks-manualsresources/helicopter-flying/ j

Pooleys has been publishing aviation training material for more than thirty years. The book January 2024

BOOK REVIEW

POOLEYS AIR

PILOT’S MANUALS The Pooleys Air Pilot Manual series is a world-renowned reference for both the student pilot and instructor. THE AIR PILOT’S MANUALS aim is to standardise the quality of flying training, teaching and learning equipment through schools and their instructors. Pooleys says that all the aviation training publications they produce have been closely scrutinised by leading schools and instructors. Over 35 years more than 200,000 copies of Pooleys manuals have been sold. There are five SA volumes covering all the key aspects of the Private Pilots syllabus – excluding South African licence radio patter. Volume 4H The Helicopter Technical is not yet available in a Southern Africa edition. The textbooks are constantly updated edited and revised. The key volumes published for Southern Africa so far are: • Volume 1: Flying Training • Volume 2: Human Performance and Meteorology • Volume 3: Navigation

January 2024

• Volume 4: The Aeroplane: Principles of Flight and Aircraft General • Volume 5: Air Law and Flight Planning. Pooleys does not only produce books – they also have a strong online digital product range. Students are able to download the new SA manuals through the free Pooleys eBooks App and then in-app purchase the manuals. j

Pooleys Southern African series.

T: +44 (0)20 8953 4870 email: trade@pooleys.com

www.pooleys.com

Pooleys launches a new series of PPL Training Manuals for Southern Africa

Based on the hugely successful UK and EASA series of Air Pilots Manuals that have helped over 250,000 pilots complete their PPL, they have been created specifically for the Southern African market. Available now from:

www.pilotsnplanes.co.za

– Established 1957 –

Celebrating 66 Years Service to Aviation July 2024 2023 January

73 79

BOOK REVIEW

THE MiG DIARIES

BY EDUARDO GONZÁLEZ SARRÍA AND LIONEL REID Published by Mercury. Available in all good bookstores and online: R385.

EXTRACT: THE HUMBLE ASSASSIN How the humble SAAF Impala Mk 2 fought far above its weight class.

“Sometimes it is the people who no-one imagines anything of who do the things that no-one can imagine.” Alan Turing, The Imitation Game

On 30 September 1985 the Angolan and Cuban forces operating in Angola suffered a spate of helicopter losses that affected their ability to support their troops. For a long time they were not able to understand what had happened to their valuable helicopters and pilots. They assumed it must have been ground to air missiles fired from deep within Angola. The truth was to be a big surprise – and humbling. The MiG Diaries is by far the best book on the Angolan air war.

January 2024

THE MIG DIARIES WRITES: When Lionel and Eduardo started collaborating on this book, one of the challenges Eduardo laid down was to get “the full account of that day’s events”. So began a task that felt something like initiating a cold-case accident investigation decades after the event. Even though it is probably impossible for every detail to be known in its entirety, the narrative that follows blends Eduardo’s original recollections with accounts of many of the principal protagonists in the air. Together, and in their own words, they have supplied the many pieces of an intricate puzzle.

The following morning brought an early start to the flying programme, with Eduardo on the first sortie doing a short check-flight on Jorge Paez, the rookie. This was a non-negotiable before a first solo flight into the combat area. The checkflight proceeded satisfactorily, and Eduardo briefed the young pilot for what was to come next. “Take off ten minutes after our flight going to Mavinga. Climb to altitude overhead the airfield so that we can use you as communications relay if needed. Your aircraft will have no external stores. There should be no trouble at all. Come back into the landing pattern with 900 litres. The aircraft is more comfortable to land with that amount of fuel. That’s it. Bôa fortuna, meu filho. [Portuguese: ‘Good luck, my son.’]”

s t ill no ce r t aint y on how t hes e Hinds had met t he ir fate

When Eduardo first wrote down his account of this day in 1995, forming part of a chapter in his book he called “Cactus”, it was based on the limited information known in Cuba at the time. Back then, their pilot reports and the previous RWR warnings in the area were still the only evidence the Cubans had to rely on, leading them to believe that the CactusCrotale surface-to-air missile system may have played a role in the fateful events that transpired. Final confirmation of who exactly their enemy was that day would come only years later through the books of Dick Lord and others. ****************************************************** COLONEL BENÍTEZ BRIEFED the Cuban squadron on the evening of 29 September. “Tomorrow there will be a resupply mission with the Angolan helicopters to the brigades near the Lomba River,” he told the pilots. “A pair of Angolan Su-22s will be providing a diversionary attack. One of our flights will provide top cover. There are reports that South African Mirages are entering into the Mavinga area when the MiGs aren’t around, so be on your toes…”

One hour before takeoff, the pilots providing top cover met in the Angolan briefing room to receive final details for mission co-ordination: codes, frequencies, take-off times, call signs.

The mission plan was as follows. First, a group of Angolan helicopters consisting of Mi-17s and Mi-25s would lift off from Cuito towards the Angolan Light Infantry Brigades near the Lomba River to resupply them with food, ammo, batteries and spare parts. Seven minutes later the Su-22s would take off from Menongue, aiming to arrive near the battlefront at the same time as the first flight of choppers. The Sukhois would be conducting a diversionary strike, hoping to distract enemy attention away from the helicopters. Hanga would be leading the strike up front with Andrade as his wingman; the two were old friends. Last to get airborne would be the Cuban flight of four MiG-23s, providing air cover over the area.

January 2024

BOOK REVIEW

Lt. Col Eduardo Gonzalez Sarria in front on the 'Humble Assassin' - an Impala Mk2.

January 2024

Hanga and Eduardo enjoyed a friendship that went back many years. They had first met in 1976 when Hanga had been doing his initial flying training, and they had been together both in the USSR and in Cuba. Being of the same age, they could relate easily to each other, though Hanga’s life had revolved around a single goal: the struggle. While still a teenager, he had served with the guerrilla forces in Cabinda. By 1985, he had less overall flying experience than Eduardo, yet had completed many combat missions. Sitting in the cockpit, Eduardo read over the details noted onto the knee pad on his right thigh. The Cuban MiG-23 flight would be “Rum”, the Angolan flight “Cognac”. IFF would be channel eight. IFF (identification, friend or foe) is a transmitter on the aircraft that sends a signal identifying it as friendly to the radar interrogating it, to avoid a blue-on-blue incident. Eduardo turned the switch on his channel selector over to the figure eight. Ready. On the other side of the ramp the Angolan flight started their engines. The Cuban aircraft followed suit. Everything was running on schedule, and two minutes later they began their take-offs in the planned sequence.

The South Africans had noticed how these helicopters flew according to a set pattern while conducting resupply missions to the brigades, following the same routes and sticking to the same height, about 800-1,000m above ground to avoid small-arms fire. In war, it is a cardinal sin to be predictable, and on that day the gods of war would offer no absolution. Mossie made a quick calculation to determine when the choppers would arrive in the area of the brigades, and the timing was relayed on. As the Su-22s and MiGs climbed out from Menongue, another group of aircraft had been scrambled and was racing towards the Mavinga area.

“ Mis s ile! Mis s ile launche d! Br eak , br eak har d!”

Meanwhile, the group of Angolan helicopters had got airborne from Cuito – as soon as they did, the South Africans knew they were coming. An embedded reconnaissance team hiding close to the airfield notified SAAF command at Rundu that a resupply mission was on its way to the FAPLA brigades. UNITA also had the ability to monitor the tactical radio frequencies that the helicopters operated on, and the information was relayed to Commandant Mossie Basson in the SAAF operations room. It was the information he and Colonel Dick Lord had been waiting for.

Built under licence in South Africa, the Aermacchi MB-326K light strike fighter was named the Impala MkII by the SAAF. André van den Heever, the officer commanding 4 Sqn at the time, was tasked with the role of helping to stop the FAPLA advance against UNITA.

“On the 15th of September I had been summoned to SAAF headquarters in Pretoria,” he recalls. “My brief was to muster eighteen Impala MkIIs and get them to Rundu the next day. Most of the pilots and aircraft were from 4 Sqn, with a few from 8 Sqn. At sunset on the 17th, I led a sixteenship Impala ground attack strike,1 and while we were waiting for feedback on the results, a new tasking arrived: to intercept and shoot down the Angolan resupply helicopters.” Their first task was to establish if and how this might be possible. “We identified an area on our side of the border that had a similar topography to the planned area of operation in Angola. On the 23rd of September, a Puma helicopter was instructed to fly in this area at 3,000ft above ground following river lines and roads, thereby simulating Angolan helicopter operations. Our aim was to establish if visual detection,

January 2024

BOOK REVIEW positioning for an execution of an attack on the helicopter, was possible. It was a success and we were quite confident the job could be done.” The plan soon emerged, with six aircraft being configured to fly in three pairs. The most likely areas where the helicopters might be encountered were identified, nearly 300 kilometres north into Angola, and enclosed into a triangular shape consisting of three 28-kilometre legs. Each leg was approximately three minutes’ flying time, with the consensus being that the one most likely to produce results followed the Lomba River flowing in a westerly direction. “In this way we could ensure that each potential leg would always have two aircraft patrolling,” André explains. “Furthermore, the expected combat area was divided into numbered blocks of 5 x 5 nautical miles so that, in the absence of co-ordinates, we could report our positions to each other by referring to the applicable block.

The Impalas would patrol for as long as they could, until they reached “Bingo fuel” and had to return to base. At 08h55 on 30 September the call came, and the six Impalas scrambled in three pairs. Wayne Westoby, one of the 4 Sqn pilots, was in one of them. He takes up the commentary: “We had a January 2024

Another of the 4 Sqn pilots scrambled that morning was Dudley Trollip. He outlines their task: “The sortie was planned to be flown in a LOW-LOW-LOW profile. The 30mm DEFA cannon would be the weapon used, with the only external stores being two droptanks, so as to give us minimum drag and maximum time in the area. There were three rivers that we expected them to navigate on: the Lomba and two of its tributaries, the Cunzumbia and the Cuzizi. The lead pair was André van den Heever with Wayne Westoby as wingman. The second pair was Leon Maré and Skippie Scheepers. I was the wingman in the last pair to get airborne; my flight lead was Kevin Truter, and we were allocated the western portion of the Lomba to patrol. We ingressed at 300kts, down at tree-top height, our gunsights set to air-to-air mode.”

r e maining inve r te d unt il impac ting t he gr ound.

“Total radio silence was to be maintained. Even the Rundu control tower was briefed in this regard. Radio silence would be broken only in the event of an emergency or when combat commenced. A common radio frequency would be used for all six aircraft, and in addition there was a separate frequency for each pair; this would ensure optimum command and control. To ensure that the three pairs arrived at the designated starting point of the triangle three minutes apart, the take-offs would also be staggered in three-minute intervals.”

very good idea of the timeline for the choppers to get from Cuito to the Angolan brigades. Once there, the Mi-25s would orbit, giving cover while the Mi-8s or Mi-17s would take a few minutes to offload supplies and load personnel to take back to Cuito. From radio intercepts we had been informed that there were plans to extract the Soviet advisors who were embedded with the Angolan brigades. We hoped to hit the choppers on their way back with the Soviet advisors on board.”

It was an approach that had already brought the Impalas two kills. Just three days earlier, on 27 September, Leon and his wingman “Pine” Pienaar had used the same tactics to surprise two Angolan Mi-25 Hind-Ds eastbound along the Lomba. These were the Hinds flown by Felisberto Matias Bessa and António José dos Santos that Angolan High Command believed had perished in a mid-air collision. In the short encounter, Leon and Pine shot down one Hind each; there were no survivors. The downing of the helicopters had caused much uncertainty to Antenna Bravo and the men of the Angolan

helicopter detachment, and three days later there was still no certainty on how these Hinds had met their fate. As a result, the helicopters, Sukhois and MiGs were still unaware of their inbound enemy. The scene was set for another deadly encounter. As the MiG flight was climbing out of Menongue, Eduardo heard Paez request takeoff clearance so he could assume his position as communications link to the top-cover MiG23s. UHF communications always had the disadvantage of limited range, but an aircraft stationed at altitude overhead the field could solve this problem, passing on messages immediately and thus acting much like an airborne relay station.

“Conhac-um, ataco.” (“Cognac-one, attacking.”) The two Su-22s began their diversionary attack on enemy positions. “Vodka-um, tenho a tropa a vista.” (“Vodka-one, I have the ground forces visual.”) This was the leader of the supply helicopters. Despite the excessive radio chatter at lower altitudes, everything seemed to be going according to plan. Nobody from the top cover flight spoke; they listened only, a rigid discipline that is difficult to acquire. It took quite a few “chewings out” to achieve, but with time, maintaining radio silence became an indication of each flight’s professionalism.

and f ir e d a bur s t t hat hit him in t he gear box

As they passed abeam Cuito Cuanavale, Eduardo rocked his wings and his flight tuned into the designated co-operation radio frequency with the Sukhoi strike flight up front, the resupply helicopters and ground troops. He observed his RWR: no lights had illuminated, nor were there any audio signals through his helmet. And they were at a high enough altitude for the Cactus-Crotale system that they suspected to be in the area to be of little concern. A radar controller’s voice crackled the radio into life: “Da minha posiçâo, azimute ciento y cincuenta; oito kilómetros.” (Portuguese: “From present position, azimuth one fifty, eight kilometres.”) “Copied.” It sounded like Hanga’s voice.

The supply helicopters also spoke on the frequency, indicating that they were about to begin their descent into the troop’s landing zone. The radio was becoming a real problem: the heterodyne squeal from so many people transmitting at the same time, with many voices on edge, indicated that the critical stage of the operation was about to begin.

“Conhac-dois, ataco.” (“Cognac-two, attacking.”)

The sky was fairly clear. They knew the flying terrain off by heart, with the non-perennial river channels all oriented in one direction, and a welldefined road linking the major landmarks. Eduardo reduced the throttle setting to 80% and began the descent to 3,000m. It would be their patrol height in the landing zone area, while providing top cover. “Bombing.” Andrade delivered his ordnance. Finally, in his 11 o’clock and below him, Eduardo distinguished an Mi-17 a few kilometres ahead; it was part of a column of helicopters, with another Mi-17 ahead of it. Meanwhile, the Impalas had arrived in their designated patrol areas. As Wayne Westoby explains, “We were the first pair, as well as being the easternmost, as we operated our combat air patrol to the west of Mavinga. We stayed down low near the treetops, as these helicopters all seemed to operate at about 2,500-3,000ft above ground.”

January 2024

BOOK REVIEW The South Africans generally referenced altitude in feet and distance in metres, whereas the Cubans almost always followed the Soviet metric preference for both; in their terminology, the helicopters were operating at around 800m. “We used the code word of ‘Umbrellas’ for

The formidable Mil 24/25 Hind D.

January 2024

the helicopters on the radio,” notes squadron commander André van den Heever. “We were well aware of the fact that these helicopters might have fighter aircraft as top cover, but we were confident that even if detected, we could hit the helicopters and get out of there before the fighters could react.

“Wayne and I reached the Lomba River and turned north-east on the first leg of our search triangle. After three minutes, we turned southeast on the second leg; as we reached the last part, and just before turning west along the Lomba, radio silence was broken by Wayne reporting, ‘Umbrellas 10 o’clock high.’ Sure enough, there they were.” Wayne continues: “I saw four helicopters flying east to west following the Lomba River: two Mi-17s were in front, with two Mi-25s behind them. All were flying in a trail spaced about 300 metres from each other, except for the last Mi-25, which lagged the rest by about 1,000 metres.

in the area!) In radio calls, this was the worst possible news. “Rum flight, maximal,” Eduardo instructed, pushing his throttle full forward while sweeping his wings to 45 degrees. The aircraft leaped forward. There was no longer any discipline on the radio, just a cacophony of screams and heterodyne squeals, nothing clearly audible. But one thing was apparent: at least one of their aircraft had been hit. Eduardo put his radar into search mode. On the third sweep, two targets appeared on the screen at a distance of 34 kilometres. Great, he thought. Automatically, his left hand turned the throttle drum, and next to the distance scale on the radar display the mark indicating the search area shifted until it matched the distance at which the targets were displayed. Then he pressed the radar lock button on his control stick, and on the display it showed that the radar had begun the automatic tracking of one of the intruders.

my e ngine had f lame d out .

“When I called the choppers visual, André called for a turn hard left and instructed me to lead the attack. We turned, hugging the ground, passing below and to the north of the helicopters. All that was required now was a sharp right-hand reversal to position ourselves astern of the helicopters for the attack.”

Oblivious to what was happening, the Su-22s had just completed their attack and were turning back north-west, while higher above them the MiGs were pointed south-east. Suddenly, the Cuban and Angolan radio frequency burst into life – a transmission filled with forbidding news. “¡Misil! ¡Lançaram um misil! ¡Puxa, puxa forte!” (“Missile! Missile launched! Break, break hard!”) “¡…Vocé está a arder! ¡…Volta a esquerda! ¡Nâo… nâo… so aesquerda! ¡Volta mais a esquerda, caralho!” (“You’re on fire! Turn left! No… no… only left! Turn harder left, dammit!”) “¡Aviôes inimigos na área!” (“Enemy aircraft

Eduardo activated the WEAPONS MASTER switch. The indications started to appear: a green light came on, signalling the preparation of the missile that had received the radar data. Which one? he wondered. The digit “4” appeared on the screen, indicating that the R-24R missile under the right wing had declared itself ready. His index finger detached the trigger from its catch and a thought rang loud in his mind: I’m going to fuck you up, bastard! The alignment circle and the cross were slightly offset from each other; a bank to the right made them match. The distance was still outside the missile’s maximum launch parameters; if he pulled the trigger at that moment, the system would not permit launch. A few more seconds of waiting January 2024

BOOK REVIEW and the distance closed to within range, the signal LAUNCH PERMITTED appearing – but Eduardo’s inner voice of experience reminded him to confirm the identification first. His left thumb switched on his IFF and almost instantly all the target indications on the screen disappeared from view: the IFF had identified the targets as friendly. He looked in the direction as indicated by his radar. Two aircraft came into view ahead and slightly to his right, travelling at high speed. Hanga and Andrade’s Su-22s. Eduardo breathed a sigh of relief. He had almost opened fire on his allies.

them that Menongue lay 190 kilometres straight ahead. He acknowledged automatically. His thoughts were already trying to put together the pieces of a puzzle that just didn’t fit, even though he had been part of the picture. No enemy aircraft had been positively identified, at least one helicopter seemed to have been shot down, and now the radio was eerily silent. Perhaps a detailed post-flight analysis would make sense of what had happened.

In the sky ahead hung a ball of black smoke from where the helicopter had been hit in mid-air, with a separate smoke trail from its fall pointing to the spot where the crumpled remains still burned with the crew trapped inside. Eduardo looked everywhere. An open sky. He flew over the downed helicopter, passing just west of it, putting on some left bank to observe it, all the while turning his neck from left to right. Nothing on the radar. He looked back; his flight was intact and in place, following his lead. The radar warning receiver? Also clear. To keep up their energy and remain in the area, he began a canted loop to the left, completing it and reversing into the right. The G-loads increased again and he felt nailed to the seat, but he continued to pull. He kept looking, but without any luck.

“We were racing at low level east along the Lomba,” recalls Wayne Westoby, filling in the details. “Getting behind the helicopters would require a sharp right-hand turn and a descent into the dip of the river valley. It was a turn that nearly cost me my life. As I was banking, I looked up at the choppers, positioning myself relative to them. I glanced to my right and was shocked to see my right-hand tip tank slicing through the tops of the bullrushes on the riverbank! It was the closest I came to dying in an aircraft – ever.

At that stage, it was only the Impala pilots who knew.

leav ing be hind a de e pl y conf us e d e ne my

Their fuel reserves, which only allowed a limited time in the area, were now running low. Once his course reached 292 degrees, he levelled his wings and began his return home. On the radio, almost unnoticed, everything had returned to normal. There was no more screaming, no orders, no squeals. The silence was ominous. Approaching Cuito, the voice of the radar controller came onto the frequency, advising

January 2024

“Quickly recovering, I positioned myself so that the rearmost chopper was above me in my 1 o’clock, and I began my pitch up to about 3,000ft. The Impala is quite underpowered and so the energy bled off fast. I had an almost uncontrollable nervous shake, more scared of failure than anything else. “The stadiametric ranging on our gun sights was set for the chopper’s main rotor blade diameter and a firing range of 250 metres. When about 400-500ft below the Mi-25, I started firing at a range of 300 metres. Nothing happened. Then just as the realisation started to sink in that I had missed, the chopper exploded into a fireball.”

The fearsome Mi-25D Hind - with an Impala closing in behind. Image Sean Thackwray.

January 2024

BOOK REVIEW Looking at the gun camera footage more than three decades later provides a clue as to why the Sukhoi pilots called a missile hit on the chopper. The Impala’s 30mm cannon shells hit the fuel tanks in the belly of the Hind, creating a sudden fireball that would have looked similar to a missile strike. “As the helicopter’s fuel tank exploded, it pitched about ten to fifteen degrees nose down and continued down, leaving a thick black smoke trail until it crashed into the ground. I had pulled over the top of the helicopter, my speed bleeding off, and had to descend straight away. As I got back down to low level my speed continued to drop off – that’s when I noticed my engine had flamed out. That was a wake-up call, but the hot-start igniter-system gave an instant relight as I pressed the RELIGHT button. Then I turned right to reposition and check where André was.” In accordance with procedure, André had been staying low level to spot any missile launches. “I saw Wayne firing and the thick black smoke coming from the Hind,” he recalled, “then I pitched up to a position higher and 8 o’clock to the next Mi-25, from where I would try to create a tracking curve. In getting up there I passed the first helicopter, which was smoking and descending, but still seemed to be flying.

Thoughts flashed through my mind: was the nose gunner in any state to still fire at me if I took a chance and flew in front of him? Could I risk flying in front of him to perform the attack on the next Hind ahead? Do I have sufficient closing speed to attack the second helicopter? “The two Mi-17s ahead helped me make up my mind. They had started to descend, and I realised that the helicopter crews must’ve warned each other. Realising that they might escape, I made a snap decision: as the smoking Hind disappeared behind me, I attacked the Hind in front. My closing speed proved to be insufficient: if I waited to close to a firing distance of less than 400 metres I would end up line astern of the helicopter, and if I then hit the target I would be right in the path of any possible debris. So I fired at approximately 500 metres, and saw the rear part of the tail boom coming off. It passed to my right and slightly below. I broke to the right and shifted my attention to the two Mi-17s, which were now in a steep descent. Wayne was passing below and to the left of me, tracking one of the Mi-17s.” Having witnessed André shoot down the second Hind, Wayne now targeted the Mi-17s: “I saw the Mi-25 without its tail boom start snaking in the sky; the pilot had to dump power to stop the torque from counter-rotating the fuselage, and

Angolan Sukhoi Su-22-Ms taxy in after landing. Image Sean Thackwray

January 2024

it continued to descend in a nose-down attitude until it crashed into the Lomba floodplain. “One of the Mi-17s up front had started a right turn towards the north. I pitched up and behind him, so that I was above him in about his 4 or 5 o’clock, and fired a burst that hit him in the gearbox. It rolled all the way to the right and went down, remaining inverted until impacting the ground. “Then my engine flamed out for the second time that day, and again the hot-relight system worked perfectly. My theory on the two flameouts is that they were caused by long bursts of 30mm fire from both cannons at a very low speed, under 150kts, with a suspect fuel-dipping system.” At the time, André was unaware of Wayne’s flameouts, and only found out about them at the postmission debrief.

would be rushing towards the action as well. That small piece of airspace would soon be swamped with too many aircraft and perhaps enemy fighters as well, so I switched back to our formation frequency and ordered Wayne to get out of there and return to base with me.” Although the fourth chopper avoided the attentions of Wayne and André, it would not escape. Dudley Trollip recounts its fate: “We were halfway along our planned route as the westernmost pair, when the radio came alive with calls about André and Wayne attacking the helicopters. Kevin steered us south-east towards three columns of smoke. Moments later we were head-on with an Mi-17. Kevin and I were about 300m apart and the chopper passed between us. I assume that the crew were attempting to get it on the ground as soon as possible, as the blades had a high coning angle, and I observed the tail boom breaking off as they touched down. Kevin called the pitch and I stayed low to look for missile launches. He rolled in and I saw his 30mm burst scoring a direct hit, a dark-orange ball of flame erupting from the mid-section of the chopper. I then also pitched up and rolled in, squeezing the trigger when my pipper was on the smouldering Mi-17, the rounds impacting to the 12 o’clock of the target. As we discovered later, the gunsight adaption unit had a fault, causing the pipper to sit lower and resulting in an overshoot of the cannon impacts. As I fired, I saw some people escaping from the chopper and running for shelter.”

I f ound t hat day to be a bitte r swe et one .

“My word, what presence of mind Wayne had that day,” he recalls. “Things were now happening very fast. I saw three impact points with black smoke and the last remaining helicopter on an escape run at very low level. Its descending left turn was so sharp that I found myself in an unsuitable attack position. I did actually take a shot at him but my rounds seemed to miss due to the extreme high G and close proximity to the ground. Switching to the common frequency, I informed the other two Impala pairs in which block the action was, and that the last helicopter might escape. I knew the pair of Kevin Truter and Dudley Trollip must have been more or less at the start of the Lomba leg of their search pattern, and the smoke should be visible to them too. Knowing the nature of these young pilots, I was pretty sure that Leon Maré and Skippie Scheepers

By this point, an Impala acting as a Telstar, flying at high altitude to the south of all the action, was warning the attackers that radio intercepts indicated there were MiGs in the area.

January 2024

BOOK REVIEW The warnings were well founded – the MiGs were there, but it was a day that was going the SAAF’s way. The confusion on the radio and the rapid sequence of events meant that the MiGs, with Eduardo in the lead, had raced past the Impalas to the south-east, searching for an invisible enemy. The Impalas hadn’t seen the MiGs flash past initially, above and behind them. With their task complete, the Impalas headed south, while the MiGs turned back to the northwest, and this time as they passed each other, the MiGs’ passage did not go unnoticed.

“I soon realised he was most likely banking to search for something, and as he was nowhere near as low as us, with our very effective camouflage scheme he had no chance of seeing us. Soon after that the MiG raised his nose, lit his burner and accelerated away. I rolled out and only then saw that there was a second MiG. He too nosed up and followed his lead – bye-bye!” For the Impalas, their excellent Olive Drab and Dark Earth camouflage and surprise low-level tactics, together with the speed with which they dispatched the helicopters, had created such chaos that they had all managed to slip away unnoticed, leaving behind a deeply confused enemy. The frustrated MiGs had seen no sign of them.

t he SAAF cr ew cele brate d w it h be e r s

“At this stage I was getting really worried about the messages from the Telstar,” recalls Wayne. “The intercepted transmissions indicated that the MiGs might have seen us. We turned south and started running home as low as we could go. Just then I saw a MiG-23 above us and passing about 3,000-4,000 metres to our left. He was about 500-600ft above ground, wings swept and going at really high speed.”

Wayne wasn’t the only one who spotted the MiGs. While the Impala pair led by Leon Maré had not encountered any helicopters, their day wasn’t lacking in adrenaline. As Leon recalls, “We were flying north-west in our sector when we heard the calls from André van den Heever that the last helicopter might escape, so we began a hard right-hand turn towards the southeast. My wingman was trailing me in the turn, effectively looking through me, and called, ‘Mirage F1s in sight.’ I looked and got the lead aircraft in sight, then realised it was a MiG, not a Mirage! I could see the swept wings and white AAM missiles as the MiG was banking to the right. I was concerned he was turning to engage us, so continued my right turn towards him.

January 2024

Ten minutes later, Eduardo slowed down and began his descent into Menongue. His flight of MiGs landed uneventfully and parked on the ramp. Hanga, Colonel N’Gongo, Colonel Benítez and others were waiting there. He hugged Hanga, who made a strange gesture, but did not speak. N’Gongo asked Eduardo to give his account of what he had seen in the area, which he did. Using the map that the Angolan commander was carrying, he located where he’d seen the downed helicopter. “Did you see it going down?” N’Gongo asked. “No, but the trail of smoke indicated the trajectory the helicopter followed before crashing, and it was still there, burning.” “At what height did the helicopter receive the impact?”

“At 800m, Colonel.” The rest of the pilots approached and joined the group. “It seemed to me the missile came from the east,” said Hanga. “Did you see any Mirages?” Eduardo asked. “No, I didn’t see any aircraft. The missile seemed to come from below…” “But someone shouted, ‘Enemy aircraft in the area’?” “I also heard that, but perhaps it was a forward air-controller on the ground when he saw your MiGs?”

helicopter losses. Understanding the pressure on the crews in Menongue, the colonel gave his squadron commander six bottles of rum to dispense to the men. Looking back today, Eduardo recalls that it simply did not occur to the Cubans and Angolans that the humble and seemingly innocuous Impala could be a possible culprit responsible for so many kills so quickly. It was a day in which the SAAF offered a hard lesson in the results that can be achieved with good tactical planning and the wise use of resources.

humble Impala r es pons ible f or s o many k ills

Jeeza! What a mess, Eduardo thought, reflecting on the day’s events. “Listen,” he said to Hanga, “I almost launched an air-to-air missile at you during all the confusion…” Paez approached them.

“Hey, Lieutenant, how did it go?” Eduardo asked, holding out his hand. “There were no real problems. I was a bit deep on the landing.” “Sorry for not congratulating you earlier. I was a little busy.” “Yes, I know,” Paez said, blinking repeatedly without smiling. The mystery for the Angolans and Cubans remained after the event. That night, Colonel De la Paz called Eduardo into a briefing, where he informed him of the extent of the

The fortunes of war often exist in stark contrast to one another, and the evening of 30 September 1985 was no exception. As the Cubans in Menongue found some solace in the rum from their chief, further south in Rundu, the SAAF crew celebrated with beers from their own chief. That morning, General Dennis Earp, the Chief of the Air Force, had wagered Mossie Basson a case of beer that the Impalas would not better their score of two helicopters achieved three days earlier. General Earp lost, and these beers were handed by Mossie to the victorious pilots. The harsh reality of what was being toasted was, however, not lost on the men, as Wayne Westoby remembers: “That night, while everybody was celebrating at a braai, I made a remark to André to the effect that, just as we are celebrating here, on the other side I wonder how many families are receiving the news of their loved ones not returning. I found that day to be a defining moment, a bittersweet one. For me, I realised that there is no glory in war.” j

January 2024

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AIRCRAFT GENERAL SPARES Aircraft Maintenance

AEROTRIC Electrical, Ignition, Instruments Aerotric (Pty) Ltd is based at Wonderboom Airport and has grown from strength to strength since opening their doors in May 2012. The Company prides itself on providing quality and reliable services such as overhauling, installing and repairing all electrical, ignition, instruments and avionics that is efﬁcient and at an affordable rate. Aerotric is a small company with big heart that strives to maintain relationships with all customers. Consisting of seven staff members Aerotric maintains a policy of high standards and keeping up with the latest technology and trends in aircraft maintenance. Contact Aerotric on: Ofﬁce Tel: +27 87 802 1347 Email: admin@aerotric.com or Richard@aerotric.com

Eric Erasmus, the owner and founder of Aircraft General Spares, gained extensive experience in the industry as a parts sales manager at Placo. When the company closed in 2017 Eric bought the entire inventory and Aircraft General Spares (AGS) was born. We currently have quite a variety of spares including hardware, tyres, tubes, hoses, 4130 Chromoly tubing, rivets, filters, gaskets, and generally anything else needed in the light aircraft industry. We also specialise in assisting customers with hard-to-find items which will be sourced and imported according to the customers’ requirements. AGS has also opened another sector- AGS Bearings and Transmissions. Our qualified team in this division specialises in bearings, transmissions, seals, fasteners, belts, and gearboxes for any industry and any use. AGS is conveniently situated very close to the main entrance to Rand Airport (Next to Aviation Rebuilders) in Building B7: Rand Airport, Germiston. Call Eric or Hayley on Tel: 067 154 2147 or 084 587 6414 Email: eric@acgs.co.za or hayley@acgs.co.za For AGS Bearings and Transmissions Division call Dean on Tel: 067 154 2147 Email: dean@acgs.co.za

AVIATION COMPANY PROFILES GUIDE 2024

ALPI AVIATION Pilot Training Not ‘just another’ flying academy. A childhood dream and a great passion for all things aviation led to the founding of this company. Alpi Aviation is headed by avid aviation enthusiast, Dale de Klerk, who is an accomplished hangglider, microlight, glider and fixed-wing pilot. Dale has won several regional and national competitions, becoming world Rally Flying Champion in 2003. Dale also earned his Springbok Flying colours in Rally and Precision flying from 1995 through to 2004, and continues to challenge his considerable aviation capabilities in a wide range of aviation techniques, styles and aircraft. ALPI Aviation SA was established after the demand arose for an accredited training organisation to cater for those who don’t want to be, ‘just another pilot’. The intention was to build 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. No one is ‘just another student pilot’. It is with this credo in mind that we invite you to personally experience how our broad background of solid aviation experience and expertise can take your flying career to new heights. Contact Alpi Aviation on: Tel: +27 82 556 3592 Email: dale@alpiaviation.co.za Website: www.alpiaviation.co.za

4 AVIATION COMPANY PROFILES GUIDE 2024

AVDEX Maintenance Management Services Avdex currently renders two leading services: the maintenance tracking of aircraft and management of the administrative functions of any AMO. Our products are user friendly and full training and support are provided. With more than 25 years of experience in the industry and staffed by committed aviation professionals, Avdex strives for nothing less than service excellence. AMP is an online aircraft maintenance tracking service. It has a central aircraft maintenance scheduling system, which means no schedule building required on the client’s side. AMP’s accurate usage tracking means less down time for the aircraft and more productivity for the AMO. AMP offers a variety of helpful features: • Full aircraft status reports based on live maintenance data • Work packs • Tracking of component movement • SBs, ADs and Manual Revisions tracked by Avdex and notiﬁed to client when the AMP Schedule is updated • Tracking usage of an aircraft • Online recording of maintenance compliance AMS is a feature rich AMO administration programme, which takes care of the administrative tasks, such as: • Purchase orders, Inventory control and traceability • Labour and time sheet control • CAA and statutory reporting • Tracking cost of sales Contact Avdex on: Tel: (011) 954-1536 Email: info@avdex.co.za Website www.avdex.co.za

AVIATION DIRECT (PTY) LTD Airfield Information, Flight Planning & Navigation The internet has opened the world, but for many of us it is still preferable to talk to someone who has the experience and knowledge of local conditions, right? Well, AviationDirect has been around for over 20 years, and we are in the forefront of providing airfield and aeronautical information for Southern Africa within our various products. We have the most comprehensive database of airfields for this part of the world, receiving first-hand information from active pilots and operators in the field. Our exciting range of products for pilots flying in Southern Africa are designed to make the pilot’s task easier, safer and more comfortable. Added to that, we provide excellent customer support. Products that we are particularly well known and respected for are: • The Airfields Directory for Southern Africa and • Africa, available in printed and electronic format • EasyPlan, the flight planning software for desktop/ laptop PC with Win OS, an easier way to do flight planning, print out flight logs and maps • EasyCockpit, Southern Africa’s most used in- flight navigation app for Apple or Android Mobile Devices, there to enhance situational awareness, and, together with Easy-Weather overlays of radar, satellite and winds, to provide additional safety and peace of mind • Logbooks (electronic and printed) which have been devised according to SACAA requirements. Contact Andrea Antel on: Tel: +27 11 465 2669 Mobile: (0)72 340 9943 Email: info@aviationdirect.co.za Website: www.aviationdirect.co.za

AVISYS AVIATION SYSTEMS Aircraft Maintenance AviSys Aviation Systems is an established Maintenance Organisation (AMO 1089) with SA CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating. Currently, AviSys is equipped to cater for our clients’ needs as per the SA CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA CAA Component • Release to Service (Authorised ReleaseCertificate) on the following OEM Makes; ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems. Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul. • Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re- charge AviSys Aviation Systems is committed to deliver service excellence and quality workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked staff members. AviSys looks forward to establishing long and just relationships with our client base, in order to meet our high standards of customer satisfaction. Hangar 17 Wonderboom Airport Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Website: www.avisys.co.za AVIATION COMPANY PROFILES GUIDE 2024

DJA AVIATION Aviation Insurance DJA Aviation was formed over 40 years ago by Dennis Jankelow and to this day remains South Africa’s foremost specialist aviation insurance brokerage, offering the greatest concentration of aviation insurance experience and expertise on the African continent and continuing to lead the market in the areas of product innovation and technical development. DJA Aviation creates aviation insurance programmes for its clients that are perfectly balanced in the critical areas of cost, coverage, service and security. In addition, DJA Aviation’s long- standing and close relationships with the insurers who underwrite its products – locally, regionally and internationally – ensure that a DJA Aviation client is in the best possible hands when losses occur. DJA Aviation is an authorised Lloyd’s correspondent and has conducted aviation insurance business at Lloyd’s for more than 40 years, a relationship that is strengthened by regular visits to the Lloyd’s market by DJA Aviation’s key personnel. DJA Aviation is an Authorised Financial Service Provider (FSP No 15808) and a proud member of the iCapital Group. DJA Aviation’s social responsibility programme includes on-going support for the South African Guide Dogs Association for the Blind. Contact DJA Aviation on: Tel: 0800FLYING (0800 359-464) Email: mail@dja-aviation.co.za Website: www.dja-aviation.co.za

6 AVIATION COMPANY PROFILES GUIDE 2024

EXECUTIVE AIRCRAFT REFURBISHMENT Interior and Exterior Refurbishment “Quality is our Passion”, this is the mantra that we live by at Executive Aircraft Refurbishment. We are an Aircraft Interior and Exterior refurbishment facility, based at Lanseria International Airport, quality workmanship and service excellence, combined with knowledgeable staff has earned us the reputation of No.1 Aircraft Interior and Exterior refurbishment facility. Complete aircraft exterior paint strip and resprays are done all under one roof, designing paint scheme lines, logo’s to customer specifications. We also offer a mobile touchup service to our customers ensuring their aircraft stays in mint condition. Our interior shop also specializes in complete interior refurbishments such as the refurbishment of overhead stowage bins and seating, Roof-liners, cockpit glare-shields, cabinets and galleys, wool carpets, textile and non-textile floor covering, refurbishment of seats and foam building in varying modern styles. We manufacture interior window sun- shields and aircraft exterior ground covers, EAR also re-web and re-certify aircraft safety belts. Executive Aircraft Refurbishment are the right choice for interior and exterior refurbishments of your aircraft from interior refurbishment to exterior spray painting, we do it all. Entrust your fleet to Executive Aircraft Refurbishment for a new fresh look and we promise to have your aircraft ready and serviceable when you need it.

Tel: +27 (0)10 900 4149 Mobile: +27 (0)82 547 8379 Info@earefurbishment.com Francois@ earefurbishment.com Hangar 11 (interior shop) and 31(paint shop) Lanseria International Airport South Africa, Gate 5, North Side

LITSON & ASSOCIATES (Pty) Ltd Aviation Safety Reviews/Aviation Classroom Training * SACAA/1119/ATO

LITSON & ASSOCIATES RISK MANAGEMENT SERVICES (Pty) Ltd Software Services / eSMS-S™ / eTOOLS-S

FROM PLANNING TO LANDING: Litson & Associates conducts a worldwide, turn-key Aviation Safety service from its offices situated in Somerset West, Cape Town, South Africa. L&A can be of assistance from the first concept of an aviation service in a country, including the identification of suitable aircraft operators, pre-contract audits or pre-start-up safety reviews to ongoing Operator operational reviews that include aircraft, airfield, on-shore heli-pad and offshore heli-deck inspections. Clients receive a comprehensive, professional report on work completion. L&A are accredited Flight Safety Foundation Basic Aviation Risk Standard (BARS) Association members.

L&A RMS operates globally from ofﬁces in Somerset West, Cape Town, South Africa. The company specialises in software tools for primarily the aviation and corporate industries.

CLASSROOM TRAINING: L&A is a S A C A A-approved Aviation Training Organisation, offering courses including virtual or in-house 5-day Safety Management System, 5-day Quality Management System and Auditing, Lead Auditor, SEPT, CRM, ERP, Occurrence Investigation and Root Cause Analysis. All our training courses include information for R-PAS personnel. Our open training courses are presented online and in real-time by a team of highly experienced facilitators, making our training accessible worldwide. Contact: Website: www.litson.co.za Email: safety@litson.co.za Telephone: (+27)21 851 7187 M05 Building, Baker Square, De Beers Avenue, Paardevlei, Somerset West, 7130, Western Cape, South Africa.

Software management systems include: • eSMS-S™ LITE: A simple starter option of the above system for small operators, with the option to add more tools at any time. Complimentary ongoing training is included. • eSMS-S™ PREMIUM: Simpliﬁed electronic Safety and Quality Management system designed and used globally for all sized operations - affordable, easy to use and available in English and Spanish. Includes a helpdesk for ongoing complimentary assistance and training. • eSMS-S™ PLUS: This is the ELITE version of eSMS-S™ consisting of the PREMIUM package with the option to add additional eTOOLS-S. • eREP-S™: Audit report creating, hosting and tracking system. • eTEND-S™: L&A RMS Tender and Bid evaluation tool. • eFLITE-S: L&A RMS Aircraft Operations Management system. • eVENT-S:Aircraft Accident database for use by clients and operators for research. • eSCHED-S: Airline assessment tool created for L&A’s Oil, Gas and Resource Clients. Contact: Website: www.esms-s.com Email: safety@litson.co.za Telephone: (+27)21 851 7187 M05 Building, Baker Square, De Beers Avenue, Paardevlei, Somerset West, 7130, Western Cape, South Africa.

AVIATION COMPANY PROFILES GUIDE 2024

PAMBELE AVIATION Air Charter Pambele Aviation has its primary base of operations located at Grand Central Airport (Midrand). Pambele Aviation is a dependable air charter company operating throughout Southern Africa providing light aircraft transport services. We have been operating in the South African air charter market since 2006 and have fourteen years’ experience providing charter ﬂights for the private and business sectors, transporting business leaders, tourists and VIP’s. The primary aircraft being operated are a Beechcraft King Air B200 and a Cessna Grand Caravan 208B. A number of light piston engine aircraft are available for smaller group sizes, or for those who are budget conscious. The passenger charter services are ideally suited for customers requiring access to remote, or poorly serviced destinations. A satellite base of operation is located at Kruger Mpumalanga International Airport serving the Lowveld region of the country. Pambele Aviation holds license N892D and a Part 135 AOC. Email: fjoubert@pambele.aero OR lowveld@pambele.aero Web: www.pambele.aero

8 AVIATION COMPANY PROFILES GUIDE 2024

FlightCm African Commercial Aviation

Edition 180 | January 2024 Cover: Grant Duncan-Smith

Helihack – Fixing Table Mountain

IATA – world airlines roundup

How the humble Impala beat the Hind 1

FlightCom: January 2024

SA AF’s continuing crisis

Ferr ying a Cherokee 6 across Africa

CONTENTS

TABLE OF

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

DECEMBER 2023 EDITION 179

Layout & Design Patrick Tillman: Imagenuity cc Contributors

John Bassi Laura McDermid Darren Olivier Jeffery Kempson

ADMIN: +27 (0)83 607 2335

04 08 14 19 20 26 35 36 40 43 44 45 46 48

Hugh Pryor - Christmas Socks

TRAFFIC: +27 (0)81 039 0595

Laura McDermid - Iris Leaves Watamu

ACCOUNTS: +27 (0)15 793 0708

Darren Olivier Defence - Ongoing Collapse of SAAF AME Directory Jeffery Kempson - Unhappy Christmas Helihack - Helicopters: Photo-essay News - Fake Aircraft Parts News - IATA On Airline Recovery Airlines - The SAA Takatso sale – is it still on? News -COMAC C919 moves beyond China Alpi Aviation SA: Flight School Directory Merchant West Charter Directory Skysource AMO Listing Backpage Directory

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

A NOTE FROM

THE EDITOR:

The South African Air Force (SAAF) is in a terrible state, having been reduced to a husk of its pre-1994 capability. This is largely due to its chronic underfunding, and is not a reflection on the competence of its leadership. IT HAS BECOME THE NORM for the aviation chatterati, and much of the media, to always assume the worst of the SAAF. This usually mindless criticism is a morale destroyer. In August our Defence columnist Darren Olivier bemoaned the endless ill-informed and graceless sniping on social media. “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.” Olivier argues that we are called upon to “self-reflect on our prejudices, lost empathy, and cynicism. We need to commit 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.” The latest tirade of criticism relates to the current Chief of the Air Force, General Wiseman Mbambo not being a pilot. It is apposite in this regard to turn to that cesspit of reactionary criticism, the FlyAfrica channel on Facebook. There the key moderator, Duncan Gillespie, has had the bravery to write, “Whilst traditionally, leaders of world Air Forces were pilots, we all recognise now, that we’re looking for an effective and capable leader, rather than a pilot, who is a leader.” Our view is that Mbambo is indeed a good man, albeit doing an impossible job. He would be no more effective if he wore a pilot’s wings. It is my fervent hope that in this year-end time of goodwill, the uncharitable, bigoted and ignorant attacks on Mbambo and the rest of the SAAF leadership be ended. But I fear this is a possibility as remote as the ending of the Israel Hamas war – or the end of corruption within  the ANC and EFF.

BUSH PILOT HUGH PRYOR

CHRISTMAS SOCKS There are two things I really object to about long distance air travel. The first is pre-dawn check-ins and the second is dirty washing. One particular trip around Christmas, a couple of years ago, included both.

T WAS QUITE A LONG TRIP.

ETD Mombasa, 19:10, local-----ETA Nairobi, 20:00, local. ETD Nairobi, 22:55, local-----ETA London Heathrow, 05:55, local. ETD London Gatwick, 11:20, local----ETA Hassi Messaoud, Algeria, 13:10, local.

aircraft and crews could contemplate landing at LGW that morning. The old Boeing 737-200 of Air Algerie which was assigned to our charter flight was not so equipped and so they didn’t even take off from Algiers. We sat around and waited. You know that feeling; ‘Maybe they won’t come at all! Maybe I won’t have to go back to work!... Maybe I’ll get to stay at home for the rest of my life and never have to go back to the desert ever again!’

Gatwick was And then you fall back to reality the announcer comes up with enveloped in when the news that “Air Algerie regrets to thick fog announce the late arrival of flight AH Everything went fine until London. I hate night flights. Sitting trapped in a window seat, with two people to climb over in order to get to the toilet, is not the best inducement I can think of for a comfortable night’s sleep. Luckily I got three seats to myself and managed to remain comatose for the odd hour or two during the leg from Nairobi to London. Heathrow to Gatwick went smoothly too, but Gatwick was enveloped in thick fog, so only Cat-3A equipped

FlightCom: January 2024

hours.”

bla-bla-bla. There will be a further announcement at thirteen hundred

And at thirteen hundred hours the fog is, if anything, even thicker and “... there will be a further announcement at fifteen hundred hours.”...and so on, until nineteen hundred hours when they finally decide to put everybody in the hotel for the night and pray for clear skies in the morning.

FlightCom: January 2024

A pair of airport handling ladies appeared and called for our attention. One or five of the company had already introduced themselves to the local brew and were reluctant to be peeled away from the bar, but eventually we all gathered round the two red uniformed girls to be told ‘The Plan’. Air Algerie were still in Algiers, we were told, but they were going to try and get here as soon as the forecast improved. If this happened during the night we would be woken and should proceed as quickly as possible to check-in and complete departure formalities so that the flight could leave with minimum delay. If Air Algerie didn’t make it during the night, we should anyway plan to leave the hotel by five o’clock in the morning as the next slot time for the flight was planned for sixthirty. Meanwhile, if we could reclaim our baggage, we would be taken to the Meridien Hotel where rooms had already been assigned to us. This looked like a pretty convincing demonstration of most of the major reasons why I do not enjoy longdistance air travel!

The hotel is built in the shape of an oval with the rooms constructed around the sides of an open hollow central hall which reaches up to the roof. Reception is on your right as you enter the hotel from the tube which brings you down past the multi-storey car parks. The reception area is fashionably divided into more intimate areas, bedecked with tastefully imprisoned flora. Here you find comfortable seating arrangements for groups to meet, spread laptops and documentation and interact. The bar is in the far left hand end of the open area and drinking is obviously not considered by the hotel management to be an activity worthy of comfortable seating. So it is also not a place conducive to interaction,

FlightCom: January 2024

I set my alarm clock for four o’clock in the morning, an obscene wake-up time for me, and backed it up with the automatic telephone wake-up call. I had a quick bath and shave, and, in order not to use more clothes than I needed, I climbed under the sheets wearing only a pair of green woolly socks. I tried to read myself to sleep, but that didn’t work, so I turned off the light and stared at the flickering bars of light and shadow on the ceiling, which marked the passing of vehicles in the night. Have you noticed how the shadows always move in the opposite sense to the direction in which the vehicles are travelling? It’s true, but contemplation of this interesting phenomenon does not lead to sleep. In fact I find my mind wandering out of the hermetically sealed window to the people driving the cars passing on the highway, wondering where they are all going, jealous of the fact that most of them will end up in a warm familiar bed, with a warm familiar being to talk to, cuddle, caress, even make love to.

the beer was screaming for release

Aeons later, we were all checked into the hotel and, having dumped my bags in my room, I went down to the bar for a quick beer before retiring to do battle with insomnia.

which is probably one of the reasons why we all slunk off to our rooms after a fitful couple of pints.

WHAT AM I DOING HERE?! Why do I drag myself away from where I want to be for ever and go to the desert. Why don’t I just say ‘No! I’ve had enough of this! I want to GO HOME!’ Then I pan to the reaction of my ‘Warm Familiar Being’, if I pitched up at home, unannounced, when she was expecting me to be away earning money in the Sahara for the next month!... and I chicken out! At some stage during these deliberations, I must have slipped over the edge into the land of Nod, because I was brought back to reality by three sharp knocks on the door.

I let out a yelp of acknowledgement and switched on the bedside light. My alarm clock said that it was 1:30, as if the batteries had failed at lunchtime yesterday, although the second hand was still twitching round. There was no answering yelp from the corridor, so I got out of bed and raced, in my green woolly socks, over to the door. I cracked the door open. Nobody there. No sound of other doors being knocked either. Maybe they were moving the furniture on the floor above? Maybe the wake-up-gentleperson was checking which room to attack next?

“I-I’m so sorry” I blurted, “I thought somebody knocked on my doorandIjustcreptouttocheckifitwasthewakeupcallfor... for the charter.....” The rest was lost in a confused mumble.

I sneaked out of the door just to check.

“Thank you... Thank you so much!” I gabbled as I skittered back, like a hermit crab who has lost his shell.

It was as I heard the soft thwump of my door closing, that I realised that my key-card was on my bedside table...and the beer which I had consumed earlier was now screaming for release Panic-time!

“Don’t worry, Mr. Pryor.” came the reassuring tones of my saviour, “You’re not the first one. Now, if you pop back up the Fire Escape, I’ll send someone up to jam your door open for you. I hope you get back to sleep again.”

True to her word, when I eased the fire escape door open on my floor, there was no cheering crowd to greet me. My door stood discretely ajar with a table napkin wedged to keep it that way.

checking which room to attack next?

Hide!... Evacuate! in more senses than one!... Fire Escape!...and there it was, almost opposite my door. I leapt across the deep-pile carpeting of the corridor and hurled myself into the quiet, unused shaft of the fire escape. Privacy! I relieved the beer-pressures as discretely as I could and then the next job was to gain access to my room again.

There was only one thing for it. I would have to go to reception and reveal my predicament. So I ran down the eight flights of concrete stairs and, adopting full stealth mode, I crept out of the fire door at the bottom. I emerged on the other side of the reception area from the desk and dodged from potted palm to sofa to easy chair, keeping low to avoid radar. I was just approaching the Aspidistra, which I had chosen as my IP for the final approach, when a lady stood up behind the reception desk, perching her glasses on top of her head as she rose. “Mr. Pryor?” she enquired brightly. “Have you lost your key?”

Having regained the sanctuary of my room, I put on a clean pair of underpants, having learned my lesson and once again, heart pumping like a marine engine, tried to get some sleep. What seemed like three minutes later my alarm clock screamed at me, followed by the telephone. I arose once again, performed my ablutions, packed my bag and descended to reception, this time using the more conventional elevator to get me there. My saviour was still on night duty and after I had checked out, my curiosity got the better of me. “Excuse me asking,” I muttered, “but, how did you know it was me, last night?” “Well, Mr. Pryor, I don’t know whether I should really let you in on this, but...Oh well, I might as well tell you. You see, we do have security cameras in the fire escapes.” 

FlightCom: January 2024

LAURA MCDERMID

PART 9

IRIS - HER EARLY YEARS.

Iris Leaves Watamu Laura McDermid continues her stories about Iris McCallum in Kenya. It was November 1978 and I had just flown John McCloy of JF McCloy Engineering, from Malindi to Nairobi. On my flight back to Malindi on the canary yellow Piper Cherokee, 5Y-AKS, a weariness crept over me, paired with an odd prickling sensation all over my body, as if an army of ants crawled beneath my skin.

ORTUNATELY, THE AIRPORT was not far off, and I requested an immediate landing. I locked my sights on the painted numbers at the threshold and watched as 35 grew larger until they filled my vision. My relief was profound when I felt the familiar bump as the wheels kissed the ground. I taxied to the Air Kenya hangar, summoning my last reserves of energy to pack the aircraft away.

FlightCom: January 2024

Fevered bouts brought forth vivid nightmares, accompanied by a temperature rollercoaster, leaving me shaking violently with a chill that seeped into my bones, rendering them achingly tender. I was in constant discomfort and in perpetual pain, which left me wrung out.

Fe v e r e d bouts br o ught v i v i d ni ght ma r e s

Sensing the impending arrival of malaria, I needed to get to bed urgently. Having been on this rodeo before, I had an ample supply of Nivaquinne tablets and took a

good dose as soon as I arrived home. The last thing I remember was placing a jug of water and the bottle of quinine next to my bed.

My absence from my usual haunt at Ocean Sports Resort prompted the owner Mary Nicholas to come looking for me.

‘Hodi Hodi, Iris may I come in? Mary used the Swahili words for ‘knock-knock’ as she entered. She discovered me in a sodden heap on the bed.

Jill Megson.

‘We missed you. Your chief pilot has been expecting you, and when you didn’t turn up, he became very concerned as it’s not like you to miss an opportunity to fly.’ Mary could tell that I was in bad shape. ‘You simply can’t stay here on your own; you are coming back with me, and we will look after you.’ I was too weak to argue and was secretly relieved, knowing what still lay ahead. Mary made me comfortable in the guest room in their own house and called Dr Zoltan Rosinger, a much loved and revered figure in Malindi. He had come to the minefields in Kenya from Vienna with his wife during the gold rush, where he worked as a Medical Officer, and later moved to the coast. Dr Rosinger emphasised the importance of drinking plenty of fluids to avoid contracting Blackwater fever, a rare, yet dangerous complication of malaria. Knowing that my grandmother lost her life to this condition, prompted me to take heed. Due to the risk of liver shock, it was agreed not to move me into the hospital, and so I stayed in the Nicholas residence. Food was the last thing on my mind and the mere clatter of cutlery made me queasy. I craved solitude, surviving on water, and the soothing elixir of coconut water, a lifeline during my slow and arduous recovery. Malaria’s toll was staggering - I shed 20kg in a relentless month-long battle. Emerging from the ravage of illness, I longed to return to the skies. I tackled this gradually by ferrying day trips to Lamu and Robinson’s Island.

Jill Megson, a friend of Chris and Mary Nicholas, arrived to spend the Christmas holidays at the coast with her three daughters. She had lost her husband to cancer a few years previously, and so she sold their farm in Kitale and moved to Nairobi. Although Jill and I shared the same room, I left very early in the morning and would be away for most of the day, which meant that I didn’t get to socialise much. My liver was still very tender, so there was no sitting around the bar for me just yet. After a few days of flying, I had a day off and I found myself stuck with Jill. Desperate to make small talk, Jill asked me if I knew Tony Kennaway, a celebrated figure in East African aviation and a solid drinking buddy of mine. In an odd twist of fate, it transpired that Tony was Jill’s brother! This revelation forged an unexpected bond, relegating the awkward silences between us to a thing of the past.

FlightCom: January 2024

PILOTS

Jill Megson’s stone house in Langata, Kenya

After regaining my strength, I bid farewell to my new home, returning to my cottage. My dog Gigis was confused, as he was quite happy with his mates at Ocean Sports, as was I, but we had to move on. At the close of 1979, I made the difficult decision to resign from my role as a commercial pilot at Air Kenya. It had been an incredible journey, yet I felt that I was stagnating, and needed to fulfil my dream of flying jets, so I accepted a job with Sunbird Aviation in Nairobi.

Unfortunately, that peace did not last as my cherished friend and mentor of many years, Isabel Rockefeller Lincoln, was terminally ill with cancer. Before starting my new job, I made the pilgrimage to Deer Park, Isabel’s estate in Greenwich, Connecticut to see her for the last time.

av o i d c o nt r ac t i ng Bl ac k wat e r fever

In February 1980 I bundled my possessions into my VW Beetle and made the trek to Nairobi where I stayed with Jill in her beautiful stone house in Langata, which bordered the Nairobi National Park. The serene sound of the ocean was replaced by the very vocal sounds of the African bush.

Each night my soul filled with a deep peace as I fell asleep to the roar of lions and the mournful yelping of silver-backed jackals.

10 FlightCom: January 2024

Isabel, or Memsaab as my brother and I fondly called her, was the reason that I was able to pursue my passion for flying; she was the reason why I became a pilot.

Memsaab’s nurse, Mary, would arrange suitable visitation times. When I wasn’t with Isabel, I’d spend time with her daughters, Cal and Percy; our joint experience offered a sense of solace during this trying time. My visits with Memsaab were precious, she loved to hear what was going on and despite her obvious discomfort, she never omitted to enquire after me. Eventually, the day came for my departure. Saying

Isabel Rockefeller Lincoln.

goodbye to such a profound friendship left an indelible mark on my heart. Knowing that I would never see Isabel again and that this rare and beautiful friendship would exist in my memory only, was bittersweet.

As I reclined in my seat on the commercial flight to Kenya, I reflected on how fortunate I was to meet such extraordinary people on my journey around this blue planet. Blessed indeed.

It was time for me to start a new chapter at Sunbird Aviation.

Deer Park Estate, Connecticut.

FlightCom: January 2024

PILOTS

12 FlightCom: January 2024



FlightCom: January 2024

DEFENCE DARREN OLIVIER

THE ONGOING COLLAPSE OF THE SOUTH AFRICAN AIR FORCE Armscor has imposed ever more severe Broad-Based Black Economic requirements for defence contracts.

14 FlightCom: January 2024

In an era of growing instability and broad reinvestment in military capabilities, driven by the re-emergence of great power competition, separatist movements, and increased pressure for resource competition as a result of climate change, the ongoing destruction of the South African Air Force (SAAF) and its capabilities is both inexplicable and extremely dangerous. The implications of this decline will be felt for decades.

HAT THE SAAF IS STRUGGLING is not news: I have often covered the falling availability of the SAAF’s fleet and the sharp reduction in flying hours, largely as a result of large budget cuts and problems at Denel, and there have been many similar reports in both mainstream and specialist media. However, a recent Parliamentary answer, by Defence Minister Thandi Modise, shows that what was once a crisis is now a full-blown disaster, with the SAAF

achieving a readiness rate of just 20% at the time the question was asked. This is not just a fleeting setback but a manifestation of deep-rooted structural issues that compromise national security in an era of complex global threats. What makes this situation particularly alarming is the intersection of multiple factors contributing to this decline. It’s not just a story of ageing fleets, but rather a narrative of chronic underfunding, strategic mismanagement, and a lack of political will that

Climate change and rescource competition increases the need for an effective SAAF.

FlightCom: January 2024

DEFENCE has been simmering beneath the surface for years. I have consistently highlighted the need for robust and adaptive military, yet affordable, capabilities in the face of evolving security challenges. In this light, the current state of the SAAF is more than a tactical deficiency; it is a strategic miscalculation with farreaching implications. As we delve into the issue, it’s crucial to look not only at the immediate operational impacts, but also the broader strategic consequences for South Africa’s defence posture. The grounding of such a significant portion of the air fleet raises serious questions about the country’s ability to respond to regional conflicts, participate in peacekeeping operations, and even secure its own airspace.

First, it’s important to note that availability figures are a point in time measurement and will vary somewhat from day to day as aircraft enter and leave maintenance. It’s not, as commonly understood by many of the general public, that only 20% of the SAAF’s aircraft will ever be able to fly again. As an example, while only two Gripens were available at the time the data was compiled, a few weeks later three flew down to Overberg Air Force Base for a weapons camp. So it should be understood that there will always be some variance in these numbers.

a narrative of chronic However, there is sufficient underfunding, evidence that these are persistent

This column aims to dissect these issues, drawing on a range of insights and data, to understand how one of Africa’s most significant air forces finds itself in this precarious position and what steps can be taken to navigate out of this turbulence.

problems, as the average level of availability has steadily decreased every year since the late 2000s. In hindsight a high point for the peacetime SAAF, and the number of allocated flying hours budgeted for the force, has declined from more than 40,000 a year to a paltry 12,000, which it may not even able to meet as it has flown just 3,462 in the first half of the year.

The SAAF cannot keep more than 3 Gripens and 3 Hawks airworthy.

16 FlightCom: January 2024

Food security and climate change may become key drivers of the defence requirement.

Worse, the trend is accelerating and unless something is done urgently to correct the course, either by providing additional funding or by intentionally cutting capabilities to save other capabilities, it’s quite likely that availability will drop to 10% or lower before long. Only 1 out of 6 remaining C-130BZ Hercules aircraft, crucial for transport and logistical support, is serviceable. This situation might be helped somewhat by a R1 billion injection of funding from the Treasury to allow for minor upgrades by Marshall Aerospace, an accelerated maintenance programme, and engine overhauls, but more is needed.

The entire fleet of 8 C-47TP, 8 Cessna Caravan, and 4 King Air aircraft, integral for various utility roles, is grounded. Moreover, the Oryx helicopters, the backbone of the SAAF, have an availability rate of just 12% with only 5 serviceable helicopters available. They have been severely affected by the ongoing collapse of Denel, which has all but lost its ability to support the SAAF’s aircraft as a result of mismanagement and corruption. At least 12 aircraft currently awaiting rebuilds and other major maintenance.

only 3 of 24 currently serviceable

The situation is even more dire for the Gripen jet fighters, the backbone of SAAF’s air defence, with only 3 out of 26 serviceable as ongoing administrative and funding issues hinder their return to service after a year long grounding caused by the inability of Armscor and the SAAF to conclude a service agreement with Saab and GKN. The Hawks of 85 Combat Flying School that provide training for prospective fighter pilots are not doing any better, with only 3 of 24 currently serviceable.

Only 6 A109s are available, and while 3 Rooivalks were available at the time of the report, the availability of that fleet has been so badly affected by Denel’s issues that there is a dire shortage of qualified crews. And just 1 C-212, 1 Bk117, 2 SuperLynx 300s, and 6 of the crucial PC-7 MkIIs used for basic flying training are available. Only the VIP fleet is relatively unaffected. This situation not only limits the SAAF’s tactical and strategic capabilities, but also raises serious concerns about its ability to fulfil its national and regional obligations, especially crucial with the South African National Defence Force (SANDF) involved in a crucial mission against Islamist insurgents in Mozambique and soon likely to be a part of a Southern

FlightCom: January 2024

DEFENCE African Development Community (SADC) mission in the Democratic Republic of the Congo. The lack of serviceability affects a broad spectrum of operations, from routine surveillance and patrol missions to critical training and readiness exercises. So how did we get here? In short, from years of non-serious government policy on defence, starting from treating the SANDF as a barely necessary department whose budget should be raided for other needs while continually increasing the burden of missions placed upon it, and continuing with a halfhearted and ineffective approach to defence policy and management and a complete lack of urgency when dealing with what was a crisis years in the making. The complete lack of any serious interest in halting the decline, beyond commissioning, agreeing to, and then ignoring a defence review in 2015 from successive administrations has been bewildering to say the least.

contracts, even in cases where no local supplier could reasonably perform the work. While there is widespread agreement on the need for redress, it should not come at the expense of national security and it should be used to develop actual indigenous industrial and technological capabilities, rather than enriching middlemen and brokers who do little more than act as intermediaries between the SAAF and the foreign OEM. The best time to act to save the SAAF was ten years ago, but if urgent action is taken now, the bulk of its capabilities can still be preserved. It won’t be an easy road, though, and it won’t be cheap. It’s simply not possible to run a force of more than 200 aircraft and 9 bases on the current allocation, no matter how efficient or lean you can make the SAAF. So either the budget needs to increase or some squadrons and/or bases need to be closed. And unless funding is provided for crucial capital acquisitions, the ageing fleet will become increasingly difficult to maintain. However, with South Africa’s economic crisis it’s unlikely there can be any such substantial increase in funding.

need for robust and adaptive military

The SAAF’s budget has been cut dramatically in real times over the decades, even as the cost of many of its inputs, such as fuel and spare parts, have skyrocketed as a result of exchange rate changes and inflation. It’s at the point where the total amount allocated to the force is now less than that allocated to a single fighter squadron in the USAF. Of course, USAF fighter squadrons are uniquely expensive for a variety of reasons, and South Africa has cheaper labour costs, but that’s still an astounding statistic. It’s not only about the money though, and there are other factors that are also just as severely affecting the force. For instance Denel, which was the primary maintainer of many SAAF aircraft, was effectively destroyed first by the corruption of state capture and then the incompetent indifference of the Department of Public Enterprise which starved it of funds, guidance, leadership, and even timely approvals for restructurings and other requests. Armscor has in turn reportedly imposed ever more severe Broad-Based Black Economic Empowerment (BBBEE) requirements on aircraft support and spares

18 FlightCom: January 2024

I believe the time has therefore come for a new defence review, one with a bold, uncomfortable, and uncompromising mission to critically re-examine the role of the South African Air Force over the next 20-30 years, to agree with National Treasury on some minimum level of funding for the next decade, to focus on retaining and rebuilding its key capabilities, and to completely overhaul the force and its structures to make it as efficient and lean as possible and oriented toward operational effectiveness as its primary metric. It’s not going to be a pleasant process, because it will require making difficult choices about which capabilities and bases to keep and which to cut, but it’s better to do that intentionally when it can be done with the least disruption than by letting it happen through unmanaged decay and decline. 

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FlightCom: January 2024

JEFFERY KEMPSON

UNHAPPY CHRISTMAS One warm December, evening I overheard a story in the Lanseria Airport bar. A private pilot from Salisbury, Rhodesia, had bought a new Cherokee Six from the factory and entrusted its delivery to a US airline pilot friend.

HIS GENTLEMAN HAD WISHED to buy a new 300 hp version of the aircraft, but as none were immediately available he bought a 260 model, so as not to have to join a waiting list for the more powerful machine. Well, this ferry tank equipped Cherokee Six, in capable hands, left the US and headed for Africa. Sadly, in those pre-GPS days, after much dodging of fearsome thunderstorms in the Gulf of Guinea in an aircraft not equipped with weather radar or a storm scope, he diverted to Douala, the nearest available airport in an African coastal city a few degrees north of the Equator. The next morning the pilot paid the landing fees, but when trying to file an onward flight plan was told that it could not be accepted, as the aircraft had no diplomatic flight clearance to land in that country. He explained that he had diverted there due to a weather emergency, and he now wished to continue his lawful flight to Southern Africa. This was refused. After several fruitless days of unproductive meetings with government officials, he ran out of time, and had

20 FlightCom: January 2024

to fly back to the US by commercial airlines. He left the Cherokee Six in what he assumed were the reputable hands of a local Aircraft Maintenance Organization. As a freelance pilot, with the possibility of an aviation adventure in prospect, I learned the name of the aircraft owner, and after a telephone conversation I coincidentally got a lift to Salisbury in a Cherokee Six from a returning farmer. There I spent a couple of days with the the Cherokee 6 owner and his artistic wife in their upmarket homestead. It was arranged that I should collect the aircraft and armed with appropriate letters of introduction and other relevant documents, together with a wad of US dollar American Express traveller’s cheques, I was ready for the adventure. He paid my airfare back to Johannesburg, and a few days later I flew out by commercial airline to Nairobi, and then boarded a Nigerian Airways Boeing 727 which stopped in Douala, prior to proceeding on to Lagos.

On final approach to the runway, I was surprised that though flying in mid-afternoon daylight, we were enveloped in a dense haze. Looking almost straight down, I only glimpsed the runway moments before touch down. A fellow passenger then explained to me that this was the dreaded ‘Harmattan’ of blowing sand from the Sahara, which blurred the landscape from the end of November to the middle of March.

He took a step back. ‘You must pay for hangar.’ ‘No. The aircraft is not in a hangar, and has not been for many months.’ ‘You pay,’ he said more loudly. ‘And also, I have done work on plane, so is extra money,’ he added. I put my bags down. ‘Be kind enough to mind these for a few minutes, I’m going to have a look at the aircraft.’

The he at As I walked away from his office, a nd I saw him sit down heavily, and humi di t y reach for the telephone. The heat and humidity were fierce. A Cherokee hadn’t seen the w e r e f i e r c e That large, disagreeable looking, unshaven inside of a hangar for months as Once free of customs and irritation, I took an airport taxi to the hangar at a distant corner of the airfield, where I was directed to the owner’s office.

middle aged European man opened the door, and gave me an inquiring look.

He asked in poor English; ‘What you want?’ ‘I’ve come to collect that Cherokee Six. The one standing over there under the palm tree, with flat tyres, covered in bird droppings.

it was covered in fine Harmattan desert sand. Looking inside, some of the ferry tank system had been removed, I turned the prop over several times, gratified that it moved normally, though I doubted the engine had been run for months.

A still pristine Cherokee 6 260.

FlightCom: January 2024

The proprietor came out and beckoned me back to his office. He said, “You cannot leave before next week. Paper work must be done, and now everything is closed.’

He mentioned the name of the local aircraft AMO that I’d met, then said he’s in league with a greedy politician, and also some other unsavoury, politically connected characters.

To mollify him, I handed over a one hundred US dollar traveller cheque.

‘What do you suggest I do?’

It was a Friday afternoon, approaching Christmas, and I learnt a statutory lesson right then. ‘Never start a potentially problematic venture in a foreign country on a Friday, in case things go wrong. You cannot do normal business over the weekend. Nor can you contact a lawyer. ‘Where you stay?’ the man asked,

He looked me in the eye and replied; ‘Just leave it here. They will try and extract money from you for spurious fees, such as a compass swing, which hasn’t been done, and whatever else they think they can charge you for, possibly even suggest a new aircraft service bulletin needs complying with, or similar. Then when they’ve pretty much bled you dry, arrest you on some spurious charge. Or, if you’re lucky, kick you out of the country, without the aircraft. I suggest you let the insurance company sort it out and leave here on an airliner. By the way, please keep our conversation to yourself. ‘Then he added, ‘I am flying back to Europe tomorrow evening,’

k ick you o u t o f t he ‘You stay Nova Hotel. I call taxi.’ c o unt r y, I nodded agreement. Walking out This revelation rather spoiled my to the taxi I noticed a slim forty- w i t ho u t t he appetite. But I thanked the gent for something white man in the hangar. advice, had a few more drinks He gave me a friendly nod, and then a i r c r a ft . his and considered my options. It seemed ‘I haven’t decided,’ I replied.

resumed reading an aircraft logbook.

In the comfortable but expensive hotel, I had a welcome shower and headed for the bar. Relaxing with a beer, the man I had seen in the hangar approached me. I think he was a central European. He spoke excellent English. ‘So, you’ve come to take that abandoned Cherokee Six to rebel Rhodesia? ‘No,’ I lied. ‘I’m taking it to Botswana.’ He smiled and took a swig of his beer. ‘Well you’ve caused quite a stir here. I’m the Piper Aircraft Rep. for the Middle East and Africa. I’m here on a brief visit. I can’t be seen to be helping you, but they want to steal that aircraft.’ ‘Who?’ I asked.

22 FlightCom: January 2024

that somehow ‘liberating’ the aircraft would be the only method to accomplish my mission and get paid.

On the Monday, expecting a lengthy delay, I moved to a less expensive hotel. I frequented the airport each day, awaiting the arrival of the liberating paperwork. This was not forthcoming. I became friendly with one of the young French speaking charter pilots who worked for the aircraft sales and maintenance facility where the Cherokee Six had now been pulled into the hangar. The charter pilot disliked the AMO owner intensely and echoed the warning that the proprietor would keep trying to milk funds from me for as long as he could. The AMO owner then suggested that the aircraft needed an oil and filter change at the least, after its long flight from America. I agreed, and we negotiated a price.

Jeff's supply of travellers cheques was rapidly running out.

Later when the charter pilot arrived back from his daily Piper Aztec flight to Point Gentile in Gabon, he suggested he drive me to the airport restaurant for a coffee.

‘Well, I can always refuel.’

I asked him if he had any suggestions for me.

‘I see. I have flown aircraft with that type of fuel imbalance before. It’s not a problem unless we encounter turbulence’.

He replied; ‘Do you speak French?’ ‘No.’ ‘Are you happy to fly in this very low visibility harmattan weather?’ he asked. ‘Yes, as long as there aren’t any embedded thunderstorms in it.’ He said; ‘I heard you got a ground power start and ran the engine this morning to check the magnetos and propeller. Did you notice that the left wing is full of fuel, and the right wing almost empty?’ ‘Yes, why is that?’ ‘The right wing has been drained a little at a time over the months, and used for cleaning, and one of the staff has occasionally siphoned off a few litres to run his Peugeot.’

‘Perhaps not. I heard that he has already told the staff not to refuel you without his permission.’

The French pilot stroked his chin. ‘Thursday is my day off, and the boss is going to the capital for the day. I have a plan. It may be risky, but as long as the Harmattan is blowing, and if your plane is fully serviceable, it should work. Of course, I would expect to be well rewarded as this could cost me my job. Although I’m putting in my notice at the end of the month anyway.’ He told me his plan, and my heartbeat quickened at the brazen ingenuity he proposed. ‘Let me buy you lunch,’ I said. “I think we may be able to resolve this tricky situation.’ We discussed the possibilities. I haggled about his fee and we came to an expensive compromise. The fee was to be paid in full once the aircraft was free and clear on the ground in a different country. We shook hands on the deal.

FlightCom: January 2024

The Cherokee had the oil and filter changes, the tyres were pumped, the seats that had been removed were stowed in the back of the aircraft, and I requested the right front seat be refitted. However, some of the ferry system plumbing had been misplaced, together with a ferry tank. I peeled off a few hundred dollar American Express travellers’ cheques from the thinning cheque book for the proprietor, who then told me that permission from the Government had still not arrived, but should be forthcoming in writing, in a few days. Perhaps next week. I indicated my displeasure, then he said he would act as my agent to achieve this for a fee. I demurred and told him I would pay him upon receipt of that documentation. Then I mentioned to him that I was running short of funds, which I would need for the forthcoming trip, and that they should arrive in a few days’ time. This seemed to please him. However, I was buying time until Thursday.

started the engine, and turned on the avionics. The charter pilot in the right seat communicated with ATC in French, and we were given taxi instructions. Then he said, ‘Let me taxi the plane, I know the way, then you do the take-off.’ The harmattan was in full force, with visibility so poor that we were concerned that the airport may go below minimums, and close. However, air traffic was still moving, albeit IFR. My companion still speaking French, used a local aircraft registration and mentioned our destination as being a small unmanned airfield in the south east of the country, about a fifty minute flight away, My new friend received and read back our flight clearance in French.

my he a r t b e at qui c k e ne d at I asked him what aircraft carried t he br aze n the registration he was using. belongs to a Cherokee Six in a i ng e nui t y he ‘Itprivate hangar. The propeller has pr o po s e d been removed for overhaul.’

After breakfast on Thursday, the charter pilot arrived at my hotel. I handed him my passport and bags plus three hundred dollars in travellers cheques as part of our plan. I then took a taxi to the airport. When I arrived at the hangar I told one of the office staff that I was going to taxi the Cherokee Six to an avionics workshop which was several hundred metres away, well out of sight of the AMO location. Once there I performed a pre-flight without arousing attention and shortly after that the young off-duty charter pilot parked his car nearby, handed me my passport, complete with today’s departure stamp in it, then we transferred my suitcase into the aircraft nose locker. and I placed my flight bag in the cabin. He extracted 5 ten litre plastic containers of Avgas and a funnel from the boot of his car. We poured them all into the right main fuel tank. I took the left seat,

24 FlightCom: January 2024

I smiled. The other Cherokee was blue and white, while ours was yellow and white, but, the chance of anyone being able to determine what colour we were from the tower in the prevailing harmattan conditions was negligible. A plus was that our aircraft was one of the first of its era to use the small American registration letters. A few minutes later we received takeoff clearance, and I entered the runway and applied full power. Being at sea level the aircraft accelerated enthusiastically, and I could see straight ahead with marginally acceptable runway visual range. Glancing towards the terminal building, it was an almost invisible shadow in the enveloping haze. Mindful of the heavier left wing I rotated into the murk. A susurrus hissing sound ensued, which I suspected was generated by air laden sand flowing over the windscreen, though curiously this abated after a few moments.

The French pilot laughed and clapped me on the back. I grinned and felt a surge of adrenalin replace my days of apprehension.

Onc e t he r e I pe r f o r me d a pr e f l i ght w i t ho u t a r o us i ng att e nt i o n We had about 50 US gallons of fuel available, which at normal power using about 15 US gals an hour should afford us a little over three hours endurance at around 125 Knots. Adequate for the distance we needed to fly, with a reasonable reserve.

might expect if we were forced down, or otherwise needed to land in the small country whose air space we would be entering. A while later, we cleared Equatorial Guinea. The harmattan lessened and visibility improved. I asked my co-pilot if the ATC we had left behind would recognise his voice, and cause trouble for him. He laughed and said, ’No, nothing is recorded, and all was fixed with a bottle of good wine and some dollars.’

to be continued.....



A little later I moved east to fly about 500 metres offshore to minimise warm air ground induced turbulence, and my co-pilot explained the horrors we

An Affretair Douglas DC-8.

FlightCom: January 2024

HELICOPTERS: PHOTO-ESSAY

Text and Pictures - Grant Duncan-Smith

HELIHACK Helicopters have been very successfully used in a massive environmental preservation operation in the Western Cape.

HIS YEAR, a ‘Helihack’ alien vegetation clearing operation was conducted on Table Mountain.

in summer fire season. The focus of this operation was the upper slopes of the mountain that ground crews can’t access.

The challenges facing those who seek to rid the Cape of alien vegetation were formidable. Helicopters have proven excellent to transport chain saws and people to the steep and slippery mountain cliffs. It’s an environment where helicopters come into their element, using their specialist ability to play a major role in tackling invasive alien trees in the inaccessible mountainous areas of the Western Cape.

The alien trees use a lot of water, taking a substantial amount of run-off water from the catchments areas, and this fuels wildfires.

have assembled and trained an enthusiastic team of volunteers, working under tough and often hazardous conditions.

The pilot, Le Roux Malan, has extensive experience in flying very demanding and skills-intensive fire-fighting and electricity long-line operations. A spotter in the helicopter assists Le Roux with the positioning of the crew in the mountains.

Various helicopters have been used in past Helihacks, from the UH-1H Huey to the Airbus H125. MCC Aviation’s Bell 407 was used for this Helihack. The 407 is expensive to run and maintain, with a typical weekend operational cost estimated at U$22,000.

ar e as gr o und c r e w s c a n’ t The highly skilled pair of Aleck and Chris McKirdy organise ac c e s s and manage the operation. They The volunteers’ day jobs range from being pilots, tree fellers and landscapers, photographers, students and surgeons. On a recreational level their interests include rock climbing, paragliding, and generally being in nature and the mountains. This year’s Helihack was the first to be conducted on Table Mountain, operating from the Newlands Forest Helipad, where the fire-fighting helicopters were based

26 FlightCom: January 2024

The challenges are formidable and include variable and heavy mountain winds, birds, difficult light with the helicopter being in the sun, but the crew being in the shade, and all the work being done on unstable and slippery slopes.

Jill Megson.

ABOVE: The Bell 407 operated out of picturesque Newlands Forest helibase. BELOW: Volunteers come from all walks of life.

FlightCom: January 2024

HELICOPTERS

ABOVE: Many of the areas were extremely hard to reach. BELOW: Checking the short-haul strop used for human cargo

28 FlightCom: January 2024

ABOVE: Le Roux Malan has extensive fire-fighting experience.

It may be a short time from lift-off to the workers being placed on the mountain, but there’s always the risk of engine failure. With the crew being shorthauled underneath the helicopter, being quick and efficient without hurrying, is key. For the first three days the helicopter was grounded because of low cloud and high winds. A 12-15 knot wind is the maximum permissible. Le Roux was frustrated by the weather delays, as was the team, but he swiftly made the correct call not to fly. He knows from experience and training the risk to the helicopter and team of pushing the limits.

The area of operation was closed off to the public for safety reasons. Teams were dropped off and equipped with VHF and Airband radios for communication with the helicopter and other teams. Chain saws were secured to each person, typically hanging underneath them during the short haul helicopter flight.

The c hal l e ng e s are f o r mi da bl e

On the final day the conditions were ideal. It started with the crew briefing and planning, gear checks, and a quick recce flight to assess the wind on the slopes and final target areas.

Teams of two or three were attached by their harnesses to the strop beneath the helicopter (as Human External Cargo), then transported to various areas by the pilot and positioned at each location using the Vertical Reference Long Line technique.

Some crews remained on a specific mountain section the whole day because of the number of trees, whereas on the steeper, more technical areas, the crew were moved a number of times during the day.

FlightCom: January 2024

HELICOPTERS Positioning using the Airmobile Life-line operation technique.

30 FlightCom: January 2024

Lighting conditions add to the challenges.

FlightCom: January 2024

HELICOPTERS Volunteers come in all shapes and sizes.

32 FlightCom: January 2024

Skilled flying is required to get volunteers off inaccessible places.

FlightCom: January 2024

HELICOPTERS Soaring eagles and vultures are an ever present threat.

Other helihack areas of operation since 2017 include Greyton, Milner Peak, Tsitsikamma, Hex River and Limietberg. The result of the Table Mountain exercise was 2000 invasive pine trees felled over two days.

34 FlightCom: January 2024

I have personally joined the helihack teams over the past few years on various operations and it’s hugely rewarding to see what a professional and effective team they have evolved into. 

NEWS

FAKE AIRCRAFT PARTS FAKE AIRCRAFT PARTS HAVE AGAIN made headlines with many airlines reporting finding them already installed in flying airliners. A new criminal investigation into fraud has been launched and in the UK a man has now been arrested in connection with the discovery of counterfeit aircraft parts worldwide. The British Serious Fraud Office (SFO) raided the home of AOG Technics founder and director on 6 December, arresting him and announcing a large-scale investigation into the company’s fraudulent activities. SFO investigators, with officers from the National Crime Agency, seized material from a site in the area

and AOG founder and director, Jose Alejandro Zamora Yrala is being held in custody. The SFO is working closely with the UK Civil Aviation Authority and other regulators to examine whatever information is found to advance the criminal investigation into suspected fraud at AOG and determine the grounds, if any, for prosecution. “This investigation deals with very serious allegations of fraud involving the supply of aircraft parts, the consequences of which are potentially far-reaching,” SFO Director Nick Ephgrave QPM said. “The SFO is best placed to take this investigation forward vigorously and we are determined to establish the facts as swiftly as possible.” 

José Alejandro Zamora Yrala has been arrested for fake aircraft parts. FlightCom: January 2024

NEWS

IATA ON AIRLINE

RECOVERY

THE INTERNATIONAL AIR TRANSPORT Association (IATA) announced strengthened profitability projections for airlines in 2023, which will then largely stabilize in 2024. However, net profitability at the global level is expected to be well below the cost of capital in both years. Very significant regional variations in financial performance remain. Key points in IATAs annual global media briefing are that: •

Airline industry net profits are expected to reach $25.7 billion in 2024 (2.7% net profit margin). That will be a slight improvement over 2023 which is expected to show a $23.3 billion net profit (2.6% net profit margin).

•

Some 4.7 billion people are expected to travel in 2024, an historic high that exceeds the prepandemic level of 4.5 billion recorded in 2019.

•

Cargo volumes are expected to be 58 and 61 million tonnes in 2023 and 2024, respectively.

“Considering the major losses of recent years, the $25.7 billion net profit expected in 2024 is a tribute to aviation’s resilience. People love to travel and that has helped airlines to come roaring back to pre-pandemic levels of connectivity. The speed of the recovery has been extraordinary; yet it also appears that the pandemic has cost aviation about four years of growth. From 2024 the outlook indicates that we can expect more normal growth patterns for both passenger and cargo,” said Willie Walsh, IATA’s Director General.

Ai r l i ne s w i l l a l way s c o mpe t e “Industry profits must be put into f e r o c i o us l y proper perspective. While the • In both 2023 and 2024 return on invested capital will lag the cost of capital by 4 percentage points (PP), as interest rates around the world have risen in response to the sharp inflationary impulse.

•

Airline industry operating profits are expected to reach $49.3 billion in 2024 from $40.7 billion in 2023.

•

Total revenues in 2024 are expected to grow 7.6% year over year to a record $964 billion.

•

Expense growth is expected to be slightly lower at 6.9% for a total of $914 billion.

36 FlightCom: January 2024

recovery is impressive, a net profit margin of 2.7% is far below what investors in almost any other industry would accept. Of course, many airlines are doing better than that average, and many are struggling. But there is something to be learned from the fact that, on average airlines will retain just $5.45 for every passenger carried. That’s about enough to buy a basic ‘grande latte’ at a London Starbucks. But it is far too little to build a future that is resilient to shocks for a critical global industry on which 3.5% of GDP depends and from which 3.05 million people directly earn their livelihoods. Airlines will always compete ferociously for their customers, but they remain far too burdened by onerous regulation, fragmentation, high infrastructure costs and a supply chain populated with oligopolies,” said Walsh.

IATA's Willie Walsh on the state of the airline industry.

Passenger revenues are expected to reach $717 billion in 2024, up 12% from $642 billion in 2023. Revenue passenger kilometers (RPKs) growth is expected to be 9.8% year on year. While that is more than double the pre-pandemic growth trend, 2024 is expected to mark the end of the dramatic year-on-year increases that have been characteristic of the recovery in 2021-2023. The high demand for travel coupled with limited capacity due to persistent supply chain issues continues to create supply and demand conditions supporting yield growth. Passenger yields in 2024 are expected to improve by 1.8% compared to 2023. Reflecting the tight supply and demand conditions, efficiency levels are high with the load factor expected to be 82.6% in 2024, slightly better than 2023 (82%) and the same as in 2019. IATA’s November 2023 passenger polling data supports the optimistic outlook: • A third of travellers polled say they are traveling more than they did pre-pandemic. Some 49% indicate that their travel habits are now similar to pre-pandemic. Only 18% said that they were traveling less. • Looking ahead, 44% say that they will travel more

in the next 12 months than in the previous 12 months. Only 7% say they will travel less and 48% expect to maintain similar levels of travel in the coming 12 months as in the previous 12 months. • Cargo revenues are expected to fall to $111 billion in 2024. That is down sharply from an extraordinary peak of $210 billion in 2021, but it is above 2019 revenues which were $101 billion. Yields will continue to be negatively impacted by the continued growth of belly capacity (related to strong growth on the passenger side of the business) while international trade stagnates. Yields are expected to further correct towards pre-pandemic levels with a -32.2% decline in 2023 followed by a -20.9% decline expected in 2024. They will remain high by historical standards, however. Note that yield progression has been extraordinary in these last years (-8.2% in 2019, +54.7% in 2020, +25.9% in 2021, +7% in 2022, -32.2% in 2023). •

Fuel price is expected to average $113.8/barrel (jet) in 2024 translating into total fuel bill of $281 billion, accounting for 31% of all operating costs. Airlines are expected to consume 99 billion gallons of fuel in 2024.

High crude oil prices are expected to continue to be further exaggerated for airlines as the crack spread

FlightCom: January 2024

NEWS The fuel price 'crack' is a significant problem.

(premium paid to refine crude oil into jet fuel) is expected to average 30% in 2024. Industry CO2 emissions in 2024 are expected to be 939 million tonnes from consumption of 99 billion gallons of fuel. The aviation industry will increase its use of Sustainable Aviation Fuels (SAF) and carbon credits to reduce its carbon footprint. We estimate that SAF production could rise to 0.53% of airlines’ total fuel consumption in 2024, adding USD 2.4 billion to next year’s fuel bill. In addition, the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) is a global market-based carbon offsetting mechanism designed to stabilize international aviation emissions. The CORSIA-related costs are estimated at $1 billion in 2024. •

Non-fuel expenses have been controlled relatively well by airlines despite inflationary pressures. With fixed costs being distributed over a larger scale of activity as the industry recovered from the pandemic, non-fuel unit costs are falling in line with pre-pandemic level. In 2024 we expect non-fuel unit costs of 39.2 cents per available tonne kilometer (ATK) in 2024 which is 1.6% above 2023 levels and matches 2019 levels. Total non-fuel costs are expected to reach $633 billion in 2024.

38 FlightCom: January 2024

Risks Industry profitability is fragile and could be affected (positively or negatively) by many factors: •

Global Economic developments: Easing inflation, low unemployment rates, and strong demand for travel are all positive developments. Nonetheless, economic strains could arise. In China, for example, slow growth, high youth unemployment and disarray in property markets if not managed properly, could impact global business cycles. Similarly, should tolerance of high interest rates weaken, and unemployment rise significantly, the strong consumer demand that has supported the recovery could weaken.

•

War: The operational impacts of the Ukraine war and the Israel-Hamas war have been largely limited to re-routings due to airspace closures. On the cost side, the conflicts have pushed up oil prices which is impacting airlines globally. An unexpected peace in either or both cases would bring benefits to the industry, but any escalation could produce a radically different global economic scenario to which aviation would not be immune.

•

Supply Chains: Supply chain issues continue to impact global trade and business. Airlines have been directly impacted by unforeseen maintenance issues on some aircraft/engine types as well as

NEWS Africa's passenger loads are back to pre-Covid levels.

delays in the delivery of aircraft parts and of aircraft, limiting capacity expansion and fleet renewal. •

Regulatory Risk: On the regulatory front, airlines could face rising costs of compliance, and additional costs pertaining to passenger rights regimes, regional environment initiatives, and accessibility requirements.

Globally the regions have recovered from the pandemic at different speeds. North America, Europe and the Middle East are expected to post net profits in 2023. Asia Pacific will join the group in 2024, but we still expect Latin America and Africa to be in the red in 2024.

Africa African carriers are expected to generate losses in both 2023 and 2024. The continent remains a difficult market in which to operate an airline, with economic, infrastructure, and connectivity challenges impacting the industry performance. Despite these challenges, there is robust demand for air travel. Underpinned by this demand, the industry continues to reduce losses. 

IATA says that African airlines are still loss-making after COVID.

FlightCom: January 2024

AIRLINES Guy Leitch

THE SAA TAKATSO

SALE – IS IT STILL ON? In May 2021 the South African government announced that it had selected a preferred private sector ‘strategic equity partner’ to acquire a majority state in the then moribund state-owned South African Airways. That partner is the Takatso Consortium.

HE PARTIAL PRIVATISATION of SAA is significant as it is set to serve as the blueprint and litmus test for privatisation in other state-owned enterprises (SOE). If privatisation is successful at SAA, then the same ownership model could be introduced at other SOEs, including Eskom and Transnet.

The Takatso consortium comprised Harith General Partners (an infrastructure company that owns Lanseria Airport), Global Aviation and Syranix, who are co-owners of South Africa’s newest domestic airline, Lift. The Takatso deal was commended as it combined Harith Capital Partners access to capital with the



Pravin Gordhan insists the Takatso deal is still on - albeit moving very slowly. 40 FlightCom: January 2024

How much is Gidon Novick's share of the Takatso deal worth now?

airline operational know-how of Global Aviation and Lift, which was founded by Gidon Novick, who had proven his ability as the founder of kulula.com Airline. The deal is to sell 51% of SAA for a notional R51,00 in return for Takatso providing the airline with a capital injection of R3 billion over two years. The SA government’s Department of Public Enterprises (DPE), retains 49%. Even through it would be a minority shareholder, the SA government would continue to have a ‘golden share’ veto on certain key decisions, such as selling the airline.

Then two years after its announcement, Gidon Novick unexpectedly resigned from the Takatso board, saying he was being kept in the dark by Harith about, among other things, the R3-billion capital injection that the company promised SAA. A key unresolved question is when Takatso will actually have to pay the R3 billion – and where will they get it from? There is a fear that, as Takatso partners with Harith Fund Managers, which also administers the Public Investment Fund, they will use state pensions for this capital injection. This has however been repudiated by Takatso and the Department of Public enterprises.

veto on selling the airline

Progress in concluding the sale has been far slower than anticipated and the delay raised increasing criticism. The terms and conditions around Takatso’s involvement in SAA have largely been kept secret, with the government and Harith arguing that the details are ‘commercially sensitive’.

The government minister responsible for the Takatso transaction, Pravin Gordhan, has made numerous promises about a completion date for the deal. But these have proven to be wildly optimistic. A key reason for the delay was that the deal was subject to

FlightCom: January 2024

AIRLINES Competition Commission approval. This approval was conditionally granted in 2023, however the Commission required Global Aviation and Syranix to exit the deal by divesting their shareholding in the Takatso Consortium. This is because the involvement of Lift Airlines was seen to be anti-competitive. It said the Lift co-owners, being part of the consortium, could result in “the exchange of competitively sensitive information between SAA and Lift, through Global Aviation and Syranix having shareholding and the ability to appoint directors to Takatso’s board of directors”.

There are still substantial obstacles in the way of the sale being finalised - notably the Act of Parliament which creates SAA has to be redone. And then, eventually, in December 2023, it was announced that the whole SAA Act is being repealed. A further key obstacle is that the airline’s Aircraft Operating Certificate (AOC) and Air Service Licencing Council licences will have to be amended. These normally require 18 months to accomplish, yet government appears determined to tackle then consecutively, rather than simultaneously.

the whole SAA Act is being repealed

Syranix and Global have agreed to withdraw, leaving unresolved the vexed question of what their combined 20% shareholding of Takatso’s 51% is now worth. The airline declared assets of R13 billion in 2019, and so 10% would in theory be worth R1.3 billion, which would be an extraordinary return on the notional R20.00 invested. Gidon Novick and Syranix have said they will use business consultants to determine an appropriate value.

Nonetheless, the deal is slowly progressing, and government assures beleaguered taxpayers that it will be completed and that SAA will thus be effectively privatised. 

The long delay in the sale has raised questions as to whether the SA government is indeed committed to the sale. SAA claims that it is trading cash positive, which means the Takatso deal is now far less pressing. However, the airline is still in urgent need of the additional R3 billion funding and capital injection to increase its fleet for long haul operations. The scepticism as to the government’s real intention was not helped by the DPE expressing interest in buying the shares of the departing minority shareholders (Global Aviation and Syranix). In a recent appearance before Parliament, Deputy Public Enterprises Minister Obed Bapela stated that government was interested in becoming a majority shareholder in the airline, and thus holding more than 49%. If the government has an undeclared intent to still be a majority shareholder in SAA, it means that the taxpayer would still be on the hook for bailouts for the airline, to keep its operations going.

42 FlightCom: January 2024

Is the SA government still committed to the sale?

NEWS

COMAC C919 MOVES BEYOND CHINA CHINA’S DOMESTICALLY MANUFACTURED COMAC C919 will make its first flight outside mainland China. GlobalData’s Kandlikar Venkatesh says, “The development of the COMAC C919 represents a significant achievement for China in the narrowbody aircraft segment. Comparable to industry giants such as the Airbus A320neo and Boeing 737 MAX, the C919 signifies China’s prowess in the aircraft manufacturing sector. While its immediate impact on Boeing and Airbus remains uncertain, the C919’s substantial orders within China have the potential to challenge the market share of established passenger aircraft manufacturers and reshape the industry dynamics.”

Marking a step-change in the advancement of China’s aviation capabilities, the C919 has booked a remarkable 1,191 total orders. With plans to ramp up production capacity in the coming years, COMAC is positioned to strengthen its foothold in the Chinese narrowbody market. According to GlobalData, Chinese airlines and private entities are projected to spend approximately $280 billion on commercial fixed-wing aircraft over the next ten years to meet the country’s commercial fixed-wing fleet demand. 

China's COMAC C919 has over 1000 orders.

FlightCom: January 2024

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