March 2019

AI

RP L AN OR SE T RI FE A AT UR

E

Africa’s Biggest Selling Aviation Magazine

GUY’S A380 OBITUARY

ICONIC BN ISLANDER FLIGHT TEST!

WE FLY THE CAPE SPEED RALLY! PATRICK DAVIDSON’S RED BULL 2019 HOPES!

SANDF ARMED FORCES DAY SPECTACULAR!!

Edition 281 March 2019 Namibia $N39.80

Cover: Mark Mansfield

R39.80

1 March 2019 | www.saflyer.com

The new Macan. Priced from R849 000 including a 3 year/100,000 km Driveplan.

On average we make 20,000 decisions per day, but just a few are really thrilling.

What's decisive for us: one thrilling experience after another. With a revised engine generation that delivers all the necessary performance. We have an overview of everything, thanks to the large 10.9-inch display. And the design? Refined and now boasting a new rear taillight strip. www.porsche.com/macan

Porsche Centre Johannesburg Telephone 011 540 5000 www.porschejohannesburg.com

Porsche Centre Cape Town Telephone 021 555 6800 www.porschecapetown.com

Porsche Centre Pretoria Telephone 012 816 7600 www.porschepretoria.com

Porsche Centre Umhlanga Telephone 031 514 3000 www.porscheumhlanga.com

Porsche Studio Cape Town Waterfront Telephone 021 000 0911Â www.porschecapetown.com

The new Macan: Combined fuel consumption: 8.1 l/100 km; Power: 185 kW (252 hp); Torque: 370 Nm; 0-100 km/h: 6.5 seconds (Sport Chrono)

Edition 281

CONTENTS COLUMNISTS SA FLYER

16 Guy Leitch - ATTITUDE FOR ALTITUDE 20 Peter Garrison - LEADING EDGE 24 Jim Davis - PILE OF LOGBOOKS 30 George Tonking - HELI OPS 34 SaraLima - HANGAR TALES 38 Johan Walden - A SLIM LOGBOOK 42 Barry Lewis - INSURANCE 44 Ray Watts - REGISTER REVIEW 50 Jim Davis - ACCIDENT REPORT 64 Chris Martinus - AOPA BRIEFING

54 4 March 2019 | www.saflyer.com

FLIGHTCOM

5 Mike Gough - Airline Ops 11 Hugh Pryor - Bush Pilot 29 Defence - Darren Olivier

Air Tractor AT802F Flightcom Page 15

Edition 281

CONTENTS FEATURES

68

SA FLYER

22 54 66 68 73

Letters To The Editor Flight Test - The B-N Islander

REGULARS

Red Bull 2019 Cape Speed Rally Lanseria International Airport Feature

FLIGHTCOM

15 The Air Tractor AT802F 25 News 27 OR Tambo Expanding 33 Armed Forces Day Spectacular 37 Flying for Wildlife

ARMED FORCES DAY Flightcom Page 33

10 Opening Shot 15 Quote of the Month 45 Flightsure Register Review 48 SV Aviation Fuel Table 47 Market Place FLIGHTCOM

14 GIB Events 26 Federal Airlines Charter Directory 39 AEP AMO Listing 41 Gryphon Flight School Listing 42 AME Directory 45 Subscriptions 43 Aviation Directory

NO SUBSTITUTE FOR SUPERIOR TRAINING HELICOPTER AND FIXED WING PILOT TRAINING STARLITE AVIATION TRAINING ACADEMY Durban Office: (031) 571 6600 Mossel Bay Office: (044) 692 0006 Email: train@starliteaviation.com Web: www.starliteaviation.com

Committed. Experienced. Passionate.

POSITION REPORT

S

OMETIMES we need

Frans Grotepass is a distinguished maxillo-

to remind our critics –

facial surgeon, yet as an ATPL qualified pilot

and ourselves – just

he has flown more than 800 sorties for the

how important general

Red Cross Air Mercy Service, flying aircraft

aviation is.

from a ponderous Aztec, through Citations common

to PC-12s. The other pilot to retire is Rene

challenge of perception

De Wet, a former Chief Executive of the huge

is that general aviation (GA) is often seen

Pick n Pay group, who after retiring from the

as a rich man’s hobby, and not as a serious

corporate world, went on to fly for AMS for

industry. This gives rise to the classic U$100

more than 25 years. Between these two pilots

hamburger – where ‘weekend warrior’ pilots

they have more than 60 years of service to

use their aircraft to fly to some remote place

people in dire straits – often being called out

for an airport quality burger and chips.

at any time of the day and night, from family

This perception is not helped by the wry

functions or warm beds, to fly to some dark

comment of a pilot friend of mine who said,

and distant destination – sometimes landing

“General aviation is a solution looking for a

on roads by the light of car headlights.

A

All three stories are wonderful examples

problem.”

So I was thrilled to be reminded of the immense importance of

of Public-Private Partnerships. They show what can be done when

GA by three stories in this month’s edition. The first is the feature in

the resources and skills of the private sector are used to provide

FlightCom on Air Tractors. Working under Part 135 regulations for

essential services that the public sector, even in the best managed

non-scheduled operators , these pilots are doing vital, and all but

countries, is unable to provide.

irreplaceable work, bombing fires with their massive aircraft. It’s

The Red Cross AMS service is particularly impressive in this

no coincidence that the majority of the Air Tractor pilots are former

regard as the pilots provided their services as unpaid volunteers. The

SAAF fighter pilots. The combination of fixed wing fire bombers and

moment you let a government bureaucracy start interfering in that,

helicopters has saved countless billions of Rands in damage from

the ‘buggeration factor’ goes up exponentially, and pilots just take

fires that would otherwise rage out of control.

their headsets and leave.

The second story is to be found in George Tonkin’s column on

Guy Leitch

helicopter operations. He describes how the private security company he works for often teams its helicopters up with the SA Police to track and hunt down criminals from the air, in this case, busting a truck hijacking ring. Again, a wonderful example of how useful GA can be.

EDITOR & PUBLISHER

The third story arises from the retirement of two pilots from the

guy@saflyermag.co.za

AMS rescue service based at Cape Town International Airport. Prof

SALES MANAGER Wayne Wilson wayne@saflyermag.co.za +27 72 900 2023 TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za ACCOUNTS accounts@saflyermag.co.za DEPUTY EDITOR Owen Heckrath owen@saflyermag.co.za

8 March 2019 | www.saflyer.com

TRAVEL EDITOR Nicola Leitch nicola@saflyermag.co.za PRODUCTION & LAYOUT Emily-Jane Kinnear emily@saflyermag.co.za SUBSCRIPTIONS subs@saflyermag.co.za +27 21 786 1463

OFFICE: 8 Victory Way, Simon's Town, Cape Town, 7975 PO Box 71052, Bryanston, 2021, South Africa Distribution

istribution by On The Dot (Throughout SA and Africa to approximately 1 000 stores), CNA, PNA, Exclusive D Books, Pick n Pay as well as selected Spars, and convenience stores. Sales into Africa: Namibia, Zambia, Malawi, Zimbabwe, Botswana, Kenya, Ethiopia, Swaziland, Moçambique and Madagascar. Unsold distributed to selected clinics, airport lounges, doctor’s rooms, garages, selected hotels and lodges and Airport Shops.

Important

pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2019. 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.

Serious about flying

OPENING SHOT

C

APE based aviation photog supremo Justin de Reuck took advantage of the Armed Forces night shoot display held in Cape Town recently to capture this spectacular image of ‘angel’s wings’ with flares being discharged from a SAAF Oryx over Muizenberg beach.

What is particularly remarkable is that Justin managed to capture the action despite it being long after the sun had set. Justin cranked up the ISO to 800 and so was able to use his Canon 1D Mk-IV at 125th second at f11 on his 300 mm prime lens.

10 March 2019 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za or owen@saflyermag.co.za

11 www.saflyer.com | March 2019

The Continental GT. Be Extraordinary.

Discover unmatched design, craftsmanship and technology at BentleyMotors.com/Continental.

Contact Bentley Johannesburg on 010 020 4000 or Bentley Cape Town on 021 000 2100.

The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © 2019 Bentley Motors Limited.

BENTLEY JOHANNESBURG • BENTLEY CAPE TOWN Power: 467 kW (635 hp); Torque: 900 Nm; 0-100 km/h: 3.7 seconds; Combined fuel consumption: 12.2 l/100 km; CO2 Emissions: 278 g/km.

Priced from R3 395 000 with a 3 year/100,000 km Driveplan Model shown: Continental GT

general@bucephalus-air.co.za www.bucephalus-air.co.za 078 933 5672/071 893 3393

HAVE YOU THOUGHT ABOUT YOUR FUTURE?

BECOME A PILOT OUR COURSES INCLUDE:

*Private Pilot License (Aeroplane and Helicopter) *Commercial Pilot License *Class and type Ratings *Night Rating *Instrument Rating: IF Training done on a state of the art FNPT II flight simulator *Multi Engine Rating *Turbine Rating

SA Flyer 2019|02

*Instructors Rating

14

KLERKSDORP BASE

POTCHEFSTROOM BASE

PARYS BASE

Apex Flight Academy

Potch Flight Academy

Parys Flying Academy

March 2019 | www.saflyer.com

KEEP IT LITE

SACAA/0105

Quote of the month: When discussing firebombing , Air Tractor firebomber pilot and former SAAF Cheetah pilot Koos Kieck said;

The full interview can be found in this month’s FlightCom Magazine.

Central Flying Academy Where your dreams take flight

The only flight training academy at Rand Airport that offers ALL the required facilities for COMPLETE pilot training at our on-site campus

FACILITIES OFFERED:

- Professional experienced instructors with 1000’s of hours instruction time

- Fleet of 10 aircraft

- 2 x Twin Engine aircraft

- FNPT II simulator to cater for all levels from PPL to Instructor

- CAA Approved Exam Centre

- Hire and Fly throughout South Africa - Online booking system

- Air-conditioned well equipped briefing rooms

- Ground school for PPL and Com License

- Up to date com notes produced in house - Free secure parking

- Accommodation in our own crew house.

Courses Offered:

- Private Pilots License - Night Rating

- Instrument Rating

- Commercial Pilots License - Multi-Engine Rating

-

- English Language Proficiency

General and Restricted Radio Licenses

CPL Ground School Courses: Course

Human Performance

Start

05 - 07 March 2019

Air law & Annex 14

11- 13 March 2019

P.O.F

03 - 04 April 2019

ATG

25 - 28 March 2019

“Look at the rest, then come fly with the BEST!” Hangar 28 Hurricane Rd Rand Airport Germiston www.cfasa.co.za Tel: 011 824 4421 Fax: 086 670 7103 email: info@cfasa.co.za

SA Flyer 2019|02

“I drop my load, take all my rivets and go.”

www.superiorair.co.za 15 www.saflyer.com | March 2019

ATTITUDE FOR ALTITUDE GUY LEITCH

OBITUARY

THE AIRBUS A380 On 14 February 2019, Airbus CEO Tom Enders finally killed off the company’s biggest white elephant – the Airbus A380.

B

Y

now

possibly

1000

obituaries have been written

vast growth on the low cost carriers (LCCs)

the plane. Airbus’s full length double decker

which offer P2P flights.

was designed for passengers only and was

about the passing of the

But size matters and Boeing had

never intended to have a cargo door, so

A380. But it is an event so

its Jumbo. So Airbus wanted to build a

redundant A380s cannot be converted to

significant that I too must add

bigger 747 – the A380 ‘Superjumbo’. And

freighters as can 747s.

my 2 cents worth.

then Airbus made another fundamental

In retrospect, the Airbus A380 was

Few in the airline industry are immune

a toxic blend of national pride and a fundamental misunderstanding of how air

The ship that was built specially to transport A380 components.

transport is evolving.

With 20/20 hindsight it’s easy to see how Airbus got it wrong. The writing was on the wall from as early as the 1984 with the introduction the Boeing 767-200ER which was approved for Extended Twin Operations (ETOPS) flying and so was the first genuine over-the-ocean

twin-engine

airliner.

Suddenly the tri-jets and quads were no longer needed for long over water sectors.

debate was emerging. Boeing bet on the convenience of P2P, whereas Airbus bet

FleetMon

At the same time, the hub and spoke (H&S) vs Point to Point (P2P) airline network

mistake. As we noted in February with our

to the allure of huge aeroplanes. Airbus was

celebration of the 747’s 50th birthday, the

suffering from FOMO (the fear of missing

747 designers, under the leadership of Joe

out). The reincarnation of the Boeing 747 as

for airports such as Heathrow and JFK

Sutter, had resisted pressure from Pan Am’s

the 747-400, with new engines and wings

to

aircraft

Juan Trippe to make the 747 a full double-

and just a two-crew cockpit had been a

movements to cater for the expected growth

decker. Instead they made it with the cockpit

major advance for the Americans. It had

in traffic. The solution was bigger planes to

above the fuselage, endowing it with a

extended the huge commercial success of

move more people with the same number of

key advantage in that the 747 can have a

the 747 by another 20 years and probably

flights. Sounds logical. Except that Airbus

freighter version with a fully opening front

contributed to Airbus deciding that there was

(and Boeing) were caught by surprise by the

section; so you can drive a small tank into

still room in the market for the ‘quads’.

on the H&S model. The problem with the H&S model is that the hubs were becoming congested

and

substantially

it

seemed

increase

impossible

their

16 March 2019 | www.saflyer.com

COLUMNS

Convoi Exceptionnel - required buildings to be trimmed.

But it was the 1995 introduction of the Boeing 777 that was the death knell of the

400 and so did not pay enough attention to

which someone described as a ‘bit of a lark

the real market changer, the 777.

really’.

big quads – and again Airbus missed (or

It was the 777 that showed that big

By 2010, what with funny orders and the

chose to ignore) the cue. And, in another

twins could beat quads in long haul flying,

growth of hubs in the Middle East, there was

unanticipated development, the argument

and as Delta has shown, even for hot and

still hope for the A380. There was talk of a

that the A380 would be needed to ease hub

high airports such as OR Tambo. Meanwhile

stretched version and then a new engine

congestion tuned out to be a fallacy. In fact,

Airbus persevered with quads in the form of

option (Neo) version.

the opposite happened – the airports found

the disastrous A340. Airbus induced Virgin

The A380-800 was supposed to have

that it actually added to congestion, because

(and SAA) to buy A340-600s. When Virgin

been a baseline aircraft. To me it always

of the need for so many feeder flights to fill it.

realised their mistake they put on their best

looked a bit stubby, compounded by

But the A380 was not all a bad news

spin by writing; “Four engines – for the long

large a tail. And the -800’s wings had been

haul” on their obsolete quads.

designed for the -900, which is why they are

story. The one great achievement of the A380 is as the cornerstone of the European

too

Regardless, in December 2000, Airbus

too large and heavy for the smaller model,

into

committed to the A380 programme. The

and are part of its weight problem. This

what became the giant Airbus group.

logistics challenges were huge – they had to

was confirmed when it was revealed that

The German, French, British and other

have special ships built to move the wings

a stretched A380-900 was going to be the

component builders discovered such a

from Wales and the fuselage from Hamburg

definitive model as airlines up-gauged.

large project could not be pursued with a

to the Toulouse assembly plant. They even

In the final analysis the A380 was

fragmented industry, so they amalgamated

had to widen village streets to get the huge

simply unable to compete with the newer

and partnered. The political, industrial, and

fuselage barrels to Toulouse.

180-minute plus ETOPS approved Twins,

aerospace

industry’s

consolidation

yes, even the emotional aspects of the A380

The A380 programme was formally

should not be underestimated. For European

launched with firm orders for just 50 aircraft,

especially

engines. And so Airbus found itself under

those

with

new

generation

aviation it was a big step out from under the

from Virgin, Qantas, Air France, the IFLC,

immense pressure from Emirates, as the

shadow of the Americans.

Singapore and Emirates. Having to cancel it

biggest A380 customer, to further invest

In the 1990s the European airliner

just 12 years after it first flew, shows how far

in the A380 by developing a NEO version.

builders had become obsessed with the 747.

Airbus miscalculated the demand. Instead

However, the -800’s excessively large wings,

The Europeans believed that it generated

of the 1,500 orders Airbus expected over

heavier than needed aircraft structure and

huge profits for Boeing that enabled it to

20 years, just 313 materialised. But it was

the large tail (which could have been made

aggressively market other weaker products

sexy and important to the entire European

smaller for the stretched -900), would have

in its stable, such as the 737, against similar

aerospace industry. So there were some

required so much change for a NEO version

Airbus products. But the Europeans missed

very strange orders nurtured to bolster the

to be done right, that the project was a non-

a key insight - that the 747 was already

sales numbers – one of the more remarkable

starter.

yesterday’s

sinking

being the three ordered by tiny Reunion

Not only were orders from new operators

multiple billions into trying to outdo the 747-

Island based airline Air Austral, an order

for a -900 or a NEO version sparse, but

hero.

Europe

was

17 www.saflyer.com | March 2019

LEFT: The A380-800 looked short and fat because it was supposed be a short version of the -900, which was never built.

Emirates ordered 50 more A380s at the 2013 Dubai Airshow. The coup de grace would almost certainly have come much Airbus

sooner without that order.

The current Airbus CEO, Tom Enders, was never a big fan of the A380. But his words from that fateful day in February this existing A380 customers showed little

when they turn ten years old, five years from

enthusiasm for enlarging their fleets. In fact,

now. China Southern Airlines is apparently

quite the opposite happened. Air France

unhappy with the aircraft, which it considers

and Lufthansa took fewer aircraft than their

to be too large for its Guangzhou hub.

original commitments. Qantas took only 12

Malaysia Airlines has been looking for better

from an order of 20. And retirements have

ways to use its A380s and appears to be

been accelerated. Singapore Airlines added

focusing on a Haj pilgrim charter operation.

an order for five A380s beyond the 19 it

The erosion of the already slender order

bought initially, but it has already retired six,

book continues.

two are already being scrapped. Even Air

Given its reported US$25 billion sunk

France has said it will reduce its A380 fleet,

capital costs, and the prestige of the A380,

and Qatar Airways CEO Akbar Al Baker

Airbus tried numerous times to rescue the

announced the airline will retire its ten A380s

programme, and it almost succeeded when

year make a good epitaph: “The A380 is not only an outstanding engineering and industrial achievement. Passengers all over the world love to fly on this great aircraft.

Hence today’s announcement is painful for us and the A380 communities worldwide.

But, keep in mind that A380s will still roam the skies for many years to come, and Airbus will of course continue to fully support the A380 operators.”

j

guy@saflyermag.co.za

w w w. l e g e n d s k y. c o . z a

QUALITY TWIN AND HELICOPTER TRAINING AVAILABLE NOW. Legend Sky CAA 0285 •

CPL Hour Building @ R1200/hr

•

Start your PPL this year and receive a free headset

•

Complete your PPL for under R90 000 and your

SA Flyer 2019|01

Night Rating in 15 hours for under R22 000 •

PIPER Seneca II @ R4750/hr and R44 @ R6727/hr

Contact us at info@legendssky.co.za +27 83 860 5225 for your quotation

18 March 2019 | www.saflyer.com

LEADING EDGE PETER GARRISON

NOTHING CAN

GO WRONG High-frequency (HF) radio, used for beyond-the-horizon communication prior to the introduction of satellite relays, was subject to the whims of various ill-natured atmospheric elves and goblins; but when it was good it was very, very good, with the clarity and nuance of a fine telephone connection. or perversity, had failed to provide it with the

The Melmoth was, as homebuilts went at the time, a pretty ambitious design.

most fundamental requirement of a longrange aeroplane: a large wingspan.

It made up for its bumblebee-like proportions by carrying 155 gallons of fuel in wet wings and tip tanks. The first time it flew fully loaded was when Nancy and I took off from Gander, Newfoundland, bound for Ireland, and immediately disappeared into

S

a 100-foot overcast. I seem to have had a great deal of confidence in my calculations.

O it is that I can still hear

before spoken, and would in all likelihood

It was on July 3, 1976, that we left

in my mind’s ear, though

never again speak to an aeroplane arriving

Anchorage for Cold Bay, Alaska, which was

it was over 40 years ago,

from America which was so scantily provided

to be our jumping-off place for Japan. We

the coaxing tone, as if the

with fuel.

arrived at Cold Bay late in the afternoon,

speaker were addressing

It was an unusual place to be, and in

intending to stay the night. I must not have

an uncomprehending child,

retrospect I am a little surprised that I did not

been paying much attention to the weather,

of that friendly airline pilot’s voice: “No, fifty,

feel more hesitation about crossing first the

because when I checked it in Cold Bay, I was

not fifty thousand. Three hundred pounds.

Caribbean in 1974, then the Atlantic in 1975

taken aback to learn that a typhoon in mid-

and now the Pacific Ocean, in an aeroplane

Pacific was moving northward and would

that I had designed and built through home

reach the Aleutians the next day, bringing a

study and guesswork and that had first flown

stretch of rain, wind and low ceilings with it.

He is a very small aeroplane.”

Very small indeed: a 23-foot wing carrying Nancy and me and a couple of suitcases over the North Pacific. We were on an IFR flight plan, and every hour we would make a position report — an empty ritual in reality, since for most of the trip, in those pre-GPS days, our navigational equipment was limited to a compass and a clock.

A Tokyo controller had inquired about our fuel state, and on hearing my reply of “fifty gallons remaining,” he had confirmed with “fifty thousand pounds.” Somewhere

Obviously, we had to get out of there

late in 1973.

Nancy’s

ahead of the storm, which, as long as it

consenting to participate in these grandiose

remained south of us, would provide a

and reckless adventures, since she had

welcome and unexpected tailwind. We had a

no liking for aeroplanes, large or small,

hard time getting fuel — the airport personnel

nor the slightest love of flight; but people

had already repaired to the local saloon to

are full of contradictions. That aeroplane,

begin their bicentennial observances — but

Melmoth, was an all metal, retractable-

finally, at about 9:30 in the bright midsummer

gear two-seater with a naturally aspirated

evening, we climbed out of Cold Bay and

210 hp Continental and a constant-speed

turned westward along the Aleutian chain.

Even

more

puzzling

was

prop. I had built it between 1968 and 1973

My plan was to follow the islands out to

high above us in the darkness — it was inky

in a series of southern California backyards,

the Air Force base at Shemya, and then to

night and had been for many hours — an

and it was, as homebuilts went at the time,

use the Shemya VOR to set up a course that

eavesdropping airline pilot understood that

a pretty ambitious design. I had intended it

would keep us well clear of Soviet airspace.

the young Japanese controller had never

to go long distances but, through ignorance

This was before the Soviets had shot down a

20 March 2019 | www.saflyer.com

COLUMNS Made up for its bumblebee-like proportions by carrying 155 gallons of fuel in wet wings and tip tanks.

and irregularly terraced, slipped beneath us.

It had been my intention to land at Kushiro, a city on the eastern shore of the island, but because it was early in the morning the airport was closed, and the Tokyo controller had ordered us to proceed to Chitose, the airport of Sapporo, 40 minutes farther south.

We landed at last, 14 hours and 45 minutes after taking off, having covered some

2,450

nautical

miles.

The

first

homebuilt aeroplane, as far as I know, ever to fly nonstop from the United States to Japan. Twenty-three gallons remained in the tanks.

I reflected upon the friendly fates that Korean airliner; but though it was peacetime

myself awake by singing and by digging my

and I would not have imagined such a rash

fingernails into my palms. The NDBs along

and heartless act even possible, I had been

the Siberian coast were very weak, and

advised to give Kamchatka a wide berth.

besides, they operated on alternate days; in

Avoiding the Soviet Union meant flying several hundred miles offshore and then,

any case, I do not recall picking up a single reliable signal.

at some moment determined by dead

Only once did I locate a broadcast

reckoning, since we would be out of range

station, and I gratefully drank in a faint

of shore-based beacons, turning westward

Chopin nocturne until it, like everything else,

toward Japan.

was swallowed by distance and darkness.

Darkness fell after we had been in the

Little navigation was required, because it

air an hour or two, but not before we had

happened that the required heading changes

discerned, high in the sky to the south, the

coincided quite closely with the changes in

vast, curved and oddly distinct rim of the

magnetic variation, so that the same heading

typhoon. We cruised at 8,000 feet at 65

served from Shemya to Japan.

percent of power, using around 9 gallons an

At some unknown moment during that

hour; thanks to the tailwind, we made about

night, we crossed the International Date

170 knots over the ground. This was not the

Line. I like to think that it was at midnight. In

best-range cruising speed, by any means;

any case, it was now July 5. The Fourth of

an optimal technique would have required

July, 1976, had dropped unnoticed from our

cruising at around 45 to 50 percent of power

lives. Dawn finally came. Mottled, metallic,

at the start, and progressively slowing

the vast Pacific stretched to all horizons, a

down as the aeroplane grew lighter. But the

sight that might have been terrifying under

tailwind, which would remain with us for the

other circumstances but that now, after

entire trip, gave me the confidence to trade

so much darkness, brought me a strange

fuel for a little extra speed.

solace. Clouds to our right hinted at land

Having spent the previous week in

somewhere over there, perhaps the Kuril

Alaska and marvelled at the four-hour

Islands. The old mariners descried the

nights, I had imagined when we left Cold

nearness of land in the flights of gulls, the

Bay that the darkness would not last long;

colour of water and the inventory of flotsam;

but I had not reckoned with our westward

for us, it was the brownish tint of the air that

progress across half a dozen closely spaced

heralded our approach to a great industrial

time zones. The night, starless and opaque,

nation. Then a ship appeared at the apex of

unrelieved by a single light on the surface of

a glittering wedge of sea-sillion, its heading

the ocean, lasted 10 hours, during most of

identical to ours.

which Nancy slept.

had suspended the prevailing westerlies for our benefit and had provided, instead, a gentle carousel ride on the rim of a gigantic storm. Suppose, though, that instead of 10 knots from behind we had had 10 knots on our nose. We would have taken two hours more, and landed with but five gallons. On the other hand, Kushiro might have been open by then. But suppose it had been 15 knots. …

I had thought — or rather fantasized — about all that. My grandfather, who was Armenian, had taught me some Russian, and I had taken more in college. I had imagined running low on fuel and diverting into Siberia, landing, rolling to a halt, opening the windows to a brisk, pine-scented breeze.

Several young soldiers with machine guns approach us with the bold gait of people in authority who are uncertain of what to do next. Having travelled in Central America, I have been approached by young men with machine guns before, and am unfazed.

“Zdrastvytse,” I say disarmingly. “Myi amerikanski. Kak vyi pozhyvayetse? — Hello. We’re Americans. How are you?”

A Russian-speaking American, a pretty young woman, an unusual aeroplane — how could there be any trouble?

j

When my advancing pencil line, the

Alone in a world reduced to the roar of

deceptively confident-looking outcome of 10

the engine, the hiss of air and the glow of

hours of guesswork, finally attained a point

instruments, I pencilled our glacial progress

southeast of the last Soviet-held island, I

upon an oceanic planning chart, hunted

turned right 30 degrees; and after another

for radio signals with the ADF and kept

45 minutes the coast of Hokkaido, green

The storm would provide a welcome and unexpected tailwind.

21 www.saflyer.com | March 2019

LETTERS

TO THE EDITOR

SAA FLIGHT OPS LEADERSHIP I’ve recently read your best and worst of 2018 in the January edition and wanted to thank you for calling it as it is at SAA.

court case agreed with the regulator further reinforces this notion.

SUBSCRIBER RATES TO KENYA For many years I was able to purchase SA

So the question arises: What are the

Flyer off the shelf at bookstore/supermarket

non-conformities that the regulator picked up

magazine outlets in Nairobi, but that has

The lack of leadership at Flight Ops and

at CemAir? I am a total outsider to the issue

ceased thanks to ‘vested interests’ at a high

the appointment of some very questionable

but could not pick up the reasons why the

political level. Foreign publications are now

characters into the management pilot

regulator has done so. It’s no good to argue

only available sporadically, usually months

positions has got me completely baffled.

about the validity of the grounding without

past ‘sell-by’ date, and at a most extortionate

I don’t know how Jarana honestly

looking at the facts. Let’s get the facts on the

cost, indicating that a direct Subscription is

expects to turn the airline around when

table and we can judge from there. Then we

the only way forward.

they appoint the worst of the worst into key

all can learn from it.

positions. The London incident [an SAA

Among

many

aviation

publications

So, do they comply or don’t they comply?

published in R.S.A. SA Flyer stands out as

co-pilot who failed breathalyser tests] was

I absolutely love your magazine. The

being the best ‘all-rounder’ and to which I

a complete farce that turned into a racial

articles are from a wide variety of subjects

should like to subscribe. Additionally, your

issue, when in fact it was an irresponsible

and therefore make for good reading.

contributing columnist Hugh Pryor is an old

pilot not taking responsibility for his actions.

Theunis Snyman

He is an embarrassment to the airline and the profession.

since we cut our teeth together at raw bushGUY REPLIES

Thank you for calling a spade a spade.

Thank you for the kind words, Theunis.

Extremely concerned

The issues re the grounding of CemAir are very complex - and at times can even

CEMAIR GROUNDING I am a regular reader of SA Flyer magazine and also a subscriber. I read the magazine from cover to cover.

Thank you for your compliments and

interested in is whether a failure to comply

SA Flyer mail delivery to get to Kenya - but

with paperwork compliance is a safety issue

I’m sure it’s worth waiting for! Alternatively

- or just a compliance issue. There are many

you could subscribe to our digital edition? It’s

other similar issues.

cheaper and quicker!

I have emailed you the CemAir ‘Heads enough to persuade the judge this time. So

to the CAA and sometimes to the SACAA. Is

CemAir have closed down. I consider the

it the same thing or two separate entities?

death of an airline and loss of jobs and air

2. I have read with interest about

connectivity a large loss. I like to believe that

the partial grounding of CemAir during

the CAA and CemAir could have resolved

December and later grounding of the whole

these issues amicably. But many others

operation in January. This is indeed sad but

believe that the CAA gave CemAir more

one thing worries me. I cannot believe that

than enough opportunities to fix things.

March 2019 | www.saflyer.com

GUY REPLIES your enquiry. It takes about 6 weeks for the

of Argument’ for your info - but it wasn’t

22

Ian G. Gregory

critical or not. One of the debates I am

1. In the magazine you sometimes refer

good reason. The fact that the judge in the

flying 45 years ago.

be subjective as to whether an item is safety

I have two questions to ask:

the SACAA will ground an operator without

friend of mine whose articles I greatly enjoy,

Yes the SACAA and the CAA are one and the same body.

Tell us what's on your mind:

guy@saflyermag.co.za

February edition of the SA Flyer.

IN SEARCH OF SAA CREW 1946 –

I hereby confirm that that I did not send

an Anaesthetist who also did the degree in Aerospace Medicine:

you this letter, that it was not written by me

1979 If you were a flight deck or cabin

and is not an edited version of any other

Dr Chris Blunden

crew member who flew with South African

document written by me. The signature block

President: Southern African Aerospace

Airways in the period 1946-1979, I would be

beneath the letter is one that I use for a

Medical Association, and

interested to hear from you. I am currently

news-letter, ‘Aerospace Medicine Division

Head: Aerospace Medicine Division

sourcing photographic and other material for

News Snippets’ that I send out monthly to

School of Health Systems and Public

a book which I am busy writing.

those interested in this field.

Health

Should any SAA crew members from

Dr Chris Blunden

Faculty of Health Sciences

that time be able to contribute towards

University of Pretoria

this project, I would be most grateful. The

e-mail: chris.blunden@up.ac.za

aircraft types in question (during the period 1950-1968/69) would include the Lockheed

THE FULL LETTER FROM DR MARAIS:

Constellation L749A, the Douglas DC4

IGNORANCE ABOUT MEDICALS

This is all just for a bit of background.

Skymaster, the Douglas DC3 Dakota, the

I have been thinking that there is a lot of

The question is what do we do about the

Douglas DC7B, the Vickers Viscount 813, the

ignorance among pilots concerning aviation

problems that the pilots have with DAMEs

Boeing 707-344, the Boeing 727-44 and the

medicine and doctors concerning aviation.

and Assessors that fail them?

Boeing 737-244, as well as the aircraft types

What should we do about it?

For example this hearing test in a Boeing

operated during the later period (1971-1977)

IAM is now virtually out of the picture

Sim. This IS NOT a requirement under the

which included the Boeing 747-244, the

and CAA’s medical department under the

CATs & CARs. If asked for it, pilots should get

Boeing 747SP-44 and the Airbus A300B2K/

leadership of Dr Lesego Bogatsu controls

a report from an ENT specialist and demand

B4/C4.

all medicals. They have bought a German

under what Schedule in Part 67 of CATs it is

In addition to the technical aspects

system EMPIC so that everything is now

required.

involved, I would also be interested in the

online when a pilot does his medical and a

Pilots must read Part 67 of the CATs and

way flight deck and cabin crew seniority was

certificate of fitness is printed out, but the

pay specific attention to the requirements for

structured at the time and the various routes

doctor still has to give the pilot the white and

the Class of medical that applies to them.

that were operated, including the pattern of

yellow written certificate. The white one for

They must not be afraid of CAA they must

layovers or slipping that existed in the 1940’s

his Licence and the yellow one he sends to

question them. Write to Chris Blunden who

through to the 1970’s.

CAA licencing.

is currently President of SAAsMA and ask

e-mail

There are two types of DAMEs (note

his advice and to take it up with CAA. Pilots

(dewilzema@parktownboys.com) or write to

You

may

contact

me

via

DAME not AME as in the mag.) One has

should become involved with SAAsMA. It is

me at PO Box 72487, Parkview, 2122 if you

done two week course at IAM and the

not only for doctors but pilots also.

have any items of interest which you would

other has done a 2 year course at Pretoria

How do we get DAMES to get involved

like to share.

University. Of the doctors on your AME listing

in Aviation? That is a bigger problem. Most

the only two that I know for sure who have

of them have a passion for what they do. (At

done the degree course are myself and Dr

least I hope so.) Doctors are a strange breed

Ken Ingham. As far as I am aware, the only

of animal. Most have a very special love for

Assessor at the medical dept of the CAA who

their fellow man and some believe that when

has done the degree course is dr. Bernice

they sit down the sun stops shinning.

André de Wilzem

CORRECTION In the February letters page, we

Mashupa, the others have only done the two

I would like to request that you ask an

published a letter by Dr Eugene Marais,

week course. They may be good doctors,

Airline or fuel company to subsidise a free

headed ‘Ignorance About Medicals’. In his

but I do not think that they know much about

copy of SA Flyer for each CAA Dr personally

letter Dr Marais made reference to Dr Chris

General Aviation or the difference between

for X number of issues. Maybe if they even

Blunden and provided his contact details.

a rudder and an aileron.

To my surprise

just glance through them and see some-

Unfortunately the letter we published ended

(read disgust) a DAME who has been doing

one like “Midnight” flying Gripons they will

with these contact details and not with Dr

medicals for many years told me with pride, “I

start to read and get interested in Aviation.

Marais signature and it therefore appears

know nothing about aviation, I am a doctor.”

Unfortunately I think that the majority are only

that the letter was written by Dr Blunden and

There are however many DAMES who are

doing it for the money.

not Dr Marais.

pilots, one who has the degree in Aerospace

It has been a long time since I was on

We apologize for the omission of Dr

Medicine is actually now flying for MANGO.

Avcom, but maybe Ray can ask the pilots

Marais’ signature and publish the following

Dr Ken Ingham joined the SAAF in the

on Avcom for input and tell them to read the

letter from Dr Blunden:

1960’s and retired as Surgeon General of

CATs Part 67.

Hi Guy

the SANDF ad has a passion for Aerospace

You have a great team at SA Flyer, and

I have been made aware of a letter,

medicine. To my knowledge only 70 doctors

I am sure that with a brain storming session

‘‘Ignorance About Medicals’ with my signature

to date have done the degree course. The

you will get many ideas.

block beneath it that was published in the

course is run by Dr Chris Blunden who is

Eugene Marais

23 www.saflyer.com | March 2019

PLAIN TALK JIM DAVIS

DO PILOTS NEED

TIES?

Editor’s note: Jim Davis is taking a well-deserved break from trawling through his pile of Logbooks.

But we are not giving him time off. Instead he is redirecting his vast experience for the benefit of newcomers to flying – and those still thinking about aviation as a career.

It’s traditional for pilots to be well dressed on duty, but shouldn’t this be changing in the age of the laid-back and informal Millennial Generation?

W

HEN you see a

a temporary lull in their concentration – a

office and the hangar in the manner of one

group of people in

plane taking off or landing. It wouldn’t be

who isn’t at peace with the world.

a

spot,

cool for a member of the group to talk while

We didn’t know what caused this

with their hands in

some random pilot is in the act of starting or

Inspector to pace, but he had the air of one

their pockets lazily

ending a flight.

suffering from a time-related problem. After

desolate

kicking stones, you may be confident they’re

There’s possibly only one other thing

a while, a new player hove into view in a

not dentists, clergymen or truck drivers. No

that might cause a distraction – a smartly

yellow VW Golf that appeared to have spent

– these people are off-duty pilots.

dressed CAA Inspector pacing nearby.

most of its life on a beach.

They have no uniform to identify them.

And so it was, one peaceful spring

A scrawny youth emerged, banged

They do this anywhere, and in any weather.

morning in George, that we were forced to

the door shut and strode towards the flight school. Suddenly he stopped mid-stride, scratched his ass, did a 180 and returned to

They were sitting up straight, paying attention, asking intelligent questions and taking notes.

the car to retrieve his headset with dangling cables. He banged the door again and it this time it bounced open. He shrugged and headed for the office.

The new arrival was not an impressive member of the human race. The description ‘Pig-Pen’ came to mind. I reckon a passing swarm of flies would be delighted to land upon this individual.

Pig-Pen was, of course, the subject of the CAA Flying Inspector’s frustration. Not only was he an eyesore, but he was a late eyesore, and appeared to be ill-prepared for his upcoming encounter with the official. The two of them disappeared into the office.

Freezing drizzle, desert heat and swirling

interrupt a particularly gripping discussion

dust all go unnoticed. They are engrossed

on tyre creep by exactly such an event. The

in flying talk, and the world passes them by.

Inspector appeared from the offices of a

There are only two things that will cause

flight school and began to pace between the

24 March 2019 | www.saflyer.com

We, the onlookers, lost interest in this little scene and returned to the fascinating subject of tyre creep. We were thus only vaguely aware of the events that occupied the other two aviators. The opening of hangar

PLAIN TALK

doors, pulling out a Cessna 172, pre-flighting

of two thousand for a candidate who passed.

strongly suggests that a person who

and windscreen cleaning, all happened

This figure was the result of a lot of pencil

looks like a tramp is unlikely to be a great

vaguely in the background. Finally, the plane

smudges, rubbing out and finger counting.

performer in the cockpit. If it looks like a

disappeared down the taxiway, towards the holding point of Runway 11.

Subconsciously,

we

often

amused

duck and walks like a duck…

ourselves by trying to predict the final score

The exception to (dis)prove the rule

have

based on the applicant’s ground handling

is my mate Neville Austin. One of the best

alone. It would usually be somewhere

pilots and instructors I have ever met, and

happened. After a short absence, the

between twelve hundred and eighteen

undoubtedly the scruffiest.

Cessna reappeared, parked in front of the

hundred. The idea was to pencil the

So who are the people learning to fly

hangar and the occupants headed towards

predicted mark on the back of the form

today? Most of them are Millennials, or

the offices in line astern.

before getting takeoff clearance. We quickly

Generation Y (born between 1985 and

found that these predictions were spot on.

1997). They are a very different generation

had

no

way

of

must

takeoff,

been waiting for the takeoff, but it never

We

we

Before

telling

what

unpleasantries were exchanged between

Pre-flight behaviour and ground handling

from that of their testing officers. Wiki tells

the two crew members during their short

are an amazingly accurate predictor of how

me this generation has some real gripes

excursion, but it seemed probable that

an applicant will perform in the air.

about the world their parents constructed. I

Pig-Pen had failed his flight test without even

being

invited

The flight test forms have long since

can’t disagree with them. In many ways, we

to

demonstrate his prowess aloft. This was confirmed shortly.

None

of

us

was

surprised. The Inspector was there on time. He was wearing a tie, his shoes were shiny and all the bits in between were reasonably

smart.

The

candidate, on the other hand … well, you’ve got the picture.

Now,

you

may

be

starting to think, “That’s not fair. You can’t judge a book by its cover.” But had you been in possession

In shades walking out to an exec jet.

of all the facts, you might reserve

judgement

on

the matter. We gathered that Pig-Pen’s

changed. We now have to tick boxes

have indeed left much of the world in a pretty

pre-flight, pre-start, radio procedures and

reflecting such things as whether the student

sorry state.

engine handling were pretty much what one

is ‘competent’, or ‘not yet competent’.

would expect from a pilot with his attitude.

(Vomit). This implies that even the most

demanding and disrespectful. This may be

Some

see

Millennials

as

sulky,

Let me explain why poor performance

horrendous applicant has the potential to

so, but they also have a hell of a lot going

on the ground would make it a waste of

one day fly my family around. This ludicrous

for

everyone’s time and money for the flight to

PC-ness is apparently necessary because

Maciantowicz points out that they’re strong

have got airborne.

we

on openness, courage, and pride in honest

The old flight test forms were a

shouldn’t

offend

people

who

are

dangerous in aeroplanes.

them.

Aviation

psychologist

Oliwia

achievements. She adds that they are

mathematician’s nightmare. We had to

Back to the point. Regardless of the

“intelligent, flexible when facing difficulties,

give each aspect of every exercise a mark

marking system, the principle remains the

resistant to daily hardships, and full of a

out of ten. We then multiplied this mark

same. If you can’t get to the holding point

positive attitude toward the unknown.”

by a loading factor and added the answer

without making a monstrous botch-up, you

Maciantowicz reckons they may not always

to the products of the other aspects of the

can’t fly safely and are not yet ready to be

be strong on quality and accuracy, but

same exercise. We then underlined these

tested.

there’s nothing like a haircut and a bit of

products and added them all together. As I

Now we know there was no direct link

sprucing up to fix this. She also noted that

remember, the total number of points at the

between Pig-Pen’s appearance and his

Gen Ys tend to promote themselves, rather

end of a flight test was usually in the vicinity

piloting ability. But anecdotal evidence

than the team. But again, evidence suggests

26 March 2019 | www.saflyer.com

COLUMNS

that a uniform would help make them team

The researchers found that wearing formal

time we will be looking at…”. No student

players.

business

increased

has ever heard the end of that sentence. It’s

As shown by Pig-Pen, Maciantowicz

abstract thinking – an important aspect

invariably drowned out by everyone packing

says that Millennials handle test situations in

of long-term planning. The experiments

up, pushing their chairs back and breaking

a much more relaxed fashion than previous

suggest the effect is related to feelings of

into clamorous conversation.

generations of pilots. This often means they

power.

are able to perform well, but I suspect that Pig-Pen was just way too laid-back.

clothes

apparently

As

the

thunderstorm

lecture

was

In another study, students not wearing

going through this chaotic phase, I moved

white lab coats made twice as many

downstairs and onto the stage. It took a while

In the past it was simple: ties were not

mistakes on an attention-demanding task as

for the congregation to realize that the chief

required for chefs, ditch diggers, street

those wearing lab coats. This would be very

priest required their attention, but eventually,

musicians and crop sprayers, but pretty

significant in a cockpit.

the chatter faded to an uneasy silence.

much everyone else wore them. The advent

Confucius said:

Tell me and I will forget, Show me and I may remember, Involve me and I will understand.

At 43 Air School, we used to allow the

“I have good news for you lot. From now

com students to attend ground school in

on, you are not only going to learn the ground

their civvies. I remember sneaking upstairs

school subjects towards your commercial

into the projection room at the back of the

pilot licences, you are also going to learn

lecture hall because I wanted to see how

how to look like commercial pilots.” I had

a new lecturer was performing. It didn’t

grabbed their attention. “You’re going to

take long to realise that he was doing an

wear your uniforms in ground school. White

excellent job, but I wasn’t prepared for what I

shirts with stripes, dark blue pants and

When you dress for success, you feel and behave like a professional.

of computers seems to have marked a turning point in all that. The more you understand about megabytes and motherboards, the less you need to wear a tie. We’re now in a world where a newly minted techno-person can turn up for an IT job interview in flops, dreads and a memory stick necklace.

But by the same token, disciplinebased careers, like being an army person, a policeman or pilot, are still associated

saw amongst the 20-odd students.

with dress codes. Artfully torn jeans and

Most sprawled in their chairs with their

piercings are for creatives. And creativity is

legs stretched out. Some had their arms

not compatible with cockpit checklists.

polished black leather shoes.”

Jaws dropped and they looked at me in disbelief.

dangling, other’s heads lolled to one side.

A week later, I again spied on them from

Convention dictates that if you want to

Another group favoured clasping their hands

the projection room and looked down at a

be respected as a professional, you need

behind their heads. The overall impression

very different scene. They were sitting up

to dress and behave accordingly (IT-ists

was of a bunch of beach bums watching a

straight, paying attention, asking intelligent

excluded).

boring movie.

questions and taking notes. Best of all, when

But does it work the other way round? If

I might have forgiven them if the lecture

one smartens up and dresses well, does one

was boring, but they were learning about

perform better? Evidence from a number

thunderstorms, and the subject could hardly

Confucius said:

of studies suggests that this is indeed the

have been more electrifying.

Tell me and I will forget,

case.

There’s always a difficult bit at the end

it came to exam time, their marks were way up.

Show me and I may remember,

A 2015 psychology experiment got

of any lecture. A good lecturer will want the

students to change into either formal or

class to prepare for the next session, so the

When the pupes wore uniforms, they

casual clothing before taking cognitive tests.

lecturer uses the fatal words, “Okay, next

felt involved in aviation. They participated in

Involve me and I will understand.

27 www.saflyer.com | March 2019

PLAIN TALK

the ground school rather than being passive

by their parents, often at huge personal

picture themselves in uniform, wearing

observers.

sacrifice. Folks would mortgage their homes

shades (because their future was so bright)

As an interesting sideline, we also found

to pay for their training. This put us under a

and walking across the tarmac towards a

it necessary to insist on good table manners.

moral obligation. Not only did we need to get

Citation. This was the community they were

New commercial pilots often find themselves

the students through their exams and flight

working so hard to join.

sharing

an

It’s not just an aviation thing. Years

evening

meal

ago a mate of mine was struggling to get a

with

their

wealthy

pax.

We

had

to

encourage our pupes

not

to

put their elbows on

the

table

or clasp their burgers

with

both hands.

And

there

was yet another stage

in

grooming these

the of

Not only did we need to get the students through their exams and flight tests, but we also had to give them the best possible chance of getting a job.

aspiring

foothold on the bottom rung of the corporate ladder. He lived with his wife and two kids on a smallholding near George, and they were battling to make ends meet. One day he showed me a ‘thousand-dollar’ pair of shoes he’d bought to wear at a potentially life-changing meeting he was going to in Durban. I told him he was mad and that the folks might not even notice his shoes. “No,” he replied, “but I will.”

He got the contract and is now a multi-multi-millionaire property baron in Johannesburg.

So, do pilots really need ties? Perhaps not, but, like my friend with the shoes, when

pilots. They were inclined to lounge around

tests, but we also had to give them the best

they dress for success, they feel and behave

in the crew room, with feet up on the coffee

possible chance of getting a job.

like professionals.

tables. We had to teach them that this was

With the change of appearance and

like seeing a London Bobby smoking on duty

attitude, they stopped feeling like varsity

or eating pizza in public. It isn’t professional.

students and began to see themselves as

Most of these youngsters were financed

part of the aviation community. They could

28 March 2019 | www.saflyer.com

j

AIRVAN AFRICA

1996 Mooney M20M TLS Bravo

1246 Hrs. Airframe TT, Engine 195.9 Hrs. SMOH. Original fabric, interior and paint. Imported in 2002. Many extras.

One owner and 668 Hrs. Airframe TT Since New. Monroy 126 Gallon Long Range Tanks.

Price R850 000

Price: CALL

A true baby airliner.

2008 Mooney M20TN Acclaim Trading for a new Acclaim Ultra.

750Hrs SNEW all components

www.airvan.co.za

Patrick: +27-82-565-8864 Brendan: +27-72-244-4958 Phil: +27-83-284-3898 airvan@border.co.za

Price: US$ 384 000

SA MOONEY 2019 MPI Slots available Treat your Mooney by maintaining at Africa’s only Mooney International Accredited Maintenance Centre.

1974 Cessna A150K Aerobat

3514 Hrs. Airframe TT, Engine 529 Hrs. SMOH. A well looked after inland aircraft.

1981 Mooney M20J 201

Low Engine Time

Under Offer

Price: R480 000

Price: R320 000

Price: R680 000

1975 Grumman AA-5B Tiger

OTHER AIRCRAFT FOR SALE: 2007 Mooney M20R Ovation 2 1981 Mooney M20J 201 2015 Airvan 8 1967 Mooney M20F Executive 1972 Pitts S2A 1948 Ercoupe 415e

1975 Cessna 180J

BRAND NEW Airvan 8

Classic Taildragger

Standard panel including Garmin GTN 650 Nav/Com/GPS and JPI EDM 800 Engine Monitor.

Price: US$75 000

Price: US$ 862 000 Including Delivery in Africa.

1971 Beechcraft Baron E55 Stripping for parts.

Call for price and availability

1969 Cessna 182M 1977 Socata Rallye 235E 1966 Piper Cherokee 180

SA Flyer 2019|03

Unless otherwise stated all prices are exclusive of VAT

1993 Maule MX-7-180

+27 46 624 4899

THE NEXT GENERATION OF PILOT & FLIGHT CREW TRAINING

29 www.saflyer.com | March 2019

HELI OPS GEORGE TONKING

ROTOR SUCCESS “If someone is in need of rescue, an aeroplane can come in and throw flowers on him, and that’s just about all. But a direct lift aircraft could come in and save his life.” – Igor Sikorsky

S

INCE

its

infancy,

helicopter

has

considered

a

the

The helicopter has evolved from being only a rescue and life-saving instrument to being an invaluable aid in crime-fighting.

been marvel,

almost as if the world was not ready for hovering. The ability of this type of aircraft

to float with precision over a specific spot and then to transition to level, relativelyfast forward flight, has lent it to many applications. Possibly the most impressive quality of this whirlybird contraption lies in its power as an instrument of rescue. It is ironic that many stranded fixed-wing airmen have been rescued by a helicopter, sometimes plucked from the briny after ejecting from a fast jet.

That’s why there are helicopter pilots – so that fighter pilots can also have heroes.

de Waal, convinced fellow board members

incredible possibilities as we race towards

early in 2010 to buy a helicopter and employ

an unseen future.

a pilot.

Policing crime in SA is a very real

Humour aside, the helicopter has come

I’ve had the great privilege to write

challenge to our young nation. It is evident

a long way since the Sikorsky VS-300 of

about some of the flying events that

to us that the South African Police Service

1939, although in many cases it still looks

shaped me in the past, not only as a pilot

(SAPS) has been stretched in its capacity

similar. Helicopter pilots have also evolved

but more significantly as a person. Now let

to fight the scourge of lawlessness. To

with the aid of better aircraft designs,

me speculate about my role as a pilot in

their credit though, they have always tried

purpose-designed operational equipment

the future. But first, let’s understand what’s

to maintain a strong relationship with the

and, of course, better and more developed

currently unfolding in South Africa.

private security sector, realising that we are

training techniques. This makes flying

To set the scene; we are in a tender time

all fighting a common enemy. That enemy is

helicopters much safer and far more reliable.

in the history of our country, we are still in

as smart as any, quickly learning to outsmart

The helicopter has also added a few tricks

the opening chapters of our diverse and

even the latest technology and security

to what it says on the box. It has evolved

young democracy. Like many developing

techniques, which requires us to be quick

from being only a rescue and life-saving

nations, we are at the point of inflexion,

to modify and apply ideas and constantly

instrument to being an invaluable aid in the

like navigating a high mountain pass road,

improvise our approach to security and

prevention and prosecution of crime.

and at speed. On the one hand, potentially

crime prevention.

These intrinsic qualities of pilot and

looming disaster and a dizzying plunge lies

Enter Waal’s brain child, the E2 project.

machine were the reason my boss, Waal

inches away, while on the other, there lie

E2 stands for “Eyes and Ears”. It’s a joint

30 March 2019 | www.saflyer.com

COLUMNS

project between several national security companies, regional or local security firms and the SAPS. The central component of the venture is a common communication system available to all the stake holders: from gate guard, to first responder and from CEO to General.

The helicopters we use are equipped with this communication system, which can potentially cover every nook and cranny of our country. Being a network-based radio, I’ve even been able to talk to Waal in Florence, Italy, from Secunda, while flying, to keep him informed of progress on a critical operation.

Communication is the key to team work and that leads to success, of which we’ve had many since we started.

One example that comes to mind is the day I received a call from a good friend from a specialised unit, while I was flying in the Pretoria area. His team had seen me overfly a site while I was busy with a ‘disruptive’ patrol. This kind of operation, also known as VISPOL (visible policing), is flown so as to make the helicopter as visible as possible, and so deterring would-be criminals from committing a planned crime – such as an armoured-car heist or ATM bombing.

These sometimes lengthy patrols can seem mundane and unexciting when flying, but require good situational awareness to be able to pick up any possible anomaly on

These lengthy VISPOL patrols can seem mundane and unexciting.

the manoeuvres I was performing. I routed

sight of the truck driver and passenger over

the chopper to a nearby landing zone and

that distance takes some seriously-honed

promptly picked up a crew member. Flying

flying technique and skill, with Stewie often

low-level and out of sight, we made our

manoeuvring low-level between foliage,

way as inconspicuously as possible into the

as well as high up to use the sun to his

area from which they believed a hijacking

advantage.

syndicate was operating. In addition, they

They had done well, as the truck had

had reliable intelligence that one of the

indeed led our team straight to the suspected

kingpins of the operation would be on site

syndicate ringleader. The premises were

that day. The plan was to give air support to

raided and an arrest was quickly actioned,

a ground team which was moving in to make

with little resistance and no shots fired and

an arrest, particularly if any of the suspects

so requiring little air support.

tried to flee the scene.

‘Ready but not needed’ is always a

Just a week before, one of our other

good motto, I reckon. Because the biggest

pilots had assisted the same team in the

advantage in having a helicopter circling on

Witbank area to track a previously-hijacked

scene is that suspects feel they can’t run or

truck, now with false plates, while it was

hide. It also brings a huge moral boost to the

being moved to a new location outside the

good guys!

capital. Stewie, our pilot, had successfully

Fortunately

we’ve

had

many

such

opportunities to help recently. Most of the

As I overflew the team, they radioed me to request air support.

time our sorties are uneventful, and the use of a helicopter may seem like a luxury.

But more often than not we have seen how intricately our team fits into the greater scheme of the E2 joint project’s success. In my opinion, there is plenty of room for this and other similar projects to grow, as we partner with like-minded professionals in both the private and public sectors.

The helicopter isn’t the answer to fighting crime, but it certainly is an indispensable part of the larger solution. In the right hands and in the right place, the chopper remains an incredible instrument of rescue, as well as one of the tools to prevent our young democracy from plunging down that

the ground. We also use sophisticated camera equipment on board, including FLIR (Forward Looking Infra-Red) telemetry, in order to assess pre-targeted areas.

As I overflew the team, they radioed me to request air support, guessing it was me by

metaphorical cliff caused by crime! followed the vehicle without raising the

Working together, the right resources

suspects’ suspicion as it made its way

will certainly brighten our future and allow us

to the stolen-vehicle redistribution point

to see our nation’s potential.

(for want of a better name) to which I had

j

been tasked to fly. Keeping the bird out of

31 www.saflyer.com | March 2019

AIRFRAME CONSUMABLES FILTRATION BRAKES AVIONICS & INSTRUMENTS

Airshift Aircraft Sales, Acquisition and Consulting has emerged as a trusted resource in aircraft sales, putting its clients’ interests ahead of its own and by being able to deliver results when others cannot.

ENGINES

Our capabilities in both marketing and advertising power span the globe and reach a worldwide community of candidate buyers across expanding economies.

HOSES & DUCTS LIGHTING

ENGINE ACCESSORIES IGNITION & ELECTRICAL

Navin Chetty Sales Consultant +27 (0) 60 985 1285 | +27 (0) 87 701 0759 navin@airshift.co.za | www.airshift.co.za

SA Flyer 2019|02

TO THOSE WHO LOVE AVIATION, THE SKY IS HOME Composite Tail Rotor Blades

Cloudburst a modern and reliable approach to aerial fire suppression.

The 21st century features of the Cloudburst Fire bucket provide rapid dip filling, fast valve operation, foam

NEW TO MARKET for BELL 206 JetRanger • LongRanger STC imminent

bladders attachable to the wall of the bucket to keep chemical clear of your aircraft and global 24/7 spares and after sales support making the Cloudburst Fire bucket a wise investment.

• • • • •

5,000 hour time life, twice the life of standard OEM blades 30% lower hourly operating costs Corrosion resistant and impervious to saltwater Replaceable bushings and abrasion strips FAA and CASA STC approved

Significant noise reduction, 68% reduction over OEM blades.

Heli-Tractor are the Africa awarded agents.

Price – $14500 (per set)

TECHNICAL SPECIFIC ATI ON S: • Single or multi drop availability • 24V or inline air compressor options available • 200lt – 10 000lt capacities available Go to our website to see our full line of products and fire bucket comparison tests.

F OR MORE I NF ORMAT I ON CONT ACT US: Heli-Tractor South Africa P: +27 826 526 705 E: helitractor@vodamail.co.za | W: helitractor.co.za

32 March 2019 | www.saflyer.com

SA Flyer 2019|02

BAFFLES & ENGINE MOUNTS

Nico van Staden Tel: +27 (0) 083 321 0916 E-mail: nico@aerostratus.co.za

Gerhard Mouton Tel: +27 (0) 82 458 3736 E-mail: herenbus@gmail.com

1992/3 Maule MX7-180

1966 Cherokee 180

1980 Turbo Arrow IV

2004 Piper 6X

1250 Hrs TT, 196 SMOH King VFR equipped, VG Kit, big tyres; R840,000.00 excl VAT

4300 Hrs TT, 280 SMOH King & Narco. Very clean: R465,000 excl VAT

2990 Hrs TT, 1265 SMOH King VFR, neat & clean: OFFERS

785 Hrs TT since new Avidyne equipped; as new condition: R2,900,000 excl VAT

1981 Piper Seneca III

1981 Bonanza A36TC

1981 Baron E55

1978 Cessna 177 B

1820 Hrs TT, Midlife engines King IFR, Radar, Sound condition: OFFERS

2890 Hrs TT, 1290 SMOH Garmin IFR, WX, Very Clean; R2,100,000 excl VAT

4635 hrs TT, 350 SMOH King & Garmin, IF, Neat & Clean: OUTSTANDING VALUE - OFFERS

2535 Hrs TT, 535 SMOH Cessna VFR equipped, Neat: R670,000 EXCL VAT

1978 Cessna 185F

1998 Cessna 182

1981 Cessna 182 RG

2010 PAC-750XL

5700 hrs TT, 1500 SFRM King VFR, clean; PLEASE ENQUIRE

1820 Hrs TT, since new King equipped, very clean; R1,350,000 excl VAT

3350 Hrs TT, 1000 Hrs SMOH King & Garmin equippedVery clean; PLEASE ENQUIRE

130 Hrs since new, Garmin / King IF; Pacs configuration.

PLEASE ENQUIRE

1990 Mooney Bravo

1967 Baron 56 TC

1984 Baron B58

2012 King Air C90 GTX

1900 Hrs TT, 200 Hrs SMOH King IF equipped, Storm scope Well-kept unit.

R1,700,000 excl VAT

2790 Hrs TT, 790 SMOH, King & Garmin IF Very Clean, updated maintenance; R2,250,000 excl VAT

1750 Hrs TT, 150 SFRM King IF panel, Spotless, well maintained; R3,300,000 excl VAT

750 Hrs total time since new, Collins IF, CVR, IFIS, EGPWS, Showroom condition; USD2,012,000 excl VAT

1981 Cessna 402C

1984 Cessna 182RG

2006 Malibu Meridian

1993 Beech D1900

490 Hrs TT, 800 SMOH King & Garmin IF equipped, Very neat; R4,200,000 excl VAT

8000 Hrs TT, 1005 SMOH King & Garmin IF equipped, Very clean, R1,250,000.excl VAT

400 Hrs TT, A & E Avidyne, ILS Equipped. As new, USD1,400,000 excl VAT

23,500 Hrs TT, 3041 Hrs on engines Collins IF equipped, 19 Seats Very neat low times, PLEASE ENQUIRE

Specializing in turnkey aircraft shipping worldwide!!!

33 www.saflyer.com | March 2019

SA Flyer 2019|03

ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS.

HANGAR TALES SARALIMA

THE BROWN CLOUD Last month I briefly mentioned the tussle between a 206’s nosewheel and a pile of rhino dung. Surprisingly, the outcome of this apparently one-sided confrontation was the embarrassing score of rhinopoop – 1, Cessna – 0.

that instead of long, ominously-shaped rifle bags, they were carrying camera cases – big ones. Over introductions and boarding, it turned out that they were members of a photography club, out to get the African wildlife shot of a lifetime.

I was more than somewhat mollified by the revelation that I would be chauffeuring guys to whom “the perfect shot” meant a stunning photograph rather than murdering some hapless animal, so the trip transformed into a potentially fun week’s outing. Added

I

lived for years in America, so I

then being photographed with a magnificent

can say with relative certainty that

beast reduced in death to the level of a little

Americans as your neighbours are

blue pill. I wanted no part of it, but the rent

the most generous, warm-hearted

had to be paid, so it was a case of ‘suck it

people imaginable. From the very first

up and smile’.

to that was that I got an all-expenses-paid seven day holiday at the controls of a flying Range Rover – comfortable, spacious and easy to fly – my smile was now genuine.

Even

weighted

characteristically

down

plus-sized

with

three

Americans

encounter with the welcoming stream of

So there I was on a warm Highveld

neighbours who arrive unannounced at your

and baggage, the 206 made easy work

January morning, waiting with a forced smile

door with a variety of foodstuffs ranging from

of the takeoff from 35 at Rand, and we

plastered on my face, to meet and greet my

cookies or cake through to a full meal-for-

were soon headed towards lodge number

hunters. I heard them coming before I saw

one, which my pax had informed me

four, you are warmed by their kindness.

them, no surprise there, the surprise was

was renowned for its elephant and hippo

However,

Americans

as

tourists,

particularly when the tour happens to be a ‘safari’, transform into loud, bumptious and generally irritating stereotypes. That’s why I wasn’t wildly enthusiastic about taking on the 7-day flying safari to which I, and our near-new 206 had been assigned. I must also add that I am a wildlife conservationist of sorts, so it was maddening to think of flying three Americans around simply to allow them to fortify their manhood by shooting something they wouldn’t eat; and

34 March 2019 | www.saflyer.com

COLUMNS watering hole. As Springs passed under the

But this approach was different.

them not only to distinguish which rhino has

amply-proportioned butts of the pax on my

My pass over the airfield had shown a

recently ‘posted’ there but also its health

right, I kinked left and put the spurs into the

near-rigid windsock at right angles to the

status, where it’s been grazing and many

Cessna’s 285 horses, heading for FL090

runway, so I elected to use my approach

other titbits of useful (to a rhino) information.

and our destination.

technique for strong crosswind landings on

Middens can be metres wide and sometimes

Arrival at the lodge was a no-sweat

a short grass strip. This technique, which I’d

pile up to 40cm high.

descent followed by a slow overhead pass to

kinda evolved, is to approach fast and flat,

You’ve probably worked out that I’d

check out the field, and because the Cessna

holding the upwind wing down and crossing

dropped the Cessna’s nosewheel neatly

206 is such a shit-hot off-roader, the dirt strip

the rudder to keep the nose lined up. Then

into such a rhino midden. The crosswind

landing was uneventful and elicited a round

drop it onto the mains, promptly select flaps

had blown my touchdown over to the left of

of applause from my photo-hunter pax. With

UP and apply brakes as the weight comes

the strip where the midden-minefield was

a smile and a seated bow, I taxied over to the

onto the mains. All the while holding the

lurking. The rest is elementary.

offloading and tiedown point indicated by a

minimum back pressure on the yoke to keep

An embarrassed phone call from the

flag-waving lodge staffer.

the strain off the nosewheel but not letting

lodge reception desk to base gave me

While my pax were getting acquainted

the nose get too high. This technique had

about three hours to get the sorry-state 206

with the staffer, and, from the number of

always worked for me, so there was no

parked and hosed down before Alex flew in.

teeth showing in his smile, also tipping him

reason to expect anything different this time.

Alex McPherson was our lead maintenance

generously, I did the post-flight checks on

Little did I know that the fickle middle

engineer. He was also a Scot and like all

my ride. All the bits were still attached and

finger of fate was waiting on the airfield,

Scots, was blessed with a permanent case

working, so I slid on its pitot cover, plugged its

ready to extend itself and point mockingly at

of the grumps; which escalated to near-

intakes against nesting wildlife and hooked it

my face.

incandescent rage if any of his precious

up to the tiedown rings. I then joined my pax

Have you ever noticed that when things

aircraft had been abused. So no ways was I

in the customary open top Land Rover to be

go pear-shaped, they do it in slow motion? I

going to let his first sight of the near-new 206

taken to our lodgings.

was still booting the rudder straight for the

be that of a crap-coated wreck.

After a shower and a lunch that, alone,

nosewheel touchdown when I saw a brown

I steered well clear of him as he stared

ensured that I would have happy memories of

cloud forming from the lower left side of the

red-faced at the nosewheel while muttering

this charter, a raucous blare of conversation

spinner. In slo-mo the cloud spread to a 270

about “trashed torque links” and a shimmy

on the patio led me to my pax who invited

degree arc around the prop and the rudder

damper that had “bluidy gone to meet its

me for a drink. I opted for a cold frostie and

gave a vicious kick to my left foot followed by

maker”. The good news was that Alex had

sat mutely watching as they prepared their

the Cessna performing wild gyrations across

brought the necessary spares with him and

equipment for the sunset photo-op at the

the centre line of the strip. We dragged to

the 206 was ready to fly by sunset. The bad

watering hole. The yanks were debating

a halt 50 metres further on at the edge of

news was that he’d finished too late to fly

which lens combinations would be most

the strip and I yanked the red knob to shut

home and had to overnight at the lodge.

fruitful in securing the perfect pic. I simply

down. I was not expecting, nor did I get, the

stared enviously at their lenses, any one of

customary round of applause.

which probably cost the equivalent of my annual salary.

I dreaded facing him.

Thankfully, the lodge’s barman came to

Let me digress for a moment to talk shit,

my rescue by unearthing a bottle of excellent

rhino shit. When it comes to waste disposal,

12-year old Glenlivet, and after I’d treated

To prevent this story from turning into a

rhinos are a particularly communal bunch

Alex to a few doubles, he was soon back to

wildlife photography travelogue, suffice to

in that all those within a wide radius will

his normal ‘sunny disposition’.

say that while I attacked the lodge’s stock of

catch a dump in the same place. And these

The moral of the story is that when the

cold, imported lager, the sunset shoot and

collective crap heaps – called ‘middens’

poop hits the prop, have a good scotch

daytime game drives went admirably for my

by zoologists, serve as rhino social media.

handy.

pax and the following day’s activities were

Their exceptional sense of smell allows

j

more of same. And after another flight and applause-generating landing, the two days at lodge number two, famous for big cats, were equally rewarding for both photo and lager hunters.

Shortly after breakfast on day five we were aloft and bound for lodge number three where the happy campers were to round off their ‘big five’ collection with pics of white rhino and buffalo. I’d been flying my normal slow, nose-high, full stall landings which had earned me my ‘Pelican’ nickname (although some friends still insist it had its origins from

The middens can pile up to nearly half a metre.

my prominent nose).

35 www.saflyer.com | March 2019

Specialists on Piper parts but can source any Cessna, Beechcraft and light aircraft parts.

We are able to help customers with an array of “hard to find” items which we import according to their requirements.

We are distributors of Aeroshell and stock a wide selection of oil and grease. We also carry alclad, tires, tubes, hose, 4130 tubing, aircraft sheet metal, bolts, nuts, rivets, air filters, oil filters, spark plugs, aircraft logbooks etc.

YOUR ONE STOP SHOP FOR ANYTHING NEEDED IN THE LIGHT AIRCRAFT INDUSTRY.

Situated in Building B7, Rand Airport.

Next to Aviation Rebuilders.

Jabiru It's a lifestyle

Over 300 flying in SA

For more information on full range of Aircraft & Aero Engines contact: Shadow Lite CC t/a Jabiru Aircraft SA SACAA AMO L14 & 909 Ph: 044-8769991 or Cell: 0828818499 Web: www.jabiru.co.za Email: info@jabiru.co.za

36 March 2019 | www.saflyer.com

SACAA ATO 0047

AVIC International Flight Academy South Africa • • • • • • • • •

Private Pilot Licence Night Rating Commercial Pilot Licence Multi-Engine Rating Theoretical Training Instructor Rating Differences and Familiarisation Training High Performance Training Instrument Training

Garmin G1000 SA Flyer 2018|09 Image: Anke Photography

Glass Cockpits!

AIFA @aifaflight @aifaflight

www.aifa.co.za info@aifa.co.za

OUDTSHOORN BASE +27 (44) 272 5547

GEORGE BASE +27 (44) 876 9217

BEAUFORT WEST BASE +27 (23) 007 0100

A SLIM LOGBOOK JOHAN WALDEN

HANGAR RAT For those who missed my initial story, all I’ll say is that my first taste of flying involved nearly being deafened in a SuperCub and being attacked by pins and needles, thousands of feet up, in a glider... yet loving every minute of it.

I

’D nearly barfed my breakfast in a Cub

onto the wing to look into the cockpit. I saw a

and had a butt-numbing glider flight,

dazzling array of switches and gauges set in

When we flew, I was usually allowed a

but I knew I simply had to become a

a carbon-fibre instrument panel. The interior

go at the controls. Barely peeking over the

pilot... the big question was – would

was immaculate black leather which had

dash, I learned to fly.

it even be possible? I was twelve and

that distinct ‘new plane smell’.

my gazillion questions.

One day I plucked up the courage to ask

didn’t have a ‘Daddy with a big chequebook’.

Heaven.

the boss of the flight school if I could sit in on

So what to do?

Every Saturday – and I mean every

some lectures at the school. I walked to his

My dad got into a conversation about my first flight with some of his work colleagues, and one of them mentioned that their wife’s cousin’s friend, or someone like that, worked at an aircraft maintenance facility at “a place called Morningstar Airfield”.

I just had to go see – and it was the best thing I ever did.

A few days later I was at Morningstar with Mom, excited to learn, but with a tinge of fear added to the cocktail. Mom had done her homework and arranged for us to visit the Aircraft Maintenance Organisation (AMO). The hangar was jam-packed with aeroplanes and to me, back then, they all looked like the SuperCub.

The painful task of prepping and spray painting began.

A pilot from the AMO met us and we talked... okay, he did the talking, I just stood there drooling. He began to illuminate the dark void of questions that buzzed in my

Saturday – I went to the airfield to sponge

hangar where he was working on a landing

empty head when he explained how people

wisdom from pilots who were having a

light. (He was building his own Sling 2 kit

train to become pilots – how many flying

toasted sarmie and a beer in the clubhouse.

plane). Nervous, I fumbled my words but the

hours are needed, what exams to write, and

Everyone was friendly and a few club

message got across. The next thing I knew,

how long it takes.

members took me under their wing and

I was in the back of a classroom listening to

An instructor took us to a hangar which

made me feel right at home. They would

an instructor talk about centre of gravity.

housed their training aircraft. I was faced

take me for flips in their planes, and when

I did odd jobs on his Sling like vacuum

with three mesmerising yellow aeroplanes.

the weather dictated that ‘no one shall turn

metal shavings and burrs from the interior

I studied every detail from a ‘safe’ distance

money into noise’, it was coffee, biscuits and

of the fuselage, bundle wires together with

while soaking up his commentary. My blood

hangar-talk. They lent me unputdownable

cable-ties, fetch a spanner or hold a torch.

pressure spiked when he allowed me to get

books and took the time to answer each of

And when it came to plugging in wires

38 March 2019 | www.saflyer.com

COLUMNS behind the instrument panel, my compact size meant I was perfect for the job.

All I saw was a dazzling array of switches and dials in a carbon fibre panel.

I also washed aeroplanes – and more aeroplanes, and quickly learned how not to dress to do it. High wings are alright, but it took some skill not to get very wet (and soapy) when crawling under the low wing of a Sling or an RV’s belly. Once I’d rinsed the soap out of my eyes and spat out some grass, we usually did a little flying – a Hangar Rat will do anything for a flip!

Armed with Jim Davis’ PPL book and Dietlind Lempp’s Radio Handbook, I slowly began to make sense of the hangar-talk in the clubhouse.

Fast forward two years, and I was also doing odd jobs in the AMO. I could get ‘up

has more than 4,000 hours of instructing

and the aircraft didn’t seem to want to turn.

close and personal’ with the aeroplanes

experience.

and get my hands dirty. I washed greasy

students

bearings in petrol whenever they pulled

afternoon, I dug out an ancient tape recorder,

The run-up made me feel worse, then

wheels off a Cessna. Or crawled under the

about the size of a telephone directory, from

we did pre take-off checks and lined up on

wing of a Mooney with a lappie and bottle

my grandmother’s shelf.

Runway 20. I felt sick. Grinding my teeth, my

He

record

mentioned their

that

many

This blew away my confidence and I stopped

briefings.

That

having fun. I suddenly dreaded the take-off.

of pre-clean to give the wheel-well a good

I met Thomas for our first briefing and

hand pushed the throttle forward the same

wipe down. They taught me how to grease

readied the antique recording device. We

way that I would stroke a Rottweiler’s head.

bearings by hand and help refit a wheel. –

discussed the principles of flight, attitudes,

I got it about two thirds of the way in when it

I lived with greasy fingernails. Sometimes I

and one of his favourite sayings: “Power plus

got too much and I stopped. Thomas pushed

also did ‘clean’ work like unscrew inspection

attitude equals performance.” I was shocked

it in and I death-gripped the stick with both

panels or remove spark plugs.

to discover that I would learn to fly without

hands, he immediately corrected my grip

The AMO was also building a Sling 2

using instruments. But remembering that

and we lifted off.

from scratch and I was allowed to help with its

power plus attitude equals performance,

It wasn’t so bad once we were airborne.

construction. Eventually, I was able to fasten

I worried a little less. I got to know the

I calmed down and we flew to the practice

panels, clean out the holes with a drill, de-

difference between a good pilot and a

area where we went through the attitudes

burr, and rivet. The AME building the Sling

mediocre pilot - achieving a full stall landing.

for straight and level, climb, descent,

once plonked a heavy instruction manual on

Even though I couldn’t wait to fly, I enjoyed

and turns. We did a rudder co-ordination

the table, pointed to a box of parts, and told

the briefings just as much.

exercise where we rolled left and right while

me to get to work on the vertical stabiliser.

My first flight lesson started with a

keeping the nose on Table Mountain. That

It was relatively simple – I’d say the same

pre-flight inspection of the aircraft before

got nauseating fast. Thomas asked me

level of difficulty as building a complicated

climbing in... and figuring out how to move

if I wanted to try do the landing, but I had

Lego set. I assembled the parts and got his

the seat forward. With some trepidation,

information overload and so had no problem

stamp of approval before riveting. Once the

I turned the key to an aircraft for the first

declining the offer. His full stall landing

structures were complete, the painful task of

time – and it started! I released the brake

showed me that he wasn’t a mediocre pilot.

prepping and spray-painting began.

and we moved! I had flown a Sling before

My first lesson had been overwhelming

One Saturday afternoon, they asked me

but never taxied one, and it felt heavy on the

– but after I’d collected my thoughts I knew I

when I would turn 16. They said they were

ground. All was fine taxiing in a straight line,

couldn’t wait to get back in the air.

going to cover a portion of the expenses

but when I had to turn, the pedals felt stiff

j

for their Hangar Rat’s PPL. I had no idea what to say - “Thank you so much” seemed hopelessly inadequate. I was speechless.

I'd never taxied a Sling before and it felt heavy on the ground.

A few months later, I at last turned 16 and immediately signed up for flight training. My dad and I bought a heavy pile of textbooks, and I was told to say goodbye to any social life I might have had. I was ‘donated’ a used headset, flight bag and charts, and I had two cushions made to raise me on the Sling’s seat.

I

was assigned to Thomas – who

39 www.saflyer.com | March 2019

Fixed Wing Eugene du Plessis 082 800 3094 eugene@airshift.co.za Adrian Barry 082 493 9101 adrian@airshift.co.za Helicopters Greg Jonsson 072 630 2270 greg@airshift.co.za Parts Navin Chetty 060 985 1285 navin@airshift.co.za

www.airshift.co.za

Aircraft Sales | Aircraft Management | Importation | Consulting | Insurance

2014 TBM 900 500 Hrs Since new, Warranty till May 2019, Elite config, G1000 avionics Suite, AOA upgrade, SVT, Chart view, Sat phone, HF radio.

330 kts, 31000 ft and 1700 nm max range

2003 TBM 700 C2 1525 Hrs TTSN, 455 SHSI, EHSI/EADI EFIS 40 2-Tubes, KMH 880 Traffic, RVSM, ADS-B out $ 1 425 000

2015 Pilatus PC-12 NG 475 Hrs Total Time, Premium US Avionics Package, Executive 6+2 seating, Wireless connect. $ 4 200 000

1981 Cessna R182 1620 Hrs TTSN, 200 STOH. Garmin audio, Dual Garmin 430, Garmin GTX330, EDM 830 engine monitor, HSI, Original.

POA

1980 Cessna Turbo 182 RG 2100 Hrs TTSN, 500 SMOH, Garmin audio, Garmin 430, King 155, S-TEC 50.

POA

1997 Piper DLX Jetprop 2150 Hrs TTSN, 1100 SNEW PT6, Garmin G500, Dual Garmin GTN 750, King KAP autopilot.

POA

1968 Piper Cherokee 180 6085 Hrs TTSN, 20 Hrs SMOH, Garmin Audio, Garmin 530, Garmin 106 indicator.

POA

2009 Cessna 208B Grand Caravan, 5900 Hrs TTSN, 2400 Hrs SMOH, G1000, Pod, Aircon, TAWS B, TCAS, 14 seat, Payload Extender I & II, Charter contract. $ 1 675 000 excl Vat

1979 Beechcraft King Air F90, 10200 Hrs TTSN, 2500/2500 SMOH, Garmin audio, Gamin 530, Co-pilot instruments.

Offers

1996 Beechcraft Bonanza B36 TC, 395 Hrs TTSN, King Equipped, KAP 150 Autopilot with Alt pre select. $ 322 000 Excl Vat

1991 King Air B200 Black Hawk -61 upgrade, 11900 Hrs TTSN, 2450 SNEW, Garmin 750/650, Garmin Radar, Raisbeck upgrades. $ 1 100 000 excl Vat

2001 Piper Meridian 800 TTSN, Dual Meggit EFIS, Dual Garmin 530, FlightMax 750, Dual Garmin TXPR, Aircon.

POA

SA Flyer 2019|03

FILE PHOTO

1981 Cessna T210N

1984 Beechcraft King Air B200

4200 Hrs TTSN, 150 Hrs Since new Engine, Garmin GTN 750, Garmin GTR 225 Com, new paint and interior.

Call

4470 Hrs TTSN, 1545/1545 Hrs SMOH, Winglets, Raisbeck upgrades.

Stunning condition.

POA

All aircraft prices are subject to change or withdrawal from the market without notice.

CONNECTED BY SPEED

Speed is of the essence with Daher’s TBM 910 and TBM 930. Cruising at a maximum 330 kts., they travel continental distances rapidly and efficiently. The ultimate in cockpit technology is now enhanced by the Me & My TBM app, enabling pilots to quickly analyze flight and maintenance data on smartphones, while also connecting them to the community of TBM aviators and Daher’s worldwide TBM support network.

Speak to a Daher TBM expert: Eugene du Plessis (208 Aviation) +27 828 00 30 94 - Guillaume Montreau (International) +33 607 380 507 www.tbm.aero www.saflyer.com | March 2019

- Photo Airborne Films

Crafted for Aviators

41

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

EASY GO,

EXCRUCIATING RETURN The owner of a Cessna 402 twin engined aircraft was experiencing financial problems and so was finding it difficult to meet the payments that were due to the bank which had financed the aircraft.

T

HE

aircraft

was

in the open, as no hangarage was available.

and perished and the batteries were dead.

then

To make matters worse some enterprising

institution’s

submitted a claim to his insurers, but their

individual had broken the main door latch

interest noted. In South

investigation must have revealed the facts,

to access the cabin and steal some of the

Africa it is possible to

and presumably the claim was denied. The

avionics.

note a financial interest

aircraft might also have been outside the

with

registering

geographic limits of the policy coverage, but

representative was appointed to travel to

authorities, although that was not always

it is not clear why the finance organisation

the Middle East from South Africa, in order

the case.

was not paid in terms of the breach of

to liaise with a general aviation company in

warranty insurance, assuming it was in

the country, and survey the damage to the

also insured and the financial

the

The owner therefore devised a scheme

The

owner

of

the

aircraft

At

the

financier’s

instigation

a

aircraft.

No spares were available in the subject country, and there was no engineer with all the appropriate licenses available to sign out repairs when complete. In addition, although the aircraft had been flown out on a false American registration, it would not be so easy to fly back to South Africa on the South African registration.

In order to remain legal, it was decided that it had to be de-registered from the South The tyres were flat and perished and the batteries were dead.

African register and placed on the American register. This in itself was a fairly timeconsuming exercise, because an aircraft is not allowed to be simultaneously on two

to ‘steal’ his aircraft, and recruited the

force. Whatever the circumstances, the

registers. Thus the country in which it is

assistance of a pilot based in the Middle

financiers were left ‘holding the baby’.

registered is first required to de-register it,

East. During the timeframe when this

The first obstacle that they had to

incident occurred, South African passport

overcome was to go to court in the Middle

holders were not welcome in most of Africa.

Eastern country concerned and prove their

A fair amount of coordination was

After taping a false American registration

interest. With different legal systems this

required in arranging the activities from

onto the aircraft it was flown by this pilot up

proved to be quite an exercise, but after two

South Africa. Once the change of registration

Africa, refuelling along the way. On arrival at

years their interest was confirmed.

was approaching completion the spares

and then confirm to the country authority in which it is to be re-registered.

the destination airfield, which was a satellite

In the meantime the aircraft had been

were shipped from America to the Middle

to the main airport, the aircraft was parked

parked out in the open, the tyres were flat

East, where the local GA company installed

42 March 2019 | www.saflyer.com

COLUMNS

LEFT: An Aircraft Inspector had to be flown from the UK to inspect and sign out the work.

Once it had returned, more detailed restoration was done, and it was finally sold, much to the relief of the financiers.

WHAT CAN WE LEARN FROM THIS INCIDENT? No matter what we may think of the CAA, the paper trail surrounding aircraft ownership and operation is a comprehensive one and holds many pitfalls for potential fraudsters.

Think long and hard before trying to

defraud

your

insurers.

The

owner

presumably expected to have his debt to them. However, as they were unable to fully

registration in the US was confirmed.

the finance company settled, the balance

certify the aircraft, an Aircraft Inspector had

It was also necessary to satisfactorily

to be flown from the UK to the Middle East to

ground run and test fly the machine. Then,

inspect and sign out the work as satisfactory.

rather ironically, the aircraft was flown back

Had he tried to sell it and re-register it

In the meantime the appropriate American

to South Africa by the self-same pilot who

elsewhere this could also have resulted in

registration was painted on the aircraft once

had flown it to the Middle East.

his being found out.

of the aircraft value paid to himself, plus the aircraft to sell elsewhere.

j

REGISTER REVIEW: RAY WATTS

JANUARY 2019 This is the first set of amendments for 2019 and it shows that the register is quite active with a total of seven type-certified aircraft (three fixed wing and four helicopters) being added. Most significant is the first of a kind, Boeing 737 Max, for Comair.

ZS-ASW RJ85 withdrawn from use.

service as the airline’s Embraer EMB 170 & 190s arrive and are brought into service.

Two of Cemair’s aircraft have been

737 Max on the production line, in British Airways livery,

and we will probably see more of their aircraft being exported as time goes on.

and it should have been test flown and delivered by

the time you get to read this. Comair have The delivery schedule is expected be: two in

imported from Turkey, one of which had also

2019, two in 2020, two in 2021 and the final

operated in Poland (SP-), Japan (JA), the

two in 2022.

USA and Canada.

A Cessna Citation 510 has been added

The NTCA register continues to grow

and it takes over the registration of a Lear

steadily and another batch of modified

23 which was exported to the USA in March

Robinsons (four of them) were added as well

1995 as N259DB where it is still based in

as modified Cessna 150 (called a RAZZO).

Delaware.

One of these aircraft has returned from registered

provide

I have no idea what it is, but a Pepster P5

re-imported and were seen recently being

has also been registered and judging by the

trailered to their destination in Durban.

registration it could be a rotary wing of some

These two were previously ZS-RTP and ZT-

kind. As soon as I get more information I’ll

RCE before being exported to the USA.

let you know.

registration that was previously sported by a Robinson R44 which was written off at Sun City in 2005. This R44 has only now been

A new RV as well as a new Bushbaby

TAIL PIECE: For those who live in the Gauteng area, remember that the SAAF Museum at Swartkop AFB has a flying day on the first Saturday of each month which is always worth visiting. As we move into air show

j

season, let’s make it a safe season.

ZS-CME CL600 exported to Canada.

The drone register increased by another twenty aircraft.

On register deletions, SA Airlink have

after the accident. There are many aircraft

withdrawn one of their RJ85s from service.

that are still on the register despite having

These aircraft are being withdrawn from

March 2019 | www.saflyer.com

gone to Australia.

and Savannah have also been added.

removed from the register some 14 years

44

the USA. One NTCA aircraft, a Jabiru, has

Namibia after five years there.

interest in that two Super Pumas have been

The Bell 206L, ZS-RTW, takes up the

places like Zimbabwe, Namibia, Mexico and

registered aircraft.

Two other Bell helicopters have been

helicopters

Other aircraft deleted have been exported to

been written off, which inflates the figure of

ordered a total of eight B737 Max aircraft.

The

exported, one to Canada and one to Sudan

Ray Watts

HE photo shows Comair’s new

Ray Watts

T

New Comair B737-800 Max N1786B at factory 23-12-2018 to become ZS-ZCA.

ZS-CMR CL600 exported to Sudan.

Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-MBR

CESSNA AIRCRAFT COMPANY

CITATION 510

C510-0113

N567AG

ROOIBERG PLANT HIRE (PTY) LTD

ZS-RTW

BELL HELICOPTER TEXTRON

206L-4 LONG RANGER

52272

5N-BFF, N20796, C-GPLC

TRANSVAAL AIRCRAFT MAINTENANCE (PTY) LTD

ZS-ZCA

THE BOEING COMPANY

BOEING 737-800 MAX

60432

N1786B

COMAIR LIMITED

ZT-R- New Registrations ZT-REG

BELL HELICOPTER TEXTRON

Bell 407

53883

TC-HKC, N407AH, C-GFNP

NATIONAL AIRWAYS CORPORATION

ZT-REH

BELL HELICOPTER TEXTRON

Bell 430

49098

TC-HHA, SP-MBW, JA03UK, N4061W, C-GAED

MESIGLO (PTY) LTD

ZT-RYB

AIRBUS HELICOPTERS

AS 332 SUPER PUMA

2864

N578AC, ZS-RTP, F-WWOV

STARLITE AVIATION OPERATIONS (PTY) LTD

ZT-RYC

EUROCOPTER FRANCE

AS 332 SUPER PUMA

2896

N579AC, ZT-RCE, EI-SAO

STARLITE AVIATION OPERATIONS (PTY) LTD

ZU- New Registrations ZU-CTZ

KITPLANES FOR AFRICA

BUSH-BABY

74

ROUX P C F

ZU-IOG

CHARLES JONES

EV 4

002

JONES C C

ZU-IOH

DIRKIE VAN DEVENTER

RAZZO 180L

180L

VAN DEVENTER D

ZU-OOS

BATIE HOGEWING

RV7 A

73923

HOGEWIND B

ZU-RIO

WILLEM PETRUS MOSTERT

EV 4

003

MOSTERT W P

ZU-RNW

ABRAHAM JAKOBUS STANDER

PEPSTER P5

001

STANDER A J

ZU-ROG

WILLEM PETRUS MOSTERT

HR2

006

MOSTERT W P

ZU-WAG

KITPLANES FOR AFRICA

BUSHBABY EXPLORER

164-12-13

WAGHORN AIRCRAFT PARTNERSHIP

ZU-WMW

SAVANNAH AFRICA

SAVANNAH S

18-05-54-0612

MICHAEL MILNE’S PLANT & TRANSPORT HIRE (PTY) LTD

ZT- RPAS- New Registrations ZT-UVH

DJI

AGRAS MG-IP

2230FGK00000SL

NORTON ESTATES CC

ZT-UVI

DJI

MAVIC 2 PRO

MAV0003

UAV AND DRONE SOLUTIONS (PTY) LTD

ZU-UVJ

DJI

MAVIC 2 PRO

163DF9W001VV462

DC GEOMATICS (PTY) LTD

ZT-UVK

DJI

MAVIC PRO

08Q2F9E00S0152

CORTAC (PTY) LTD

ZU-UVL

DJI

INSPIRE 1 V2.0

W13DCC08020281

DRONE MAPPING (PTY) LTD

ZU-UVM

DJI

PHANTOM 3 ADVANCED

K2-3A36175

DRONE MAPPING (PTY) LTD

ZU-UVN

DJI

MAVIC 2 ENTERPRISE

276DFAS0014984

HELI-X CHARTERS (PTY) LTD

ZU-UVO

DJI

MAVIC 2 PRO

MAV0004

UAV AND DRONE SOLUTIONS (PTY) LTD

ZU-UVP

DJI

MAVIC PRO

08QUE4B0010J6B

HELI-X CAPE TOWN (PTY) LTD

ZU-UVR

DJI

MAVIC 2

MAV0005

UAV AND DRONE SOLUTIONS (PTY) LTD

ZU-UVS

DJI

MATRICE 210

M210-01

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UVT

DJI

MATRICE 100

M1001

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UVU

DJI

MAVIC 2

MAV0006

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UVV

DJI

MATRICE 210 RTK

0N4DEAQ0210158

DIARUK (PTY) LTD

ZT-UVW

DJI

MAVIC 2

MAV0008

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UVX

DJI

INSPIRE 1

W132F7W00S1019

DC GEOMATICS (PTY) LTD

ZT-UVY

DJI

PHANTOM 4 PRO

0AX2F9B00S0206

DC GEOMATICS (PTY) LTD

ZT-UVZ

DJI

PHANTOM 4 PRO

0AXDDCC0A21964

DC GEOMATICS (PTY) LTD

ZT-UWA

DJI

PHANTOM 4 PRO

0AXDDBV000080

DC GEOMATICS (PTY) LTD

ZT-UWB

DJI

MAVIC 2

MAV0007

UAV AND DRONE SOLUTIONS (PTY) LTD

ZS-ASW

BRITISH AEROSPACE

AVRO 146-RJ85A

E2313

WITHDRAWN FROM USE

ZS-CME

BOMBARDIER

CL600-2B19

7293

CANADA

ZS-CMR

BOMBARDIER

CL600-2B19

7326

SUDAN

ZS-DFC

EMBRAER S.A

EMB-145MP

145339

ZIMBABWE

ZS-LAZ

BEECH AIRCRAFT CORPORATION

A36

E-1882

NAMIBIA

ZS-MJK

PIPER AIRCRAFT CORPORATION

PA-34-200T

34-7770101

MEXICO

ZS-RTW

ROBINSON HELICOPTER COMPANY

R44

1009

WRITTEN OFF AT SUN CITY 29/1/2005

ZS-TGE

CESSNA AIRCRAFT COMPANY

206H

206 08276

UNITED STATES

ZS-THJ

PILATUS

PC-12

247

UNITED STATES

SHADOW LITE CC

J450

095

AUSTRALIA

ZS- Deleted

ZU- Deleted ZU-LAJ

SA Flyer 2019|03

JANUARY 2019 REGISTER REVIEW

Specialist Aviation Insurance Brokers & Consultants For 25 Years

AN AUTHORISED FINANCIAL SERVICES PROVIDER FSP NO. 7039 Tel: (011) 805 1884/5 Fax: (011)805 1905 www.flightsure.co.za

45 dorrien@flightsure.co.za

mandy@flightsure.co.za

gaile@flightsure.co.za

www.saflyer.com | March 2019 glenn@flightsure.co.za

RV14A FOR SALE 2 X D1000 Dynon Sky View Touch 10” Display, EMS 220 Full Engine Monitoring System with Fuel Flow, 2 X Dual Back up Batteries with 1 hour endurance.

Dual ADHRS installed Dynon Auto Pilot, Dynon GPS 250 and Dynon Mode S Transponder, Garmin GTR 200 VHF Radio, PMA8000BT Audio Panel.

AVEO Eye Beam Touch Cabin Lights and LED NAV/ STROBE Lights.

A fresh approach to Aircraft refurbishing in South Africa SA Flyer 2019|03

WE DO ALL INTERIOR

REFURBISHMENTS ON ALL

AIRCRAFT & ROTORCRAFT

We would like to inform all that we are now authorized to operate as an Aircraft Maintenance Organization by the South African Civil Aviation Regulations…

We have been Approved by SACAA to do a Full Release to Service on all Listed VANS’ RV Makes and Models.

Do not hesitate to Contact us for any further Information or Queries.

Office Number: 012 543 3196 Cell No: 066 472 7848 @Lands1122

Switch Board: +27 12 543 3196 • +27 12 543 0106 • Lande Milne 066 472 7848 • Facsimile: +27 12 543 2323 Email: L.milne@venture-sa.co.za • Hangar 49, Wonderboom Airport, Lintvelt Road, Doornpoort, Pretoria

ER UR 712 CT A F EM NU NC MA LICE A CA OVED PR AP

SPORT PLANE BUILDERS CC AMO 1189, M712 Hangar 58, Unit C, Wonderboom Airport Landline: +27 87 230 8468 Cell : 083 361 3181 Email: pmvdwalt@mweb.co.za Website: www.SportPlanebuilders.co.za

SPORT PLANE BUILDERS SERVICE MAINTAIN AND DEVELOP VARIOUS NTC AIRCRAFTS AND COMPONENTS.

SA Flyer 2019|02

SPECIALIZING IN RAVIN 500, RV RANGE AND TECNAM’S Maintenance and service various NTC aircraft types.

We also have a composite repair facilities for type and non-type certified aircraft.

OFFICIAL TECNAM SPARES & TECHNICAL SUPPORT

VAN’S RV 12 FOR SALE R950 000 (NO VAT) • Final proving flights 2017 • Airframe and engine: 50 Hrs • Engine: Rotax 912 ULS – 100hp - Runs on unleaded auto fuel • Avionics: Dynon Skyview 10” Display, SA Flyer 2018|10

- Full Engine Monitoring System - ADHRS installed Dynon auto pilot - Navigation display with Dynon GPS • Removable wings for easy hangar storage • Hangared near Cape Town

Contact: Peter 083 444 5030 or at peterb1088@gmail.com

46 March 2019 | www.saflyer.com

Market PLACE ENQUIRIES: dan@saflyermag.co.za

2004 Jabiru J450

ROBINSON R44 II ENGINE FOR SALE • Outright sale, no core exchange. Zero time engine, ready to install. R850 000 exc VAT • Other airframe parts for sale. Doors, seats, complete instrument panel etc.

Email: afrosun@netactive.co.za | Cell: 082 257 3739 | Private sale

AIRFRAME: 1089 hours. ENGINE: 1089 hours (89 hours since overhaul); Full maintenance records.

Only serviced through AMO's; endurance approx 7.5 hours (with full bladder). PROP: Carbon fibre Jabiru prop; 14 hours on prop. AVIONICS: Dynon D180 with Autopilot; Garmin GPS (connected with Autopilot); Garmin GTX320 transponder; Garmin GTR225 radio; Flightcom 403MC intercom EXTRA EQUIPMENT: 70L Fuel bladder with cockpit switch; wheel spats also included PRICE: R 445 000 CONTACT: MARDUS STRYDOM (OWNER) - 082 557 5825

HANGAR SPACE RAND AIRPORT • Single engine aircraft. Attendant and movements.

Aircraft cleaning from R2000 per month size dependent. Call Ernie (083) 326-8819

FOR SALE JABIRU 430 (2014)

AVIATION ATTORNEY

• For problems and issues relating to the CAA; the FAA and other aviation authorities; for disputes, agreements, maintenance issues, sales and A/C partnership agreements - then contact Chris Bean of Christopher Bean Attorneys (B.A. LL.B (Wits) LL.M. London) admitted as an attorney in the RSA and California. beanpole@global.co.za, Tel: +27 82 651 6262

STUDENT/PILOT ACCOMMODATION • Accommodation for pilots in Midrand.

Self-catering. Transport to CAA . Close to Grand Central Airport. For enquiries: info@ thecottage.co.za or 072 588 7190

FOR SALE - JABIRU 430 • Jabiru 430, 2007, 685 happy hours tt. Std instruments, TruTrack autopilot, fuel flow monitor, Garmin GPS, transponder and radio. Hangared at Baragwanath airport. Condition 10/10. Full glass doors, leather seats, 4 place intercom.

Priced to sell at R510,000 onco. Contact Brian at 0824537057 / poultonb@iafrica.com. SMS ONLY!

ROBINSON RH44 CLIPPER FOR SALE • 2001 model. 1500 hours remaining on Main Rotor gearbox ,M/r blades and engine.

2200 hrs remaining on other components. 4400 hour overhaul just completed R2,5 mill excluding VAT(neg) For enquires please contact or whats app 082 376 3156

ROBINSON RH22 BETA • 2004 model. 1800 hours remaining 2.1 million excluding VAT (neg) For enquires please contact or whats app 082 376 3156

W N E EW B S IT E

• Only 260 hours TT. Owner relocated. Hangared Springs Airfield. Full maintenance history by leading Jabiru AMO’s. Garmin GPS, Radio & Transponder. Dynon D180 EFIS & AP 74 Auto Pilot. Leather seats. 4 place intercom .

Condition 10/10 . R 685 000. Contact Guy for photos & all detail 082 554 7973 | havers@ iafrica.com

47 www.saflyer.com | March 2019

FUEL TABLE www.sv1.co.za

SA Flyer 2019|03

Fuel Prices Fuel as Prices at 09/01/2019 as at 09/01/2019 Prices include Prices include VAT butVAT exclude but exclude any service any service fees fees AirfieldAirfield Avgas Avgas Jet A1 Jet A1 Baragwanath Baragwanath R 20,50R 20,50 Beaufort Beaufort West West R 24,90R 24,90 R 18,25R 18,25 Bethlehem Bethlehem R 21,97R 21,97 R 15,62R 15,62 Bloemfontein Bloemfontein R 14,63R 14,63 R 10,42R 10,42 Brakpan Brakpan R 21,00R 21,00 Brits Brits R 19,40R 19,40 Cape Town Cape Town R 21,97R 21,97 R 9,03 R 9,03 Eagles Creek Eagles Creek R 22,80R 22,80 East London East London R 18,65R 18,65 R 12,29R 12,29 ErmeloErmelo R 21,45R 21,45 Fisantekraal Fisantekraal R 20,00R 20,00 Fly-In Fly-In R 19,00R 19,00 GariepGariep Dam Dam R 22,50R 22,50 R 16,80R 16,80 GeorgeGeorge R19,23R19,23 R12,90R12,90 Graaf Reinet Graaf Reinet R 24,30R 24,30 Grand Grand CentralCentral R 22,38R 22,38 R 16,62R 16,62 Kimberley Kimberley R 14,63R 14,63 R 10,42R 10,42 Kitty Hawk Kitty Hawk R 23,90R 23,90 Klerksdorp Klerksdorp R 21,28R 21,28 R 14,32R 14,32 Kroonstad Kroonstad R 20,37R 20,37 KrugerKruger Intl Nelspruit Intl Nelspruit R 21,00R 21,00 R 14,70R 14,70 Krugersdorp Krugersdorp R 18,95R 18,95 Lanseria Lanseria R 22,43R 22,43 R 15,76R 15,76 Margate Margate R 21,90R 21,90 R 15,35R 15,35 Morningstar Morningstar R 18,50R 18,50 Mosselbay Mosselbay R 22,95R 22,95 R 17,12R 17,12 Nelspruit Nelspruit R 21,94R 21,94 R 15,01R 15,01 Parys Parys R 16,60R 16,60 R 11,20R 11,20 Pietermaritzburg Pietermaritzburg R 21,20R 21,20 R 14,00R 14,00 Pietersburg Pietersburg Civil Civil R 19,90R 19,90 R 13,45R 13,45 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 21,48R 21,48 R 13,40R 13,40 Port Alfred Port Alfred R 23,17R 23,17 Port Elizabeth Port Elizabeth R 22,30R 22,30 R 16,38R 16,38 Potchefstroom Potchefstroom R 16,60R 16,60 R 11,20R 11,20 Rand Rand R 19,40R 19,40 R 15,32R 15,32 Robertson Robertson R18,70R18,70 Rustenberg Rustenberg R 17,95R 17,95 R 13,45R 13,45 Secunda Secunda R 21,28R 21,28 Skeerpoort Skeerpoort *** *** R 15,80R 15,80 R10,40R10,40 SpringsSprings R 19,50R 19,50 Stellenbosch Stellenbosch R 18,55R 18,55 Swellendam Swellendam R 19,30R 19,30 R 14,30R 14,30 TempeTempe R 21,28R 21,28 R 15,07R 15,07 Upington Upington R 15,09R 15,09 R 10,88R 10,88 Vereeniging Vereeniging R 20,03R 20,03 Virginia Virginia R 20,70R 20,70 R 14,62R 14,62 Welkom Welkom R 20,37R 20,37 R 14,61R 14,61 Wings Wings Park ELPark EL R 18,90R 18,90 Witbank Witbank R 20,90R 20,90 Wonderboom Wonderboom No No Contact Contact Worcester Worcester R24,15R24,15 *** Helicopters *** Helicopters only only

Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015 Co-ordinates: S25°50’37 E27°41’28 48 GPS Import/Export no. 21343829

March 2019 | www.saflyer.com

Fuel Prices Fuel as Prices at 07/02/2019 as at 07/02/2019 Prices include Prices include VAT butVAT exclude but exclude any service any service fees fees AirfieldAirfield Avgas Avgas Jet A1 Jet A1 Baragwanath Baragwanath R 18,00R 18,00 Beaufort Beaufort West West R 24,90R 24,90R 18,25R 18,25 Bethlehem Bethlehem R 21,97R 21,97R 15,62R 15,62 Bloemfontein Bloemfontein R 14,50R 14,50R 10,25R 10,25 Brakpan Brakpan R 21,00R 21,00 Brits Brits R 18,95R 18,95 Cape Town Cape Town R 21,97R 21,97 R 8,68 R 8,68 Eagles Creek Eagles Creek R 17,50R 17,50 East London East London R 18,66R 18,66R 12,29R 12,29 ErmeloErmelo R 21,45R 21,45 Fisantekraal Fisantekraal R 20,00R 20,00 Fly-In Fly-In R 19,20R 19,20 GariepGariep Dam Dam R 16,00R 16,00R 15,30R 15,30 GeorgeGeorge R18,39R18,39 R11,59R11,59 Graaf Reinet Graaf Reinet R 23,65R 23,65R 16,65R 16,65 Grand Grand CentralCentral R 18,29R 18,29R 13,70R 13,70 Kimberley Kimberley R 14,50R 14,50R 10,25R 10,25 Kitty Hawk Kitty Hawk R 19,10R 19,10 Klerksdorp Klerksdorp R 22,20R 22,20R 14,35R 14,35 Kroonstad Kroonstad R 18,47R 18,47 KrugerKruger Intl Nelspruit Intl Nelspruit R 18,85R 18,85R 13,95R 13,95 Krugersdorp Krugersdorp R 17,60R 17,60 Lanseria Lanseria R 22,43R 22,43R 14,20R 14,20 Margate Margate No stock No stockR 15,35R 15,35 Morningstar Morningstar R 17,95R 17,95 Mosselbay Mosselbay R 19,35R 19,35R 15,75R 15,75 Nelspruit Nelspruit R 19,94R 19,94R 15,01R 15,01 Parys Parys R 16,60R 16,60R 11,20R 11,20 Pietermaritzburg Pietermaritzburg R 19,90R 19,90R 13,40R 13,40 Pietersburg Pietersburg Civil Civil R 17,35R 17,35R 13,00R 13,00 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 21,48R 21,48R 13,40R 13,40 Port Alfred Port Alfred R 23,17R 23,17 Port Elizabeth Port Elizabeth R 21,70R 21,70R 15,12R 15,12 Potchefstroom Potchefstroom R 16,60R 16,60R 11,20R 11,20 Rand Rand R 18,60R 18,60R 13,14R 13,14 Robertson Robertson R18,70R18,70 Rustenberg Rustenberg R 17,67R 17,67R 13,45R 13,45 Secunda Secunda R 18,98R 18,98 Skeerpoort Skeerpoort *** *** R 15,25R 15,25R10,40R10,40 SpringsSprings R 19,50R 19,50 Stellenbosch Stellenbosch R 18,55R 18,55 Swellendam Swellendam R 19,30R 19,30R 13,00R 13,00 TempeTempe R 17,10R 17,10R 11,12R 11,12 Upington Upington R 15,09R 15,09R 10,88R 10,88 Vereeniging Vereeniging R 17,03R 17,03 Virginia Virginia R 20,70R 20,70R 14,62R 14,62 Welkom Welkom R 18,47R 18,47R 14,61R 14,61 Wings Wings Park ELPark EL R 18,90R 18,90 Witbank Witbank R 17,50R 17,50 Wonderboom Wonderboom R 18,66R 18,66R 13,46R 13,46 Worcester Worcester R24,15R24,15 *** Helicopters *** Helicopters only only

SKEERPOORT THABAZIMBI PARYS AIRFIELD ULTIMATE HELIPORT, MIDRAND POTCHEFSTROOM AIRPORT

Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015

WE ALSO HAVE AN ON-SITE HELI-PAD FOR CONVENIENT REFUELING. CALL US FOR A QUOTE OR VISIT OUR WEBSITE FOR MORE INFORMATION.

SEALED 200L AVGAS DRUMS • SEALED 200L JET A1 DRUMS • AVGAS 100LL • JET A1 • PETROL • ILLUMINATING PARAFFIN • DIESEL • LUBRICANTS

SA Flyer 2016|11

• • • • •

ACCIDENT REPORT JIM DAVIS

CFIT This discussion contains extracts from the SACAA’s accident report. It is compiled in the interest of promoting aviation safety and not to establish legal liability.

Conditions (IMC) whilst the pilot attempted The remains of the 172 at the crash site.

to climb above the mountain.

CONTRIBUTORY FACTORS •

Poor flight planning by the pilot.

•

Lack of experience in bad weather conditions.

•

Disregard for Standard Operating Procedures.

•

Error of judgement and wrong decision–making.

JIM’S COMMENTS When I first glanced at this accident, I was going to skip it because it looked similar no reported traffic to 9000 ft AMSL and that

to all other controlled flight into terrain

On 07 October 2005, at approximately

he was cleared to climb to 9,000ft AMSL.

(CFIT) accidents. Of course, it’s tragic

13h05Z, the pilot, accompanied by two

The pilot of ZS-NIE responded and advised

when a young man with more confidence

passengers, departed Nelspruit Aerodrome

LASS ATC that he was passing through

than experience kills himself and two other

on a VFR (Visual Flight Rules), private flight

5,200 feet, climbing to FL090.

trusting youngsters. But then all accidents

SYNOPSIS

to Rand Aerodrome in Gauteng.

There was no further communication

are sad, so that’s not a criterion for choosing

At approximately 13h17Z, the pilot of

between the pilot of ZS-NIE and LASS

ZS-NIE established radio contact with

ATC. The aircraft failed to arrive at its

My second thought was that it can’t do

Lowveld Air Space Sector (LASS) Air Traffic

destination and an official Search and

any harm to remind you from time to time,

Controller (ATC) and informed LASS ATC

Rescue operation was initiated. The aircraft

about one of the most common causes of all

that he was approximately two miles east

wreckage was located the following morning

accidents.

of Kaapse Hoop and wanted to confirm the

at approximately 09h00Z, where it had

While I was trying to decide whether to

height of the mountains at Kaapse Hoop and

impacted with terrain on the eastern side

write about it, I came upon an FAA accident

also requested permission to fly a “bit higher

of Tafelkop near Kaapse Hoop. The aircraft

report about a 19,000-hour American ATP

than the mountain ridge as the clouds are a

was destroyed by the post-impact fire that

doing the same thing in a V-tail Bonanza.

bit low”. The aircraft altitude at the time was

had erupted on impact.

The similarities and differences between

reported to be 4,100ft above main sea level (AMSL).

Lowveld Air Space Sector (LASS ATC) advised the pilot of ZS-NIE that there was

50 March 2019 | www.saflyer.com

them.

these two accidents are fascinating. But the lessons to be learned are, surprisingly, much

PROBABLE CAUSE The

aircraft

impacted

with

high-

rising terrain in Instrument Meteorological

the same. VFR into IMC is a killer. Clouds and terrain are no respecters of seniority.

COLUMNS

Firstly, let’s look at this youngster who

A look at Safety Link’s chaotic history

rating. He was type rated on numerous

flew himself and his pax into the mountains.

tells its own tale. They managed to sort of

Boeing aircraft: the 727, 737, 757, and 767.

His licence was so new that I believe

publish three issues a year from 2008 to

Other type ratings included the Douglas DC-

one has to look carefully at his flying training.

2012. I say “sort of” because they sometimes

9, Fokker 100, and the Lockheed JetStar.

Certainly, there were some grave errors of

published the same issue twice, and merely

His single-engine land rating was limited to

judgement, and gross overconfidence. A

changed the date on the second one.

commercial privileges.

well-trained pilot would have known better

It dropped to two issues a year, then

The report goes on to state that he

than to stick his nose into that sort of weather.

none at all in 2016 and 2017! In 2018,

was not just a big-jet pilot – he was also experienced and current on light aircraft.

When ATC cleared him to climb to 9,000

there was only one issue, and it contained

ft, I wonder if he A) knew that it is suicidal

no safety messages for pilots, but it did

He had filed an IFR flight plan for the

to climb into cloud without proper training,

congratulate the CAA on its amazing safety

flight, a 50-mile trip to Alliance Municipal

and B) realised that flight level 90 is an

initiatives. Poppy Khoza had presumably

Airport (KAIA). Shortly before his takeoff

instrument flight level.

not been briefed on the magazine’s motley

from Chadron airport, a witness noticed

My feeling is that he suffered from

history because, on the front page, we see

the pilot seated in the aircraft for several

combination

and

a smiling photo of her saying, “Welcome to

minutes. Possibly he was deciding how to

unbelievably poor training. A well-trained

the FIRST edition of Safety Link.” I despair.

get his instrument clearance, as the airport

PPL simply doesn’t do that soon after getting

And it gets worse. Not only is the magazine

had no ATC.

his licence.

rubbish, but a survey of the popular aviation

He had two choices. The first was

The CAA’s only recommendation was

chat room, Avcom, revealed that not a

to phone Flight Service to have them

that the accident be publicised in Safety

single respondent has ever heard of this

coordinate a clearance with ATC. This can

Link, CAA’s online flight safety magazine.

publication.

be a long, frustrating route and, should

a

of

inexperience

Not a big ask, and, you might think, a sensible way of reminding all pilots of the

Okay, now let’s look at the American CFIT accident.

the call be dropped, you have to start the procedure over again. The quicker option

dangers of VFR in marginal weather. But,

The 61-year-old pilot flew for a major

was to take off, remain VFR and get an IFR

unfortunately, the publication may as well

airline for 26 years. He had an airline

not exist. 13 years later and they still haven’t

transport pilot certificate for single- and

The local weather 17 minutes before

published this story.

multi-engine land aircraft, and an instrument

takeoff was reported as “calm winds, nine

clearance while airborne.

51 www.saflyer.com | March 2019

ACCIDENT REPORT

SACAA ACCIDENT REPORT – EXECUTIVE SUMMARY Date of Accident: 07 October 2005

investigators, the pilot likely encountered IMC just before hitting the ridge line.

Time of Accident: 13h30Z

The accident report noted the probable

Aircraft Registration: ZS-NIE

cause as “the pilot’s decision to attempt

Type of Aircraft: Cessna 172L

VFR flight into instrument meteorological

Pilot licence: Private

rising terrain.”

conditions resulted in controlled flight into

Licence Valid: Yes

It also stated that the pilot could have avoided the accident by having called

Age: 22

Flight Service for a coordinated clearance,

Total Flying Hours: 70.6

or by remaining in VMC over the airport instead of venturing into IMC towards his

Hours on Type: 60.0 Last point of departure: Nelspruit Aerodrome (FANS) Next point of intended landing: Rand Aerodrome (FAGM) Location of the accident site: Approximately 100 metres below the mountain peak at Tafelkop, Kaapse Hoop. (GPS Positions:

destination.

It’s interesting that similar lessons can be learned from both these accidents.

WHAT CAN WE LEARN? •

to override their better judgement.

S25 ̊ 44.381 E030 ̊ 43.764) Elevation 5471ft.

The safety message is to be aware

Meteorological Information: Adverse weather conditions.

of this temptation and change one’s mindset. Briefly, when there are

Overcast cloud base less than 1000ft AGL. Temperature, 18°C. Wind, 360 /̊ 10kt.

Both pilots allowed ‘mission fixation’

IMC conditions along your route, ground yourself by having a beer.

•

Number of people on board: 1+2

Any amount of experience, whether it is 100 hours or many thousands,

No. of people injured: 0

can lull a pilot into believing he or she is bulletproof.

No. of people killed: 3

•

A lack of awareness of the local topography is often the culprit.

Rising terrain can easily be masked by clouds and fog, and a gradually

miles visibility, a broken ceiling at 1,500

was 4,200 ft MSL (approx. 1000 ft AGL).

lowering cloud base can be difficult

feet and an overcast ceiling at 3,400 feet.”

At 11h25, ATC called the Bonanza;

to detect. Pilots often react to

At 11h21, the Bonanza, which had

“Seven delta mike, radar contact nine miles

deteriorating weather by gradually

ADS-B, was tracked as becoming airborne

south of the Chadron airport, say altitude.”

descending to stay visual.

and turning out right towards its destination,

There was no response.

KAIA, to the south.

•

Bear in mind that every pilot who

ADS-B subsequently showed that,

has flown into a mountain knew

A minute later, the pilot called Denver

10 miles south of KCDR, the aircraft hit

for certain that it wasn’t there. If a

ARTCC and requested his clearance.

treetops on a ridge 900 feet above the

pilot thought there was a mountain

The controller was busy and asked the

departure airport. IMC prevailed at the

in front of his nose, he wouldn’t

Bonanza to standby. Eight seconds later,

accident site.

be heading in that direction. The

ATC gave him a transponder code, but no

A witness, who was working outside

mountains around George, where I

clearance. He set the code and it updated

nearby, noted the weather throughout

live, are studded with the wrecks of

on the controller’s radar.

the morning had been light precipitation,

planes whose pilots thought there

a

mist, fog, and low clouds that obscured

was nothing there. Hansie Cronje’s

groundspeed of 145 knots, and the altitude

the surrounding ridge lines. According to

crash is a sad reminder.

The

radar

track

data

showed

52 March 2019 | www.saflyer.com

j

SA Flyer 2019|02

AVIATION FUEL East Coast Airways currently operate two fuel depots - in KZN as well as Port Elizabeth, supplying our clien ts with Avgas, Jet A1 and aviation oil.

We operate 7 days a week with bulk and mobile fuel deliveries upon request.

For any queries contact our Managing Director Willie Erasmus at Willie@eastcoastsa.net or our offices: Virginia Airport on 031 564 9344 | Port Elizabeth on 041 581 4194

OPERATING HOURS: Virginia Airport Mon – Fri. – 7:00 – 18:00 Sat – 7:00 – 17:00 Sun – 8:00 – 15:00 East Coast Airways

Port Elizabeth Mon – Fri – 8:00 – 17:00 Sat – 8:00 – 14:00 Sun – 8:00 – 11:00

www.eastcoastairways.co.za

FLIGHT TEST REPORT: DAVE UNWIN & OWEN HECKRATH IMAGES: JAMIE HUNTER / BRITTEN NORMAN

54 March 2019 | www.saflyer.com

OFF-ROAD CHAMPION

THE B-N

r e d n a l s I

www.saflyer.com | March 2019

55

FLIGHT TEST

There are very few types that remain in production more than fifty years after they first flew. Britten-Norman’s Islander is one of them and it’s not only an iconic machine, it’s also one of the most successful British aircraft ever made.

The powerplant options are either piston Lycomings or Rolls Royce turboprops.

D

ESIGNED by John Britten

or Rolls-Royce turboprops, of either 320 or

and

400hp.

Desmond

Norman,

the Islander was initially

The one-piece cantilever wing has no dihedral and just two degrees of incidence.

Presented with an opportunity to put the

The trailing edge consists of cable-operated

short-haul,

Islander through its paces, we pitched up at

slotted Frise ailerons fitted with mass

commuter

B-N’s Lee-on-the-Solent assembly facility

balances, and large electrically-actuated

operations but has subsequently been

to meet test pilot Simon Hargreaves. The

slotted flaps which have three settings: Up,

adapted for a wide variety of roles, both

test aircraft is the latest example to come

T/O (25 deg) and Down (56 deg).

civilian and military. The BN-2 has proved

off the production line. It is configured as a

The engines are high so prop clearance

to be an excellent feeder-liner and has long

feeder-liner capable of carrying up to nine

is excellent, and being close to the aircraft’s

been a favourite with freight companies,

passengers, and will shortly be delivered to

centreline means the minimum controllable

parachute schools, air ambulance operators,

a regional carrier in mainland Europe.

airspeed on one engine (Vmca) is very low.

intended

for

high-frequency

and the military.

Isle of Wight-based B-N has built

This is a good thing for safety, although the THE WALK AROUND

proximity of the engines to the fuselage

and delivered more than 1,250 Islanders

In many respects the Islander can be

means the cabin can be rather noisy. On our

since the type first flew in June 1965,

compared to a flying Land Rover, even

test aircraft, the power is from a pair of 300

with examples now operating in over 120

down to the boxy cabin. Bereft of frills

hp Lycoming IO-540s, which turn Hartzell

countries. It is currently available in several

or superfluities (except for the Executive

constant-speed fully feathering ‘Scimitar’

different variants, powered by either 260 or

option, which is luxuriously appointed), it’s a

props. They are fed from wing tanks (one in

300 horsepower Lycoming piston engines,

functional, utilitarian aircraft.

each wing) with a combined capacity of 492

56 March 2019 | www.saflyer.com

litres. Tip tanks can be fitted as an optional extra, increasing capacity to 814 litres.

For those of you wondering why a brand new commuter aircraft is fitted with piston engines, the answer is simple. Turbines are wonderfully reliable powerplants, but they have one significant drawback − it’s not the hours that wear them out, but the cycles (being started up and shut down). Like most Islanders, this particular aircraft will be used primarily on short, high-frequency services, so its operator has opted for the Lycomings.

The Islander is certified to fly from unimproved beaches)

landing

and

strips

consequently

(including the

fixed

undercarriage is every bit as rugged as you’d expect. It consists of a large single nosewheel, while the twin main wheels

arrangement we like for several reasons. If

the centre of the panel and the GTN 650

you’re using the aircraft as a freighter you

and 750 nav/comms unit on the right. The

can fill the cabin to capacity without having

standby ‘steam gauges’ are arranged in a

to leave space for an aisle. The cabin can

row beneath the G600. To the right of the

accommodate up to 1,000 Kg of freight but,

altimeter is an annunciator panel, while

like most small freighters, it will often ‘bulk

above the G600 are digital displays for

out’ (run out of space) before it ‘grosses out’

each engine’s manifold pressure and rpm.

(runs out of weight-carrying capacity). Also,

This may seem a little excessive as this

in situations without ground crew, pilots

information is clearly presented on the EDM

prefer to check personally that the doors

930 display, but it’s part of the standard JPI

have been properly shut and locked.

set-up.

The seat and pedals both adjust and

A large central pedestal houses the

we both like the overall cockpit layout. The

throttle, prop and mixture levers for each

instrument panel is clean and uncluttered

engine, the flap switch directly underneath,

− the dual screens of the Garmin G600 are

with the park brake below. Three lights

directly in front of the pilot, with the excellent

between the G600 and JPI screens show

EDM 960 engine monitoring system in

flap position.

are attached to a streamlined strut that connects to the wing behind each engine nacelle. The main wheels have disc brakes and all three undercarriage units have oleo shock absorbers. Notably, all five wheels

The sturdy main gear has the same sized tyres as the nosewheel.

use the same size tyre − ideal for operation from rudimentary airstrips where access to spares may be limited.

Interestingly, although the nosewheel steers through the rudder pedals, beyond 45 deg it disengages automatically and becomes free-castoring, giving the aircraft an incredibly tight turning radius of under ten metres.

The tail consists of a big, slightly swept fin and large rudder, fixed tailplane and mass-balanced elevator. The rudder and elevator are actuated by a combination of pushrods and cables and both are fitted with trim tabs. The elevator feels very heavy on the ground, but soon lightens up when the air starts flowing over it.

The square-section cabin and flat floor allow the aircraft to be quickly re-configured for different roles. It can even be used as a crop-sprayer or for oil slick dispersal, as underwing hardpoints allow spray booms or external pods to be carried. Access to the cabin is via doors on both sides of the fuselage, with an additional cargo door to port. Sliding doors for special missions, paradropping or simply for improved access are an option, and the low door sills make cargo loading easy.

THE INTERIOR The cabin doors are complemented by a pilot’s door on the port side, an

57 www.saflyer.com | March 2019

FLIGHT TEST Interestingly, the Islander is not equipped

don’t want to scrub the tyres) but can clearly

this instance, the governors which maintain

with cowl flaps. While the rudder trimmer is

see just how easy a 180° turn on a narrow

a given rpm were yet to be set up correctly

in the roof, curiously the large elevator trim

airstrip could be.

for the Scimitar propellers.

wheel is mounted on the starboard side of

With three aboard and full fuel we

Retracting the flaps causes a small

the pedestal (i.e. away from the pilot). Both

are around 700kg below the maximum

change in pitch which is easily trimmed

are purely manual.

all-up weight (MAUW) of 2,994kg. The

out. As we climb I try a few gentle turns

The layout of the electrical switches is

airfield is near as dammit at sea level and

and this confirms what I’d expected − this

excellent. The magnetos, boost pumps and

the temperature is 17°C so the ambient

is a very stable aeroplane. The ailerons are

starter switch are contained in a neat panel

conditions are very close to ISA with a gentle

a little heavy, although I soon get used to

above the windscreen, with all the others

breeze down the runway.

them. Levelling out at 4,000ft I examine the

below the pilot’s panel-mounted yoke. All the

are

Islander’s forte − slow flight and stalls. The

circuit breakers are on the other side of the

straightforward, so I carefully position the

wing retains a tenacious grip on the air and,

panel, easy to see, and more importantly, to

Islander on the centreline and push the

with flaps up, the aircraft stalls at a creditable

reach.

throttles open. The acceleration is excellent,

44kt. This drops to a remarkable 36kt with

and as the speed sweeps imperiously past

the flaps down. The stall warning (a horn

55knots, I initiate a gentle rotation.

and a light) activates about five knots above

FLYING THE ISLANDER The field of view is excellent, and the

The

critical alpha, and when the wing finally does

combination of powerful progressive brakes,

the runway and climbs away at just over

quit flying it always breaks straight ahead.

differential thrust and a steerable nosewheel

1,200fpm and 70kt. During the pre-flight

For the final stall I set takeoff flap, open the

make the Islander very easy to manoeuvre

briefing, Simon explained we’d probably

throttles and just keep hauling the nose up…

on the ground. Simon encourages me to

get a ‘propeller overspeed’ caution just

and up… and up!

force the nosewheel into ‘castor’ and then,

after takeoff, and we did. This wasn’t a

A full power departure stall can often

with a dab of brake and some differential

malfunction. In order to keep the noise

bring out the worst in an aeroplane, but

thrust, the aircraft simply pivots around the

down, the system is designed to warn the

the Islander is so well mannered that even

main wheels. I’m quite timid with this (as I

pilot when the rpm goes above 2,600 and, in

when it is being roundly abused, nothing

58 March 2019 | www.saflyer.com

Islander

checks

off

The panel is uncluttered and businesslike with a combination of glass and standby steam gauges.

The

pre-takeoff

practically

leaps

LEFT: The large pedestal houses engine controls and peripheral functions - the elevator trim wheel is on the RHS away from the pilot.

MIDDLE: The combination of powerful progressive brakes, differential thrust and a steerable nosewheel make the Islander very easy to manoeuvre on the ground.

BOTTOM: The Islander practically leaps off the runway and climbs away at just over 1,200 fpm and 70 knots.

unpleasant happens. The ASI’s speed tape sinks to an incredible 33kt (and remember, our weight is still around 2,200kg) before the Islander reluctantly pitches down and the wing instantly starts flying again.

This is an incredibly docile aircraft.

Moving onto stability tests confirms that, although there is plenty of control, the designers have placed even more emphasis on stability. The Islander’s stick-free stability is

strongly

positive

longitudinally

and

directionally, and weakly neutral laterally.

Overall it is very docile, and easy to fly on instruments.

Simon sets zero thrust on the port engine to simulate a feathered prop and I assess the single-engine performance and controllability. At 65kt, half a ball out on the turn and slip indicator and a few degrees of bank into the ‘live’ engine, the climb rate is a perfectly acceptable 300fpm at 3,500ft and the aircraft is eminently controllable.

I’ll confess that I don’t find the operation of the roof-mounted rudder trimmer intuitive initially, but soon get the hang of it.

excellent and I have no problem judging

a touch-and-go, and almost as soon as the

when to turn base. For my first landing I fly a

throttles hit the stops we’re airborne again.

conventional approach, ensuring that I keep

Turning downwind Simon briefs me to

the speed above the 65kt Vmca until very

make this a STOL (short takeoff and landing)

short final.

approach, which entails getting full flap down

Speed control is easy all the way round

a little earlier and trimming for 56kts on final.

the circuit but I flare slightly too high and the

We are now using a ‘back side’ technique,

touchdown is ‘firm but fair’. As briefed this is

where speed is controlled completely with

With the power back up on the port engine, I set 24/24 and concentrate on holding the aircraft level at 2,500ft while Simon notes down the speed and fuel flow: The IAS of 128kt means a TAS of 133kt, while the fuel flow is about 45 litres per hour on each side. Pulling the power back to 21/21 the speed dips to 114 IAS (119 TAS) while the total fuel flow reduces to around 80 litres per hour.

We head back for some circuits. As the runway is 1,309m of smooth tarmac, it’s not really representative of an Islander’s natural environment. As the circuit direction for Runway 23 is right-hand and I’m in the left seat, positioning could be a little tricky in some aircraft, but the field of view is

59 www.saflyer.com | March 2019

Stability tests confirm that, although there is plenty of control, the designers have placed more emphasis on stability.

speed tape hits 50 I pull the nose up and the Islander leaps off the ground. On the following landing I hold the nose up for aerodynamic braking and roll almost to the end of the runway with the nosewheel still in the air, such is the power of the elevator.

It’s hard not to be impressed by the Islander, and it’s easy to see why it’s still in production after more than fifty years.

It may look like an elementary aircraft, but this belies a very clever design. Anyone can design something complicated, but as Leonardo da Vinci observed ‘simplicity is the ultimate sophistication’.

PERFECT FOR AFRICA The Islander is an honest aeroplane that is ideally suited to African conditions. It’s no great shakes in the glamour and glitz arena, pitch, while power controls the descent rate.

runway. It’s worth mentioning that I only had

but when it comes to flying into and out of

Simon emphasises that accurate speed

an hour on type; a bit more practice and

goat tracks with heavy loads and nine pax, I

control is important, and that I might just

a decent wind on the nose and I’m sure I

reckon there are very few aircraft that could

need a suggestion of power in the flare to

could get the Islander down and stopped in

beat it. Its STOL capabilities are legendary

cushion the touchdown.

a very short distance. The pilot’s operating

and it will get into, and out of, tight, unlikely

handbook claims a stopping distance of only

spots with a good load aboard.

The aircraft is so speed-stable that I have no trouble at all nailing the speed tape

299m when landing over a 50ft obstacle.

I first met the Islander back in the 70s at

to 56kts, but the touchdown point is further

Now for a STOL takeoff. With flaps set

Wings Airways in the USA, when we were

up the runway than I intended. As soon as

to 25°, I run the engines up to full power

running a high-density shuttle service from

the mainwheels touch, I lower the nose and

against the brakes and then release them.

peri-urban areas into Philadelphia’s KPHL.

brake firmly to a stop. We don’t use much

The acceleration is excellent, and as the

The legs varied from as little as around

The new Tecnam 2012 Traveller has, like the Islander, a twin piston engine high wing fixed gear design - but it costs much more.

60 March 2019 | www.saflyer.com

best, grass strips.

My days consisted of a hub and spoke run, where I would begin at a field, fly a load of pax to KPHL, then fly to another airfield to collect another load for KPHL and so on – on some legs, I wouldn’t even bother to get the flaps up. This was pure high-cycle feeder flying with often more than ten cycles a day, and the Islander thrived in this environment, never once did it let me down.

The runways, which rarely deserved that title, could become interesting mud slides in autumn, hair-raising ‘skating rinks’ in winter, cracked, potholed minefields in spring and hot and dusty in summer. But the ‘boom-box’ – as we sometimes jokingly called the Islander – took it all in its stride without any incidents.

CONCLUSION Earlier, we referred to the Islander as a “flying Land Rover” and in the same way that the no-frills Land Rover first opened up Africa to tourism decades ago, so the Islander is perfectly positioned to provide the next step of becoming the vehicle that opens up Africa’s population to air travel. In addition, its multirole capability allows it to be configured for many missions throughout Africa where low acquisition cost, ruggedness, STOL capability and reliability are key objectives.

Although in recent years turbine aircraft such as the Kodiak and Caravan have eclipsed the Islander, the threat to Avgas availability has receded and the Islander is still a great contender for Okavango and Mozambique Island destinations and for relief operations such as Mission Aviation Fellowship flies.

The

Islander’s

piston

engines

make

acquisition and operating costs significantly less and give passengers the comfort of two engines. It is interesting to note that its most significant competition will be the still in development Tecnam P2012. With the same high wing and fixed gear configuration, and with two 375 hp Lycomings, the new Italian may be faster, but it is almost certainly not going to be as rugged – and it costs nearly twice as much.

While the Islander may be slower than its more powerful turbine competitors, over short

TECHNICAL SPECIFICATIONS

10nm up to 60nm and the runways were, at

BRITTENNORMAN

BN-2B

ISLANDER DIMENSIONS: LENGTH: 10.97 m HEIGHT: 3.78 m WINGSPAN: 14.93 M WING AREA: 30.19 sq. m WEIGHTS AND LOADINGS: CREW: 1 PASSENGERS: 9 EMPTY WEIGHT: 1,866 kg MAX AUW: 2,994 kg USEFUL LOAD: 1,128 kg WING LOADING: 99.1 Kg/sq. m POWER LOADING: 6.68 kg/kw FUEL CAPACITY: 492 litres standard (Optional 814 Litres) POWERPLANTS: ENGINES: 2 x Lycoming IO-540 K1B5 fuel-injected (Optional: |Lycoming IO-540-E4C5) OUTPUT: 300 hp (224kW) each at 2,700rpm (Optional: 260 hp) PROPELLERS: Hartzell ‘Scimitar’ composite threeblade C/S fully-feathering TURBINE OPTION: 2 x Allison/Rolls-Royce 250B17C turboprop engines rated at 320 shp.

PERFORMANCE: VNE: 183 kt CRUISE (TAS): 158kt STALL: 40 KIAS CLIMB RATE: 1,130 fpm (Both engines, ISA Lycoming 260hp option) SERVICE CEILING: 17,200ft RANGE: 756 Nm (Standard fuel config) TAKEOFF DISTANCE: 621 ft (Typical config) BALANCED FIELD LENGTH: 1218 ft (Typical config) LANDING DISTANCE: 459 ft (Typical config)

sectors the speed difference is negligible, and operating costs per seat are about a third less.

There’s still a lot to recommend this functional classic.

j

61 www.saflyer.com | January 2019

1943 DE HAVILLAND DH-82A, TIGER MOTH, SER. NO. 832

Engine: General Motors Holden, Gipsy Major Series 1, Serial no. 741; Propeller: Invincible Airscrews, 2 Blade Wood F.P., Model DH5220/B/26, Serial no. 1A8418; Total airframe hours: 1445.6 HR S.M.O.: 37.6 HR Annual check carried out: 23.10.2018 Authority to fly expiry; 22.10.2019 Current location: Hangared at Stellenbosch Airfield, South Africa Owner: Soviet Air Charter PTY LTD, Evgueni Zakharov (Director).

CONTACT: INFO@SOVIETAIR.CO.ZA Aircraft notable features: - Completely rebuilt, in perfect condition, like brand new; - HOBBS (vibration type), mounted on engine frame; - Transceiver; - Transponder, type S; - Turbine generator (mounted underneath the fuselage); - Main fuel tank, 86.3 litres; - Auxiliary fuel tank, 45.4 litres (operated by switching on fuel pump to pump fuel into main tank); - 2 x wing sidewalks; - Custom chrome exhaust pipe; - Dual controls (front cabin control stick stashed in the luggage compartment); - Main wheel breaks; - Tail wheel; - 2 x full seat harness; - Custom magnetos;

Transponder details: Dittel KTX-2 Transponder 2 1/4” Panel Mnt (NTCA), Type S PRICE: 1 600 000 ZAR (VAT EXCLUDED)

SA Flyer 2019|03

Transceiver details: Dittel Avionik KRT2 Transceiver 2-1/4” (NTCA)

OSHKOSH In comfort 23RD ANNUAL TOUR

Our 2018 Tour was totally sold out - the only cost increase for 2019 is the R/$ from R13.45 to R14.45

OSHKOSH: 22-29 JULY R19,400 TWIN SHARING

OPTIONAL: WASHINGTON 18-22 JULY R16,900 TWIN SHARING Includes the Flying Circus; Udvar Hazy; Air and Space; Flight to Chicago

021-788-8440 Calvin@Designer.co.za www.designertours.co.za

62 March 2019 | www.saflyer.com

SA Flyer 2018|12

Plus R15,400 Airfare if required = R34,800 taxes included Spacious, Air-conditioned, en Suite 4 Star Accommodation & Breakfasts Daily 20 Minute Shuttle Service Hotel to Main Gate Luxury Coach from and back to Chicago

BUY THE NEW ISLANDER - WITH THE LATEST GARMIN INFLIGHT DISPLAY - 12 MONTH WARRANTY

and find out why the Britten-Norman Islander is the aircraft of choice for over 500 operators in 120 countries

The Islander is one of the world’s most successful and enduring twin engine aircraft designs. It offers low cost, high frequency operations in some of the world’s harshest environments.

New, pre-owned and leasing options available.

RUGGED RELIABLE VERSATILE

Get in touch today!

Britten-Norman Florida, USA T + 1 305 967 6978 sales@britten-norman.us

Britten-Norman London, UK T + 44 20 3371 4000 sales@britten-norman.co.uk

britten-norman.com Britten-Norman Central, Hong-Kong T + 852 2257 1550 sales@britten-norman.com.hk

AOPA BRIEFING REPORT: CHRIS MARTINUS

AOPA PRESIDENT’S REPORT 2019 We have waited a little later in the year for our AGM, which should ideally have happened a month or two earlier, in order to give opportunities to President Ramaphosa to present his SONA speech and Minister of Finance Mboweni to enlighten us about the future in his budget speech. Here now is the 2019 AOPA President’s Report.

G

ENERAL

aviation is inextricably intertwined with economic issues.

Indeed, the

fortunes of aircraft owners and pilots seem to follow the exaggerated swings of the country’s economic fortunes.

Sadly, there seems to be little information forthcoming from the ANC leadership that will boost optimism for aircraft owners and pilots. Regulatory inroads into private flying continue to make it more expensive and time-consuming, leading to the view that fewer and fewer hours are being flown by private pilots and operators.

Dawie Roodt - 'State spending drastically exceeds growth.'

Government policy is still on a path of fostering social division, making further inroads into property rights; and government spending continues on an upward trajectory into dangerously uncharted territory.

A

consultation with well-known economist Dawie Roodt indicates that state spending drastically

exceeds

growth

and

that

Mboweni’s wildly optimistic spending cuts are politically impossible.

The small R23-billion annual bailout for Eskom can also not possibly slow the power

electorate should not bother to fight the ANC

with such associations, not very good. So,

government too hard, even in the upcoming

please settle your accounts!

elections: they are doing a better job than anyone else of cooking their own goose.

As the Treasurer’s report indicates, AOPA South Africa’s finances, though very modest, are also stable.

AOPA’S FORTUNES

Back in 2016, we experimented with

By contrast, AOPA South Africa has

the concept of fund-raising through public

had quite a good year, despite some

appeals for specific projects, in that case

considerable opposition by the regulator and

for supporting the case of E-Bury airfield’s

some industry entities.

licence application which had been arbitrarily

utility’s headlong spiral into the black hole of

Membership has been fairly stable.

refused by the Director of Civil Aviation. We

collapse. The impact of power shortages on

New memberships roughly equal those who

had assisted in the matter when it came

industry and resulting growing social unrest

have left the association, ill health being

before the Civil Aviation Appeals Committee

is incalculable.

the main reason for leaving. Membership

way back in 2013, when the CAAC overruled

fee collections are, as is usually the case

director Poppy Khoza’s decision.

Interestingly, Roodt’s view is that the

64 March 2019 | www.saflyer.com

COLUMNS However, nearly two years later, CAA

Gawie Bestbier’s “frivolous and vexatious”

carry AOPA news and fires off frequent

decided to appeal the decision, but first had

conduct and awarded attorney and client

threats to AOPA directors. She has even

to ask the courts to condone their very late

costs in favour of E-Bury last year.

demanded that we make representations

application.

They were well past the 60

The courts grind slowly and the bill of

days allowed for filing an appeal to the High

costs has been sent to CAA. However, they

Court.

Their application was voluminous,

have not responded and the bill of costs is

Clearly she is trying to pick a fight with

filled with irrelevant nonsense and some

now before the High Court’s taxing master

us. We find this quite amusing and accept

downright untruths. It was also supported

for finalisation. When done, we expect to

it as recognition that we are doing a great

by Lanseria and Grand Central airports, who

be claiming payment in excess of R300 000

job. Our few detractors spread the word that

had (according to the CAAC) a commercial

sometime in the next couple of months.

“AOPA just wants to fight.” That is simply not

interest in the outcomes.

We are expecting to be repaying those

to her about how we run our own internal affairs.

true, but when we do fight, we fight to win.

Due to the issues being of great

contributors who would like their money

Although CAA has had the Minister

importance to AOPA members and others

back. Alternatively, any surplus will be dealt

sign a few regulations despite vehement

with similar interests, we jumped aboard

with by the Treasurer, perhaps through a

opposition from us, notably the absurd Part

again to support the case. We are pleased

separate litigation fund.

21 requirements for loads of expensive

to say that our appeal for contributions

In the circumstances, we will undoubtedly

paperwork to be submitted every year for

raised an amount of R126 450 in addition

be utilising a ‘crowdfunding’ approach again

unnecessary renewals of certificates of

to AOPA’s expenditure.

in future where it may be needed for a

airworthiness, we have managed to keep

emailed

specific project. This concept arose from

many of the others at bay, for now.

newsletter that was also posted on social

the disparity where it seems unfair that a

Khoza and her associates have also

media and aviation forums.

microlight enthusiast finds his membership

been trying to interfere with the rights of

This was the first time we had done

fees going towards the interests of members

AOPA’s members to be heard, but in doing

something like this, so the structure we

who operate large business jets and vice

so they are simply undermining their own

adopted was that contributors would pay

versa. It also avoids there being too much

position.

directly into an attorney’s trust account

cash sloshing around in the accounts of an

transparency, regulations can and must be

rather than into AOPA’s account. This would

informal association like AOPA – something

set aside if they adversely affect our rights

keep it separate from AOPA’s day-to-day

that always causes problems.

as aircraft owners and pilots. Of course we

response

resulted

from

This impressive one

cash flow and avoid any disputes.

Despite several delays in the case, the

Without proper openness and

don’t want to fight, but if we have to, we will.

REGULATORY ISSUES

matter was finally heard, but the judge took

Needless to say, our successes in court

three months considering her judgement.

last year undoubtedly caused considerable

However, when it was finally handed down,

annoyance to Khoza and her associates.

Judge Elizabeth Kubusi was scathing about

She has therefore embarked on a campaign

director Poppy Khoza and CAA executive

of intimidating website owners who dare

The coming year is likely to throw us further challenges, but we are ready for them.

j

BELOW: Government debt as a percentage of GDP is a good indicator of fiscal restraint.

Source: Tradingeconomics.com | National Treasury, South Africa

65 www.saflyer.com | March 2019

AIR RACING REPORT: PATRICK DAVIDSON - IMAGES: RED BULL

PATRICK DAVIDSON LOOKS FORWARD TO RED BULL 2019 This year is a huge one for Challenger Class pilots as there are a possible three seats opening in Master Class for 2020 and an additional two in 2021. So there is everything for us to fight for!

As a rookie, Patrick had a good first year - here he is on the podium with Kevin Coleman and Kenny Chiang.

I

N addition, in 2018 we lost one

overturned in the middle of a swimming pool

We were told that the Pope was coming

Challenger, Daniel Genevey and

and told to hang around upside down for 2-3

to visit Abu Dhabi so we would not fly for the

gained

Sammy

minutes, sucking air from a small canister

next two days. By this point we had already

Mason, Patrick Strasser and Vito

(which, blindly, you have to be able to find

lost a day and a half due to weather. Yes, it

Wyprachtiger. All of them are really

and use), before they come to get you out.

does rain in the desert – and PROPERLY!

accomplished pilots, and Vito already

Seems a bit like waterboarding, so I’m not

three

rookies,

has some Reno race wins under his belt.

a fan!

I had hoped that we would still get in at least two days of good flying, consisting of

We recently travelled to Amsterdam to

Abu Dhabi was our next stop and

2 X 12 minute sessions in the track. But we

complete our annual Shallow Water Egress

although I was not assigned to race this

were then told the Pope was coming a day

Training (SWET) training, which to be honest

event, all the Challengers were asked to

earlier, so there was a good chance I would

is not my favourite. Although I realise and

be on site for track time training and media

not fly at all before the official Free Practise

appreciate the importance of this, I find it

updates. It was a pity as I really like this

and Qualifying for the competing pilots.

very unnatural to be strapped into the half

track! I managed two flights, just not in the

We were given the option to stay, or to

fuselage of an MX-S with a parachute,

track, but in a hold near where the track was

change our flights and head home a few

ratcheted into position, blindfolded, then

set up.

days earlier. Due to me also holding down a

66 March 2019 | www.saflyer.com

FEATURE

full-time job back in SA, and with my family back home, I decided to head back to SA and watch the race on TV. I just hope that they will give me some additional track time at my next race in Europe in May. Based on the race I watched on TV, some of the new guys are a definite threat – with near perfect conditions. But this could change drastically with a nice 25 knot cross wind. In this game experience is key, not only for the actual tracks and flying, but as I have mentioned before, with all the media pressure and also the huge amount of information that you are taking in every day, and then still required to perform.

Preparations for the year included the dreaded SWET exercise - this time blindfolded.

I think Florian Berger and Daniel Ryfa are by far the fastest and most consistent on time, but I have noticed a massive improvement in both Baptiste Vignes and

Patrick studying Aresti diagrams over the Christmas break.

Mel Astles over the past few races and training runs, so they definitely need to be watched!

My personal goal for this season is to win a race… or two, and specifically, to fly without penalties throughout the season. If you have a look at the gross times, there’s not even fractions of a second that separates the pilots, making for very good racing and forcing the guys to really hang it out. The deciding factor is definitely penalties. He who flies a clean run will generally win!

I can’t wait to get started!

j

Back home with his Sukhoi Su-31, mentally preparing for the season ahead.

Although tough competitors, camaraderie is good - Dario Costa helps Patrick into his parachute.

67 www.saflyer.com | March 2019

FEATURE REPORT: OWEN HECKRATH

CAPE SPEED RALLY Cape Town’s Morningstar Flying Club (MFC) hosted the third S A Power Flying Association (SAPFA) challenge of the season. This event proved to be huge fun and a winning formula for its organisers as well as its participants.

It was also an opportunity for Jonty to show off his unique taste in aviation ‘party-music’.

As Saturday dawned, the Cape weather looked like it would be traditionally ‘iffy’ and because the new format requires that the route is only disclosed to crews 20 minutes before takeoff, the only ‘knots’ were in the stomachs of the competitors. The race was formally opened by Cape Town City Mayoral Committee member, Alderman James Vos, an avid supporter of flying and aviation

M

tourism. Also in attendance was South FC is one of the most

contestants with detailed hints ’n tips on how

active

in

best to aviate and navigate accurately at low

Cape,

level and high speed. After a beer break,

with more than 350

race organiser Jonty Esser followed with

the

airfields

Western

members

and

over

200 aircraft housed in

more than 90 hangars. So it was a natural choice for SAPFA as host for the Cape Speed Rally. In line with one of its objectives to build excitement and experience for

African Airways First Officer and founder of the Sakhikamva Foundation, Fatima Jakoet, who was excited to see how many younger aviators were competing.

The rally was planned over a difficult

a ‘smoke, mirrors and lasers’ launch of the

120-nm course, with chicanes between the

new style and then a pre-race and weather

major turn points, which routed towards

briefing by Rob Jonkers. The day ended with

Paarl, on to Moreesburg then back towards

a traditional Cape spit-braai for the entrants,

the west coast past Melkbosstrand with

organisers, marshals, sponsors and guests.

a final high speed dash to the finish line

Presidents Trophy Air Race (PTAR) on 3 and 4 May, the Speed Rally was structured in the new format which SAPFA will be using for the PTAR. This new race format is designed to create a fun and a fast-paced, high-energy environment for pilots and their navigators to pit their skills in a challenging yet safe flying competition. The competitors ranged from 17-year old PPLs to 60-something retired airline captains and the field of entrants reflected the enthusiasm for the new format with more than 30 entrants ranging from a 90 knot Savannah through to 175 knot RVs. The weekend’s fun began on the Friday with Speed rally tyro Mary de Klerk providing an in-depth training session to the

68 March 2019 | www.saflyer.com

Rob Jonkers and Mary de Klerk from SAPFA with Alderman James Vos, SAA pilot Fatima Jakoet, organiser Jonty Esser and MFC Chair Ross Leighton.

AIR RACING

overhead Morningstar. The aircraft were sent off according to their handicap speeds and first off were the all-ladies team of

Mary de Klerk provided a detailed 'hints 'n tips' session for competitors.

Suzanne Lang and Nicole Innes in their Savannah. Last away was the seriously quick RV-8 crewed by Ross Leighton and Guy Leitch.

The weather stepped in and added

The all ladies team of Suzanne Lang & Nicole Innes busy with pre takeoff plotting.

yet another handicap and a few pilots turned back because of low cloud and thunderstorm activity near the mountains.

The brave (or crazy) crews pressed on and proved that Dirk de Vos had done his

Martin and Boy take off for their winning flight.

homework on the handicapping as the finishers were well bunched up as they powered over the finish line.

Since the speed rally format promotes both aviation and navigation skills, trophies and bragging rights were awarded for

Martin Meyer and Boy Louw get their best Speed winners trophy and prize from sponsors Dart Aeronautical while Rob looks on.

the first three placings in each category.

The Winners of the navigation skills (tightest course) category was the team of Rynhardt Elstadt and Richard Brown in the Cessna 210 who narrowly beat the Rockwell 112TC of Christian Strauss and Jovan Barkenhuizen. The aviation skills (closest to handicap speed) category was won by Boy Louw and Martin Meyer in their Citabria Champion 7 with the team of Alan Fergus and Johan Walden in the V35 Bonanza close on their heels.

The results are notable in that the second

placings

in

both

categories

included 17-year old PPLs. The second place best speed award was won by PPL

Gear up - Rynhardt and Richard waste no time setting up their win.

Second place speed category winners Johan Walden and Alan Fergus receive their trophy and prize from Rob and sponsors Dart Aeronautical.

holder and new S A Flyer columnist Johan Walden. The second place navigation award was won by Jovan Barkenhuizen, a PPL holder and also a passionate air race competitor. Both are also pursuing their Comm licences while still dealing with the

Best Nav performance winners Richard Brown and Rynhardt Elstadt with Jonty Esser (L) and Rob Jonkers (R).

daily grind of schoolwork. This level of enthusiasm and commitment shows that GA is alive and well in our youth.

The event was sponsored, planned, organised and executed with energy and professionalism and the excitement generated

by

the

new

format

for

competitive aviation is a good omen for SAPFA – who now maybe have the winning formula to wrest their lunch money back from the Botswana air race.

The next event is at Middleburg on March 8/9 – details at www.speedrally. co.za

j

Jovan Barkenhuizen and Christian Strauss get their second place Nav trophy from Jonty and Rob.

Competitors attending the briefing session.

69 www.saflyer.com | March 2019

FEATURE GUY LEITCH REPORTS ON HIS RACE

FLYING THE SPEED RALLY

Guy Leitch and Ross Leighton with Ross's RV-8.

When you have two cranky old men sitting in a cramped tandem cockpit, the chemistry can be explosive. This is not a good recipe for speed rallying.

I

T didn’t start well. Before we

that I would map-read but that Ross would

in the race had made me uncertain about

had even taken off, while waiting

have to multi-task by flying and looking at

time. I didn’t know whether we were ahead

our turn at the holding point, we

the pictures of the turn points supplied to the

or behind– which made establishing our

disagreed,

competitors.

position doubly difficult.

by

a

thirty-degree

difference, about what the first

We were perfectly on track for TP3 but

Still, TP6 looked like it should be easy

both

then didn’t see it, so we flew on for about

to find on a railway line. But again, without

adamant that we were correct and

another minute before we gave up and turned

a gazebo to mark the TP, not having an

so the tense standoff continued in

right for TP4, up against the Paarlberg.

accurate ETA, and Ross having to pole

strained silence, until Ross eventually, and

It turned out we were a long way north of

the plane and match the pictures to ground

probably reluctantly, conceded that I may be

track so we missed TP4 entirely. I reflected

features, we overflew it, fortunately on the

right.

ruefully that this was the first time in 12 air

correct side – so we did not score a miss.

heading

was.

We

were

Once airborne off Morningstar’s 20,

races that I had ever missed a turnpoint –

The next track was 120 degrees to the

Ross held the speedy RV-8 in ground effect

but the cards are stacked against you in

left (west) and I couldn’t pin down where

until we had passed course Turnpoint 1

these mini races as there are no big orange

we were on the map – because, having

(TP1) at the end of the runway, then banked

gazebos to mark the TPs. We compounded

overflown TP6, we were well north of track.

hard over onto ‘my’ heading. We hit TP2 on

our error by now being right (east) of track to

My timekeeping was scary – it looked like we

the nose, which was a real accomplishment

Riebeek-Kasteel.

were a ridiculous three minutes behind time.

seeing that we were flying a fast tandem with

At Riebeek Kasteel we turned too early

TP7 should have been easy to see

a low wing – the very worst type of plane in

– another turnpoint missed! We were royally

because it was immediately beyond the N7

which to do these races. Sitting in the back

screwing this up. And bad weather was

highway. But as we crossed the R311 we

a lot of my view is obstructed by the wing.

ahead. The combination of a fresh Cape

decided it was the N7 and turned north west

After another terse discussion it was agreed

South Easter and missing a few TPs early

onto the next heading. Then we saw the N7

70 March 2019 | www.saflyer.com

and realising our error, we stood the RV on its wing and headed back to the track. With a combination of judgement and luck, we hit TP7 on the nose.

Finally we settled down and flew a perfect track to TP8. Finding it was helped by its being at the apex created by two major roads converging on either side of us.

As if our flying/navigating was not bad enough, by now it was evident that the weather was going to mess things up even more. We were heading to the coast just north of Grotto Bay and a large cloud was dumping heavy rain right in our track with the hill tops we had to overfly thoroughly embedded in the clouds. We diverted to the right and just aimed for the coast. We watched others trying for the more direct route, but I was happy that our weather strategy was one of avoidance. When we hit the coast we turned left and followed it to the TP. On the heading out of Grotto Bay the low clouds were still blocking the track, requiring a further detour to the right. With two or three missed turn points and two diversions for weather, I cringed at the thought of what our track looked like.

After that it was no sweat. We headed back inland for Atlantis and nailed TP11,

which it was a quick left turn and across

because of the lack of the gazebos that we

the finishing line overhead the Morningstar

were used to in the large air races. A further

runway.

complication was that we were flying the

and then south past Koeberg power station

As we taxied in, I reflected that it had

fastest aircraft in the event, and being a

to TP12 which we also hit on the nose. After

been a surprisingly tough race, particularly

tandem seater meant that it was difficult to consult each other about the track and the pictures of the turn points. Slower aircraft with side-by-side seating have a definite advantage – but then the winners, Boy Louw and Martin Meyer, were flying the only other tandem aircraft in the race, so we don’t have a particularly good excuse.

Still, we had an absolute blast. The close checkpoints and our high speed meant that the workload was demanding. Overall, we came out of the exercise feeling that we had done well, but that we could do better next time. This makes these small races a great practice for the President’s Trophy Air Race in May. We look forward to improving our CRM performance.

j

ABOVE: When we were bad we were terrible but when we were good we were excellent.

LEFT: Overtaking the Rockwell 112TC as we head into cruddy weather.

71 www.saflyer.com | March 2019

CAPE SPEED RALLY – OFFICIAL RESULTS SA Flyer congratulates these intrepid aviators who were the recipients of SAPFA floating trophies, sponsors prizes and official bragging rights.

SPEED HANDICAP WINNERS 1. Boy Louw/Martin Meyer

Citabria 7GC

ZS-ONJ

2. Alan Fergus/Johan Walden

Bonanza V35B

ZS-ECA

3. Michael Marshall/James Ledingham

Aeroprakt A32 Vixxen

ZU-IIM

1. Rynhardt Elstadt/Richard Brown

Cessna 210K

ZS-JPX

2. Jovan Barkenhuizen/Christian Strauss

Rockwell 112TC

ZS-OCO

3. Frank Olsen/Alewyn Burger

Vans RV-7

ZU-TTV

a t ec

F

lig

em

y

vi

h

A

NAVIGATION ACCURACY WINNERS

ht Ac

ad

Aviatech Flight Academy

SACAA ATO 0124

72 March 2019 | www.saflyer.com

LANSERIA

INTERNATIONAL

AIRPORT FEATURE

73 www.saflyer.com | March 2019

REPORT: MARK MANSFIELD

LANSERIA

INTERNATIONAL AIRPORT – GROWTH CONTINUES Lanseria International Airport was developed in the ‘70s to ease pressure on the then Jan Smuts Airport, by being “the new terminal for all flights to and from South Africa by visiting aircraft registered in foreign countries and engaged in carrying passengers or cargo to South Africa for remuneration,” according to the then Minister of Planning, Mr JJ Loots. Thus its purpose has always been to be a significant international airport, but growth and development in recent years has shifted towards larger scheduled operators and corporate aviation and is not serving the interests of general aviation.

W

ITH more than two million passengers departing from the airport annually, Lanseria International

Airport

has

progressively

expanded its facilities to keep up with its

To minimise inconvenience to passengers and airport users, due

growth. In the coming years, more than R10

the ongoing development, Lanseria has increased the number of

billions of private sector funding will be injected into the establishment

golf carts available to collect travellers at their cars or at the terminal

of the new Airport City in Lanseria.

building to shuttle them across to the airport.

Major developments over the past year are the opening of the

Eventually work has begun on the airside gates, which will allow

new control tower complex on the southern side of the airport and the

for tighter airside control, and at the same time will alleviate the need

almost complete multi-storey car park and terminal. This is in line with

for the stringent rind-road access control, which has been a bugbear

Lanseria’s goal of growing its scheduled domestic and international

for many tenants and their visitors.

operations and increasing passenger numbers to more than four million per annum by 2023.

As Johannesburg and Pretoria grow, so access to and development of Gauteng’s second international airport and surrounding business is

The control tower complex, officially opened on 31 October 2017,

becoming increasingly necessary. “We are investing massively in

accommodates Air Traffic and Navigation Services (ATNS), South

improving access and the movement of people, goods and services

African Weather Services (SAWS) and Aerodrome Rescue and Fire

into and out of the West Rand region. The new economy of this area

Fighting Services (ARFFS). The new position improves visibility of

will be anchored specifically on the development of new economic

the runway and surrounding airfields and increases accessibility for

nodes around the Lanseria Airport. The Gautrain will reach the

emergency response. The Emergency Services Department has

Lanseria Airport to connect all our major cities in Gauteng. The future

won the South African National Fire Fighters competition for three

is unfolding in front of us. We are building new cities in Gauteng,” said

consecutive years.

Gauteng Premier, David Makhura.

The Multi-Storey Parkade is nearing completion. The enablement

While these developments are good news for the scheduled and

stage, which involved excavation and preparatory works to clear the

commercial operators and airport management, the smaller general

area for the foundation of the upcoming covered parking building is

aviation service providers aren’t benefitting and in many instances

complete, as is the elevated roadway and the underground walkway

are getting frustrated, with some seeing a decline in business while

which links the terminal building with the new car park by going under

dealing with increasingly and “unnecessarily” expensive hangar

the elevated roadway.

rentals.

74 March 2019 | www.saflyer.com

j

GUARDIAN AIR

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

F

ROM their base at Lanseria International Airport, Gauteng, South Africa, they offer Global VIP Charter, comprehensive aircraft management and maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies.

As aircraft owners themselves, they can identify with their customers’ needs.

Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary company, Guardian Air Asset Management, have international and domestic operating licences issued by the Department of Transport in South Africa as well as a non-scheduled Aircraft Operating CertiďŹ cate which is endorsed for aeromedical transfers.

Beechcraft King Air 200 Dassault Falcon 20 Dassault Falcon 50EX Dassault Falcon 900EX Hawker 700A/800A

Guardian Air aircraft is serviced by their own in-house maintenance division, Guardian Air Maintenance (PTY) Ltd. Aircraft types endorsed on their operating licence:

Please contact their 24/7 operations team for VIP charter, air ambulance services or any other enquires.

Global VIP Charter Global Air Ambulance Aircraft Management Aircraft Maintenance

loc Lanseria International Airport tel +27 11 701 3011 24/7 +27 82 521 2394 web www.guardianair.co.za lic CAA/I/N283, AMO1401

REPORT: MARK MANSFIELD

Into The Wild Blue Yonder The 1985 Oscar-winning film ‘Out of Africa’ has an iconic scene where Denys Finch-Hatton takes Karen flying for the first time. Karen described flying over Africa as the greatest, most transporting pleasure of her life, which opened up a whole new world – the freedom of all three dimensions.

I

With more than 50 charters flown in an average month, the company has built its reputation on customer service and safety and offers its clientele the flexibility to create their own timetable which can be easily changed, knowing that the aircraft and crew are always ready. The experience is much like owning your own aircraft without the attendant operating and ownership issues.

Out of the Blue Air Safaris offers the corporate traveller a point-topoint service at whatever time suits the client, and since it operates out of Lanseria International, travelling time and delays both to and from the airports is minimised. Many companies aim at minimising costs;

N Africa roads are scarce and the wilderness is vast and

and chartering an aircraft is an effective way not only to reduce costs,

aviation opens infinite possibilities to explore and experience

but also to save on travelling time.

the continent. While traditional ground-based safaris offer

Stan Nel, General Manager of Out of the Blue Air Safaris, quotes

opportunities for game viewing, air safaris expand the adventure

the example of one of their busy routes, a trip to Sishen; “If a company

upward into the African skies; where flying is not merely a mode

director drove to the mine in Sishen, it would take around six hours,

of transportation, it becomes an experience.

Out of the Blue Air Safaris, based at Lanseria International Airport, offers its clients tailor-made air safari packages.

whereas a charter flight is there and back in just over four hours. So an overnight trip turns into a daytrip with time to spare.”

Adding to the cost effectiveness, with the optimum number of

Out of the Blue Air Safaris is well established as one of the

people to match the aircraft capacity, private charter not only saves

market leaders in both air safaris and corporate charter. The company

money and time, but is also convenient, without traffic queues, parking

operates a turbine powered and pressurised Beechcraft King Air, two

delays, crowded check-in lines or terminal chaos.

Cessna Caravans, a Cessna 210, and 206 and the beautiful Cessna 402C – which is featured on this month’s cover.

76 March 2019 | www.saflyer.com

Another added benefit of charter is privacy. The client gets to travel with people they choose, conduct meetings, discuss business

strategies or simply relax while flying. And

he shared two such ‘interesting moments’

was still being built, and a few days later they

flying is the safest mode of transport.

with us.

returned to Johannesburg. Mark did not have

Out of the Blue Air Safaris had its roots

The first was when he had just started

a lift back to his Sandton hotel, and like any

in 1981 when Stan Nel turned his back on

corporate flying and also still owned his

good charter pilot who is always practicing

his plumbing business and started his flying

plumbing business. Stan had been called out

outstanding customer service, Stan offered

career on a Cessna 150. After qualifying

on a plumbing job and arrived at the client’s

Mark a lift. Unfortunately his truck, which

as a commercial pilot, he began flying for a

home. The client, who happened to be one

he also used for his plumbing business had

conservation company which set up a charter

of South African Brewery’s senior managers

a flat battery. Unfazed, Getty the billionaire,

company called Aardvark Airlines. The

turned up as one of Stan’s passengers on

without hesitation leapt out and pushed the

fledgling charter company soon changed its

a charter the following day. Stan was the

truck back to life.

name to Out of the Blue Air Safaris. Stan took advantage of an opportunity to buy Out of the Blue Air Safaris and he has subsequently built it to one of today’s preferred air charter

Out of the Blue Air Safaris - where flying is not merely a mode of transportation, it becomes an experience.

companies. With more than 11,000 flying hours, he fulfils the role of its chief pilot.

Out of the Blue Air Safaris is now in the GemAir stable of companies. The Aircraft Maintenance Organisation (AMO) that at the time was performing maintenance on the aircraft from Out of the Blue Air Safaris employed a young apprentice named Andries Venter, who later became the go-to-guy for all of Stan’s aircraft when they required routine maintenance. Eventually, Andries qualified and started his own AMO, called GemAir, which was also conveniently based at Lanseria International Airport.

pilot in command of the charter and recalls

That wasn’t the end of the fiasco. Upon

As Stan and Andries had already built a

that the look on the senior manager’s face

arrival at the hotel, Stan was promptly waived

solid working relationship, Stan moved his

was unforgettable, when he realised that his

off to the tradesman’s entrance by the hotel

maintenance operations to the new GemAir

charter pilot was also his plumber from the

concierge who thought that the billionaire and

AMO, and in 2007 Stan sold Out of the Blue

day before.

his pilot were there to fix the plumbing.

Air Safaris to GemAir.

Another of Stan’s favourite recollections

As the Chief Pilot of a charter company

is the time when he got Mark Getty to push-

Stan could fill a book with stories about

start his plumbing truck. Stan had to fly Mark

passengers and fascinating experiences, and

Getty to Phinda Game Lodge when the lodge

As Stan says, “There’s never a dull moment in the charter business.”

j

Out of the Blue fleet of Aircraft.

77 www.saflyer.com | March 2019

78 March 2019 | www.saflyer.com

IMAGINE IT AND WE’LL GET YOU THERE

OUT OF THE BLUE Air Safari’s

Charters • Cessna 210 • Cessna 402 • Cessna 206 King Air B200 • Hire & Fly • Cessna 150 • Cessna 206

Andries Venter (082) 905 5760 | Stan Nel (082) 552-8155 011 659 2965 | charters@gemair.co.za | andries@gemair.o.za | ootbas@global.co.za

SA Flyer 2018|10

CONTACT:

COMPANY PROFILES

QUALITY IS OUR PASSION

S

KYSOURCE International South Africa, a South African Civil Aviation Authority (SACAA) approved Aircraft Maintenance Organisation, as well as an approved USA FAA approved facility, situated at Lanseria International Airport, and strives to provide its clients with only the best quality service, ensuring a relationship with trust, confidence, integrity and peace of

mind in a job well done.

Specialising in turbo prop aircraft Skysource International SA

deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe, avionics and sheet metal repairs.

With highly skilled and experienced and professional technicians, Skysource International SA strive to only deliver the best quality service beyond its client’s expectations. “As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it,” said Manny Skysource International SA not only provides top of the line maintenance, but also offers reputable aircraft sales, and is partnered with Skysource International LLC, a USA based Sales Company that opens up the international market. In Addition we have a USA based Aircraft Maintenance Company Skysource Aviation LLC USA. Who delivers the equivalent service and professionalism According to Manny, “if we do not have an aircraft you require at the time in our fleet, we will source one for you.”

Skysource International Group is a family owned and operated business that takes great pride and puts great emphasis on instilling family values into how it conducts business.

Skysource also

International

SA

offers;

aircraft

pre-purchase

inspections,

aircraft

maintenance

management, aircraft recoveries, and aircraft re-weighing.

Contact South Africa Manny Farinha: +27 72 036 3433 Telephone South Africa +27 10 900 4300 Contact USA Luke Overstreet: +1 406-698-2413 E-Mail: info@skysourcesa.com

80 March 2019 | www.saflyer.com

j

USA Worldwide Aviation Resources Aircraft Sales, Purchasing, Maintenance and Consulting.

Email: Skysource1@aol.com

Contact +1 406-206-7978

WE BUY, SELL, LEASE AND MAINTAIN AIRCRAFT. PERIOD. CALL US NOW FOR ALL OF YOU AVIATION NEEDS!

SOUTH AFRICA Aircraft Maintenance based at Lanseria International Airport South Africa.

Skysource International SA Hangar 203 Lanseria International Airport Lanseria 1748 South Africa Email: info@skysourcesa.com Contact: +27 10 900 4300 Cel: +27 72 036 3433

PC 12 available

Several KA200 series aircraft available for sale

Skysource International South Africa is now located at Lanseria International Airport and we have multiple aircraft in inventory available for immediate delivery.

We Buy all types of aircraft for inventory.

Looking to upgrade? Have a trade-in?

Call now for assistance with all of your Aircraft requirements.

SA Flyer 2018|11

With Full Aircraft Refurbishment, Defect rectification, Pre-purchase Inspection Capabilities.

Decades of experience available.

The extensive experience of our CEO Ryan and Director Jaco ensures superior service

ü ü ü ü ü ü ü

We offer various Finance Solutions

Aircraft & Helicopter Finance Engine Upgrade Finance Avionics Upgrade Finance Bridging Finance Refinance Dealer Finance Engine Finance Tailor-made finance packages whether in ZAR or U$D Structured for maximum benefit taking into account your goals Contact us on: 27 11 467 2990 | info@airfincorp.co.za | www.airfincorp.co.za

Aircraft available for dry lease ü Beechcraft 1900D ü Beechcraft 1900C ü Beechcraft King Air 200 ü Cessna 208B Caravans ü Learjet 45

YOUR FINANCE AND LEASING SPECIALISTS We operate throughout Africa and beyond

SA Flyer 2018|08

Our range of services extends to all aspects of aviation and asset �inance, and is based on almost two decades of industry experience, our solid relationships with suppliers and �inancial institutions, together with personal aviation passion.

Contact Jason for all your leasing requirements

COMPANY PROFILES

TYNAY AVIATION

Tynay Aviation is a turbine aircraft maintenance organisation based at Lanseria International Airport. The company started in November 2009, after a gap in the market was noticed: providing a personalised service to owners or operators at a market related cost.

W

ITH a compliment of 14 hands-on staff, we pride ourselves on the fact that we provide a high-quality cost effective and efficient service to the turbine aircraft market, evidenced by our continued growth.

Today, Tynay’s services provided included: South Africa Civil Aviation approvals for Category A, B, C and W 1.

Beechcraft 90 Series

2.

Beechcraft 200 Series

wide and diverse list of cliental, who in turn support various

3.

Beechcraft 300 Series

aid organisations, mining companies, oil companies, local charter

4.

Beechcraft 1900 Series

companies and international medevac institutions. We pride ourselves

5.

Cessna 208 Series

on being able to support our Hart Aviation, Litson and Associates and

6.

Pratt and Whiney Engines for the relevant Aircraft Types

BARS approved clients to the highest standard required.

7.

Bombardier Dash 8-100 Series

Thanks to Tynay’s extensive service offering, we cater to a

Our licensed engineers have a total of 60 years’ experience on turbine aircraft, ranging from the ATR42 down to the Cessna Caravan

Zambian CAA approvals for A, B, C and W

208B. Most of our experience, however, has been built up over the

1.

Beechcraft 90 Series

years on the Beechcraft turbine products, enabling us to support

2.

Beechcraft 200 Series

the product in a professional and efficient manner. Supporting the

3.

Beechcraft 1900D Series

engineering staff is a group of assistants who have a vast knowledge

4.

Pratt 7 Whitney engines for the relevant type

of the products we support.

Particularly valuable to our clients is our maintenance planning

• Spares sourcing and procurement from local and foreign approved suppliers • Avionics, electrical and instrumentation services, including installations • Interior and exterior refurbishment carried out via a highly recommended facility

service. Maintenance planning is the back bone of any aircraft owner or operator. It allows you to plan your maintenance ahead of time and budget. We track aircraft usage by making use of a worldwide recognised system, and we constantly update the system as the manufactures update their schedules to ensure we stay up to date.

Additionally, if you want to buy an aircraft, we will do the logbook

• Maintenance planning/tracking carried out on mentioned

and history research and draw up a status report, allowing you to

aircraft types using an Internationally recognised tracking

make an informed decision as to whether the aircraft is going to make,

and planning system

or cost, you money.

• Landing gear overhauls or inspections on Beechcraft 90, 200, 300 and 1900 series • Managing complete aircraft refurbishment from start to

Contact Tynay Aviation on: Accountable Manager: Robin Bowen Tel: +27 (11) 659 1157

finish

Mobile: +27 (0) 82 088 6664

•

Complete corrosion and structural inspections

Email: robin@tynay-aviation.co.za

•

PT6A hot section inspections

Workshop Manager: Gert Olivier

•

Pre-purchase inspections anywhere in the world

Mobile: +27 (0) 83 676 1052

• Fuel nozzle flow check and clean for the Pratt and Whitney PT6 series

84 March 2019 | www.saflyer.com

Email: gert@tynayaviation.co.za Website: www.tynay.com

j

Gemair AMO 1003

YOUR PEACE OF MIND IN AVIATION MAINTENANCE Gemair is an SACAA Approved Maintenance Organisation, AMO 1003 with 5 other African AMO Approvals and has a team of 9 full time engineers who together have a combined total of over 50 years aviation experience. Gemair are able to perform all aviation maintenance requirements on a variety of Non-Type certiďŹ ed aircraft, light singles and twins up to turbo propellers and light jets.

SA Flyer 2018|11

Gemair also holds electrical and instrumentation approvals

TEL: 011 701 2653 or 082 905 5760 Hangar 110, Gate 13, Turn right (old Pical hangar), located behind Spectrum Air Surveyors, Lanseria South Side, 1748

www.saflyer.com | March 2019

85

COMPANY PROFILES

AERONAV ACADEMY

Whether you choose to fly for pleasure or

Uniform Standards for Professional Appraisal

Aeronav Academy is committed to

wish to make aviation your career, Aeronav

Practice (USPAP) standards by AAC’s owner

providing top-level flight training utilising the

Academy can provide you with an approved

and Senior Certified Aircraft Appraiser, Paul

most modern equipment available. This not

course tailored to your needs.

Leaker NSCA who is well experienced as

only gives our clients an enjoyable training

Tel: 011 701 3862

an Appraiser of narrow body airliners, heavy

experience but also gives us the ability

Email: info@aeronav.co.za

lift helicopters and everything in between.

to conduct flight training in a manner that

Website: www.aeronav.co.za

Paul has carried out in excess of 3500

ensures that our pilots will be ready and well

aircraft appraisals and is required by AAC’s

equipped to enter the aviation industry of the

governing body to undergo re-certification

future.

training and examination in the USA every 3-years.

Aeronav Academy is proud to offer a dynamic fleet of aircraft, including Diamond

In addition to certified appraisals, AAC

AIRCRAFT ASSESSING COMPANY (AAC)

provides a broad range of technical and

Twinstar Multi-engine trainer. Our latest

was registered in 2002 in response to a

associated services to the industry which

acquisition is the impressive Alsim ALX-

growing need from the regional (Continent

include pre, mid and post lease aircraft

65 flight simulator. The amazingly realistic

of Africa) aviation industry for unbiased and

assessment,

graphics, control feel and response make

professional evaluations of fixed wing and

maintenance record and log book audits, post

training in this flight simulator a truly first class

rotor wing aircraft.

repair assessment, cost review, legal expert

DA20s, Cessna 182s and the Diamond DA42

Aircraft Assessing

In

experience.

satisfying

the

Company

industries

needs,

maintenance

oversight,

witness services and aircraft sales.

Lanseria

AAC’s client base has grown to include

International Airport, which is ideal for all

local, regional and international aircraft fleet

Ltd remains the only company in Africa

levels of training. A controlled airspace

owners, airlines, government agencies,

specialising in its chosen field.

provides students with an excellent grounding

corporations, Insurers, legal practioners,

Contact Paul Leaker on:

in procedures and gives them the experience

financial institutions, individual aircraft owners

Cell: 083 310 8588

needed to cope with operating in a busy

and other interested parties.

Email: paull@aacglobal.co.za

The

school

is

based

at

airline orientated environment.

All appraisals are carried out to international

Aircraft

Assessing

Company

(Pty)

Website: www.aacglobal.co.za

W WE NO E V HA

SA CAA A, B, C, W and Zambian Approved

” FULL “W !

G IN RAT

Hangar 204, Gate 9, Lanseria International Airport Tel : 011 659 1157 Cell: 082 088 6664 Email: robin@tynay-aviation.co.za

www.tynay.com

Tynay Aviation AMO 1161 Established November 2009 Specialising in Beechcraft 1900 Series; Kingair Series Cessna 208B Caravan; PT6A Series Based at Lanseria International airport, Tynay takes pride in the Beechcraft & Cessna Aircraft & Pratt & Whitney PT6A Series Engines we maintain. Offering complete maintenance solutions which include the following services:

SA Flyer 2019|03

· Scheduled Inspections · Line Maintenance · Aircraft Refurbishment · Landing Gear 5 & 6 year Inspections · Hot Section Inspections · Fuel Nozzle Cleaning & Flow Check

86 March 2019 | www.saflyer.com

*Garmin Stock Photo

- Bright, crisp 10.6” and 7” LCD touchscreen displays offer a wide choice of affordable, space saving glass cockpit solutions for helicopters - Optional Garmin HSVT 3-D synthetic vision helps you see your way clearly in dark nighttime VFR conditions, degraded visibility environments (DVE) - Avoid obstacles with optional Helicopter Terrain Awareness and Warning System (HTAWS), featuring five-colour display shading and audible voice callout alerts for terrain awareness - Interfaces with Garmin GFC 600H flight control system and offers full touchscreen system continuity with Garmin GTN 650/750 series navigators

+27 11 701 3244

salesadmin1@centuryavionics.co.za www.centuryavionics.co.za Hangar M1, Lanseria Int Airport SA CAA AMO:0003 KCAA AMO: F|144

SADO D688 DCA AMO: MI|414|2016

14 - 17 May 2019

NCAA AMO:FSS|AMO|C3610 CAAB AMO: B|1A|F30

CAAZ AMO: 176|128

COMPANY PROFILES

CENTURY AVIONICS

Garmin Aviation has recently announced

StartPac will be featuring the 53025 mini

Century Avionics will be celebrating 40

several new products for the aviation industry

power supply which is very popular in the

years in business at AAD 2018 in September.

which will be displayed on their stand. The all

general aviation market. They have a variety

We have 8 International Suppliers joining our

new D2 Delta aviators watch together with

of power supplies, ground power units and

stand and we are excited to showcase the

the regular portable units such as the Aera

portable starting units that will satisfy your

new products from some of our suppliers. We

660 and 795. They will showcase the G3X

specific need.

will be situated at the Static Park exhibiting

Touch, G5, G600/ G500 TXi, GTN 750/650

Century Avionics is excited to be part

two Static Aircraft from Team Xtreme with the

and G1000 from a panel mount / flightdeck

of AAD 2018 and we look forward to a

Garmin G3X upgrades we performed earlier

perspective.

great organised exhibition and building new

Howell Instruments is a supplier that

relationships with clients. Come through to

joined the Century Avionics brand about two

the Static Park on 19 – 23 September and

BendixKing announced recently their all

months ago. They will be showcasing the

come witness the latest avionics on the

new AeroVue Touch and this product will be

H420 7” engine display, H9900 cockpit engine

market.

on demo for the first time in Africa. Together

instrumentation, H697 configuration Module

with this product they will be bringing the

Unit, H396 & H397 Data acquisition Unit.

this year. The following suppliers will be featuring their latest products:

Kannad a company of Orolia will be

AeroFlight, KSN stack display, autopilot and

For more information please contact Century Avionics directly +27 11 701 3244 or marketing@centuryavionics.co.za

presenting their popular Integra ELT as well

indicators.

Bose Aviation has announced early this year in April their all new Proflight in-ear

as their FastFind 220 Personal Locator Beacon.

headset. Both the A20 and Proflight will be

Lightspeed has three headsets currently

on demo and available for purchase purposes

in the market, Zulu-3 being their best seller

David Clark have a variety of headsets for

currently. All headsets will be on display

pilots from the high end DC One-X, DC ProX

for demo and purchase purposes and for

to the affordable H10-13.4. All their headsets

the very first time the President/Owner of

will be on demo and available for purchase

Lightspeed Aviation, Allan Schrader will be

purposes.

attending the show.

Majestic Air is operated by Multimedia Entertainment Group Air (PTY) Ltd trading as MEGA Air as an Air Charter & schedule Company in South Africa. The Company was established in 2004.

Our aircraft are capable of operating from and to any major airport as well as smaller or rural airports where scheduled

“We Keep you Flying” Q

Beechcraft / King Air / Dornier 328 / Citation / Embraers / Learjet

services are not able to.

& Home Build Aircraft. All parts come with Approved Release

The company provides a highly efficient service to travel, whether you are frustrated by airport security, tired of travel on South Africa�s congested roads, or tired of making the long drive to your destination.

Our skilled pilots can get you in and out of your destination in no time.

You can schedule a flight at the precise time you’d like to depart and fly directly to your destination.

Mobile: 083 632 6299 Email: david@majesticair.co.za | www.majesticair.co.za

88 March 2019 | www.saflyer.com

Source & Supply Aircraft parts & consumables for Fixed Wing /

Certificates.

Q

Locate “Hard to Find” Aircraft Parts & consumables

Q

Handle Component Repairs & Exchanges

Q

Distributor for Professional Tooling

Q

Agent for Aircraft Spruce

Q

Based inside Cirrus Hangar no 24, Lanseria International Airport

Contact: Daniella Mawson Mobile no: 082 576 8853 E-mail: daniellamawson@telkomsa.net / dmaviationspares@gmail.com

HANGAR 24, GATE 5, LANSERIA INTERNATIONAL AIRPORT, LANSERIA, 1748.

BEYOND MRO CUSTOMIZED MRO SOLUTIONS TO KEEP YOU FLYING

OUR AIRLINES & FLEETS TEAM PROUDLY SUPPORTS YOUR ENGINE NEEDS

One Stop Shop

World Class Facilities

Trusted Service Provider

OEM Authorized

• Comprehensive Component Repair • Industry Leading On-Time Delivery

www.standardaero.com

• Global Field Service

• Broad Certification Authority

• • • • • • •

AE 3007 APS2300 CFM56-7B JT15D PT6A PW150A RE220

• • • • • • •

ALF502R CF34-3/-8 GTCP36 LF507 PW100 PW600 RB211-535

COMPANY PROFILES

Aircraft Assessing Company

From fixedwing to rotorwing and beyond, we get our hands dirty so you don’t have to.

Our services Certified Aircraft Appraisals and Valuations to USPAP standard on aircraft ranging from non-type certified through to narrow body airliners and heavy lift helicopters

Aircraft Buyers Agent Services

All appraisals and valuations carried out by a USPAP compliant NAAA Senior Certified Aircraft Appraiser Aircraft Buyers Agent Services carried out by a NAAA Certified Buyers Agent

www.aacglobal.co.za

90 March 2019 | www.saflyer.com

|

tel: +27 83 310 8588

SA Flyer 2019|03

Swift Flite is a fully licensed air charter operator based at Lanseria International Airport. We have been providing tailor-made charter flights into Africa and further afield since 1992. Swift Flite was founded and is operated by experienced aviators who know every inch of the business from the ground up and have earned a reputation in the air travel industry for safety, reliability and professionalism.

AIRCRAFT SERVICES *

Air Charter flights to all destinations in Africa and Worldwide

*

Safety - an accident free track record since inception

*

24 hours per day, 365 days a year service

*

Competitive and comprehensive quotes with no hidden costs

*

Consultancy service regarding all aspects of Business Aviation, including acquisitions and Corporate Flight Department functions

*

VIP Lounge at Lanseria Airport where passengers can relax in comfort before their flight

*

We offer meet and greet facilities at O R Tambo International, Cape Town International, King Shaka International and most major airports in Southern Africa

*

A large fleet of aircraft for charter from executive business jets and turbo-props suitable for leisure and safari flights

Tel: +27 11 701 3298

Website: www.swiftflite.co.za

91 www.saflyer.com | March 2019

COMPANY PROFILES

and cost control, aircraft booking schedule

Aviation imports parts as well as sourcing

‘Choose CFS’ and embark on a journey’

management, maintenance co-ordination and

hard to find aircraft components. They provide

Comair Flight Services (CFS) offers its

facilitation of aviation legislation compliance.

clients with the best prices and service

COMAIR FLIGHT SERVICES

clients a superior experience and a quick,

CFS also consults on new and pre-owned

easy departure for domestic flights. CFS

aircraft sales in an effort to ensure that you’re

occupied a large facility at the South Side of

buying the best aircraft for your requirement.

possible. Furthermore, they are agents for Aircraft Spruce and others.

For more information, contact Danielle

Lanseria during 2017. Upon arrival you can

Contact CFS on:

Mawson on:

make use of the complimentary customer

Tel: +27 011 540 7640

Tel: 082 576 8853

parking within close walking distance from the

Email: info@flycfs.co.za

Email: daniellamawson@telkomsa.net

apron. Passengers can relax in one of the two

Website: www.flycfs.co.za

modern VIP lounges overlooking the runway, with complimentary wi-fi and refreshments.

The company operates 23 aircraft on

D.M. AVIATION SPARES

EXECUTIVE AVIONIC SOLUTIONS

charter, ranging from turboprops to large

D.M. Aviation Spares is situated on the

Executive Avionic Solution is a company

jets, and boasts the biggest Pilatus PC-12

north side of Lanseria, based in the Cirrus

based at Lanseria international airport with

fleet in southern Africa. With this large fleet,

Hangar, No. 24 (next to Vector Aerospace).

Andrea Vizzini and Brian Chiddick at the head

they offer leisure and safari flights, corporate

The company stocks aircraft parts, aircraft

leading and guiding the company with the

flights as well as large incentive groups on the

consumables and general consumables.

support of Mark Doherty (Avionics/Electrical

Comair Boeing 737 aircraft.

D.M. Aviation Spares was started in 2011

workshop Manager) and Hugo Marques

by Daniella Mawson who has been in aviation

(Instrument workshop Manager) With Elaine

with

since 1980 and in the aircraft parts industry

Van Rooyen as our financial manager.

issuing authorities, is able to obtain overflight

since 1990. She therefore has extensive

and landing clearances with ease and in

knowledge of parts and their sourcing.

The Flight Support Services division, through

longstanding

relationships

the fastest possible time and can offer competitively priced fuel internationally.

With an experienced aircraft management

D.M. Aviation Spares’ aim is to make life easier for the smaller AMOs at the airport by

Our mission is to meet our client’s demands and with our 250 years of accumulated experience we are able to support and assist our client throughout Africa.

holding fast moving stock.

Our dedicated staff are well equipped

team, CFS offers highly qualified aircrew,

Daniella goes out of her way to source

to meet this challenging and demanding

comprehensive flight support, full operational

parts that others say are not available. D.M.

industry. Our store houses a large amount

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 2018|07

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.

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: CAA0002

92 March 2019 | www.saflyer.com

93 www.saflyer.com | March 2019

COMPANY PROFILES

of loaner/exchange units to meet our client’s AOG’s needs. We specialize in custom installations and Radar and Radio work. Our pinnacle is the overhauling of units from Starters, motors and battery maintenance. We pride ourselves with a vast range of business and corporate aircraft maintenance and repairs.

We have a laser wire printer, where we print wires for any client including our in-house custom installations. Our team specializes in Flight Data Recorder analysing •

Our four Legs of Quality and mission

•

Good Housekeeping

•

Pride

•

Self-discipline

•

Fanatical Attention To Detail

Our Value is Integrity, Reliability and Good Work. Faith in keeping these Values will Guide us and Lead us into the Future. “We are The Best”

INTERNATIONAL FLIGHT CLEARANCES International Flight Clearances are Lanseria based aviation consultants whose aim is to add value and ensure safety to international flights anywhere in the world, while reducing the stress factor for both operators and passengers.

They have immense experience in dealing with all types of flights, both regionally and internationally. They assist in cost efficient and safe route planning, whilst adding a personal touch.

Executive Avionic Solutions Established since 2005. AMO 95

Executive Avionic Solutions (Pty) Ltd is your one stop Avionics facility able to meet all your Radio/Radar, Instrument and Electrical needs.

Our speciality meets the clients demands with our combined experience of 250 years plus.

Gate 7, Lanseria International Airport Tel: +27 11 701 3500 www.eavionics.co.za

Dealer since 2005

Our service provides for all aspects of avionic repairs and installations, specialising in the business corporate type aircraft to suit our client's specific operational requirements throughout Africa.

Our installations and repairs are carried out with the highest standard of excellence.

94 March 2019 | www.saflyer.com

SA Flyer 2019|03

By being intimately acquainted with Africa in all her moods, and

A FRESH APPROACH

TO AIRCRAFT MAINTENANCE

COMING SOON IN A WORLD CLASS FACILITY

HANGER 6, GATE 5

LANSERIA INTERNATIONAL AIRPORT

ENQUIRE NOW: INFO@UNITEDAIRCRAFTMAINTENANCE.CO.ZA UNITED CHARTER SERVICES Office 9, Main Terminal Building Lanseria International Airport 24/7: +27 83 270 8886 t: +27 11 788 0813 e: info@unitedcharter.co.za w: www.unitedcharter.co.za

UNITED FLIGHT SUPPORT Hanger 6, Gate 5 Lanseria International Airport 24/7: +27 76 813 7754 (Ops 24hrs) :+27 87 351 8365 e: info@unitedflightsupport.com w: www.unitedflightsupport.com

OWENAIR Signature Flight Support Cape Town International Airport t: +27 21 934 1174 e: info@owenair.co.za w: www.owenair.co.za

SA Flyer 2018|10

AIRCRAFT INTERIORS & EXTERIORS

CAA No AMO 620

Tel: (011) 659-1962 Cell: 076 810 9751 Fax: (011) 659-1964 Email: francois@aircraftcompletions.co.za Hangar 107 C and D, Gate 13, Lanseria Airport

being familiar with the vagaries of every

Sakhikamva Foundation, and offers programs

country, they have the expertise to plan with

to high school learners to expose the kids to

the detail necessary to bypass avoidable

aviation and spark interest in maths and

inconveniences, ensuring a trouble free trip

science through this medium. Come and see

for passengers.

our Boeing 737 nose section kitted out as a

Contact International Flight Clearances

classroom!

Tel: +27 11 701 2330 or +27 76 983 1089

sometimes hard truth about becoming a

(24 hours)

career pilot, then you can’t go far wrong by

Email: flightops@flyifc.co.za

dropping in at Hanger 30, Gate 5 at Lanseria.

Website: www.flyifc.co.za

Send an email to Mike beforehand to get

on:

If you need a reality check about the

welcomed to the demanding, but infinitely rewarding world of Commercial Aviation.

Contact Tracey Gough on:

MAJESTIC AIR Majestic Air is operated by Multimedia

Tel: 011 701 2622

Entertainment Group Air (PTY) Ltd) trading

Cell: 072 484 7984

as MEGA Air as an Air Charter & schedule

Email: mikegough@mweb.co.za

Company in South Africa. The Company was

Website: www.skyhawk.co.za

established in 2004.

Our aircraft are capable of operating from and to any major airport as well as smaller or rural airports where scheduled services are not able to.

STANDARDAERO StandardAero is one of the world’s largest independent providers of aircraft

The company provides a highly efficient

maintenance, repair and overhaul (MRO)

service to travel, whether you are frustrated

services, including engine and airframe

by airport security, tired of travel on South

MRO, engine component repair, engineering

Africa›s congested roads, or tired of making

services, interior completions and paint

the long drive to your destination.

applications. StandardAero serves a diverse

Our skilled pilots can get you in and out of your destination in no time.

array of customers in the business and general aviation, airline, military, helicopter

You can schedule a flight at the precise

and energy markets. With annual revenues

time you’d like to depart and fly directly to

approaching $3.0B in 2018, StandardAero

your destination.

employs nearly 6,000 team members at 37

Mobile: 083 632 6299

primary sites located in Africa, Asia, Australia,

Email: david@majesticair.co.za

Europe and North America.

www.majesticair.co.za

StandardAero is an established MRO partner to operators across Africa, supporting customers locally from its facilities in Lanseria (Johannesburg), South Africa and Nairobi,

SKYHAWK AVIATION Skyhawk Aviation was established by

Kenya.

Mike Gough (a current SAA Airbus Training

StandardAero supports some of the

Captain and SA Flyer columnist) in 2008. Now

industry’s leading powerplants, including

the dominant operation in the flight training

the CFM International CFM56-7B (Boeing

environment at Lanseria International Airport,

737NG), GE Aviation CF34-3/-8 (Bombardier

Skyhawk Aviation offers all the resources

CRJ100/200, CRJ700/900/1000 and Embraer

required for the successful completion of all

E170/175), Pratt & Whitney Canada JT15D

CAA licences and ratings.

(e.g. Textron Aviation Citation I/II/V / Hawker

As a Designated Flight Examiner (DFE 1)

400), PT6A (e.g. Textron Aviation King Air/

as well as an Airbus Training Captain, Mike

Caravan), PW100 (e.g. ATR 42/72 family)

is able to assess student’s progress, and

and PW150A (Bombardier Q400), and the

conduct final flight tests presenting realistic

Rolls-Royce AE 3007A (Embraer ERJ-145)

scenarios.

and RB211-535 (Boeing 757). The company

Aimed specifically at developing the

also provides support for a range of auxiliary

professional pilot, we specialise in both

power units (APUs) and line replaceable

the full turn-key contract clients as well as

units (LRUs), including the Honeywell RE220

individuals starting out on the road to flying

(CRJ700/900), Honeywell GTCP36-100/150

for a living. Part of our services include

(e.g. CRJ100/CRJ200 and BAe 146/Avro RJ)

accommodation, transport and visa services.

and P&WC APS 2300 (E170/175/190/195).

Skyhawk

is

associated

with

the

97 www.saflyer.com | March 2019

COMPANY PROFILES

TITANIUM AIR

VELOCITY AVIATION

Titanium Air is a private, boutique-style Aircraft Charter and

Velocity Aviation was created in 2007 to deliver exceptional

C206 Conversion Training company based out of Lanseria Airport.

service with regards to Flight Clearances, Ground Handling, and

Flying with a private charter company offers you complete privacy and luxury, while minimising your waiting time at the airport and have you flying within minutes of your arrival.

Titanium Air has an unblemished safety record and their pilots have extensive knowledge and experience of all types of aircraft.

Aircraft Parts.

With the primary focus of creating a service unique to the African continent, the company’s accuracy, efficiency and professionalism are always combined to match and adapt to the client’s needs in order to exceed their expectations.

With one of the finest examples of a C206 in South Africa,

Whether it’s providing passenger assistance, aircraft charter

pilots looking for conversion training and ratings are eager to get

and management, flight planning or refuelling services or sourcing

behind the controls of this wonderful aircraft.

and delivering parts, Velocity Aviation handles every situation in a

Titanium Air caters to corporate and leisure travellers alike and specialises in bush and hunting lodge transfers where small aircraft are needed to land on and take-off from dirt runways.

positive, professional and personalised manner.

Several manufactures have appointed Velocity Aviation parts division as a direct distributor, agent, or franchisee. The

Titanium Air is dedicated to its clientele and makes every

organisation has extensive inventories, including Goodyear

experience a memorable one, from first point of contact to the safe

Aviation tires and tubes, BP aviation lubricants and turbine filters,

touch-down at your destination. www.titaniumair.co.za

new and overhauled avionics and components and general parts and accessories.

Velocity Aviation guarantees the fastest and most efficient response to their customers’ needs and requirements, and maintaining an exceptional level of service has allowed the company to evolve from a local company to global organisation.

Contact Velocity Aviation on: Tel: +27 11 659 2306 Cell: + 27 78 051 6586 / + 27 082 872 3263 Website: www.velocityaviation.co.za

Edition 125 MARCH 2019

AIR TRACTOR 802F FIRE BOMBER EGYPTIAN AIR FORCE - TOO MANY TYPES?

SANDF ARMED FORCES DAY SPECTACULAR!!

MIKE GOUGH LOOKS BACK PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00

SA Flyer 2018|03

CARGO

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

Based at OR Tambo International Airport, Johannesburg South Africa.

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

Better solutions and services for your World.

From state-of-the-art trip support to payment card programmes and reliable into plane fuel delivery, MH Aviation Services, based in Johannesburg, is Africa’s most innovative aviation services partner.

Join the 8,200 flight departments who depend on our bespoke global solutions and local expertise to take their success to new heights.

Fuel | Trip Support | Card and Reward Programmes | Logistics | Planning

Discover our Flight Operation Solutions 24/7 Support: +27 82 940 5437 Office: +27 11 609 0123 tsopsafrica@wfscorp.com mhaviation.co.za

Ed's note...

MARCH 2019 Edition 125

5 News

9 Bush Pilot - Hugh Pryor 11 GIB Events Calender 14 The Air Tractor AT802F

15 News

25 Federal Airlines Charter Directory 26 OR Tambo Expanding 27 Defence - Egyptian Air Power 29 Armed Forces Day Spectacular 33 Flying for Wildlife 37 AEP AMO Listing 39 Gryphon Flight School Listing 41 AME Doctors Listing 42 Back Pages 43 Subcriptions 45 Airline Ops - Mike Gough

I

F the exception proves the rule, then it is true to say that no state-owned African airline is successful. The exception of course, is Ethiopian Airlines, and increasingly it is being used as; “Why can’t you be like Ethiopian?’ to berate the failed and failing airlines.

The reality is that airlines are extremely difficult businesses to run, as all other African states have discovered to their cost.

The moment political agendas are allowed to influence tough businesses practices, a state-owned airline will almost certainly fail.

The evidence has become startlingly clear that South African Airways was all but destroyed by the culture of comrade deployment and looting that was cultivated under the chairmanship of the venal Dudu Myeni. The once proudly world-class SAA joined the basket of failed airlines when corruption and nepotism forced out many of the managers who had skill and integrity.

SAA has incurred around R30 billion in losses and still needs another R8 billion to be turned around.

The worrying aspect of SAA’s current turnaround strategy is that the CEO appears powerless to tackle the deadwood in the airline’s workforce. Instead, CEO Vuyani Jarana went after the politically expedient pilots and managed to persuade more than 100 to take contracts with other airlines.

Now he is short of pilots on some fleets.

In contrast, he appears to be treating the incompetent comrades as untouchables.

For an organisation as desperately in need of radical transformation as SAA, this reluctance to cut deadwood can only be attributed to political pressure – especially in an election year.

Ethiopian Airlines is the example of what an African airline can be without

Publisher Flyer and Aviation Publications cc

SALES: +27 (0)72 900 2023

Managing Editor Guy Leitch guy@flightcommag.com

ADMIN: +27 (0)83 607 2335

Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear 70

3

FlightCom Magazine

Postal Address P O Box 71052 Bryanston, 2021 South Africa

TRAFFIC: +27 (0)81 085 3821 ACCOUNTS: +27 (0) 82 875 9630

interference from the state. So why can’t SAA be more like Ethiopian?

But the African airline industry needs to be cautious about emulating Ethiopian too closely. The Ethiopian government has combined Ethiopian Airlines and Ethiopian Airports under one holding group. The airports are monopolies that generate vast profits and the airline uses these profits to inflate its bottom line. This may be good for profitability ‘optics’, but it creates an artificial environment, free of the rigours of competition – and this is ultimately bad for the national economy.

In marked contrast to the Ethiopians, the liberalness of the South African regulator in permitting proper competition for SAA has been good for the whole country – and the regulator has shown its determination to force the government-owned airlines to play fair, by awarding over R1.1 billion in damages against SAA in favour of private airline Comair.

The South African airline environment is therefore healthy, with privately-owned airlines Comair, FlySafair and Airlink thriving, despite having to compete on a claimed ‘uneven playing field’ against statesupported SAA. Ethiopian Airlines may be used as an example of how successful an African airline can be. But when, if ever, the Ethiopian government allows private domestic airlines to compete with its airline and reduces its level of cross-subsidisation from Bole airport – only then may it be an example to the other African airlines.

Guy Leitch

© FlightCom 2019. 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.

Editor

QUALITY ASSURED PRE-OWNED AIRCRAFT FOR SALE 2006 Hawker 400XP

> 3,850 Hours Since New > Engines Zero Hours SHSI > Dual Collins FMS-5000 Flight Management Systems with Dual GPS-4000 GPS’s > Flight Data Recorder > Satellite Phone > Freon Air Conditioning > Nordam Thrust Reversers

1992 Dassault Falcon 900B

> 6,779 Hours Since New > Engines on Honeywell Maintenance Plan > Five Tube Electronic Flight Information Display System > Dual Collins TDR-94D ADS-B Out Transponders with Enhanced Surveillance > Collins WU-870 Weather Radar

Various Beechcraft 1900C/D Airliners Some equipped with:

> Autopilot > Aft Lavatory > 18 or 19 Passenger Seats

1981 Cessna 402C II Businessliner > > > > >

5,408 Hours Since New Engines 912/912 Hours Since New Garmin GNS-530/430 Nav/Com/GPS Autopilot System with Yaw Damper Avidyne Primary and Multi-Function Display Systems

R3,995,000 Excluding VAT

> Garmin GNS-530 Nav/Com/GPS > Allied Signal RDR-2000 Vertical Profile Weather Radar > Integrated Autopilot System with Yaw Damper > Air Conditioning > Vortex Generator Kit > De-Icing R6,750,000 Excluding VAT

2013 Quest Kodiak

> 2,600 Hours Since New > Garmin 1000 Avionics Suite > Air Conditioning > 10 Place Interior > Cargo Pod $1,275,000 Excluding VAT

2004 Beechcraft Bonanza A36 TP

2008 Bell 407

NEW 2018 Bell 505 Jet Ranger X

1978 Bell 206B-3 Jet Ranger

2001 Beechcraft Baron 58

> Garmin GNS-530W/420 Nav/Com/GPS > Garmin GTX-328 Transponder with Mode S > Sandel SN-3500 Electronic Horizontal Situation Indicator > Flight Instrument Group > Air Conditioning > Wire Strike Protection System > Light Weight Pop-Out Floats $1,895,000 Excluding VAT

> > > > > > >

Garmin 1000H Avionics Suite Transponder with Mode S Engine Indication System Fuel Flow Monitoring Inlet Barrier Filter Air Conditioning Cargo Hook Provisions

$1,415,000 Excluding VAT

> > > > > > >

1,175 Hours Since New Rolls Royce 250-B17-F/2 Engine Garmin GNS-530/430 Nav/Com/GPS King ART-200 Radar with Pod B. F. Goodrich WX-500 Stormscope King KFC-225 Autopilot/Flight Director King KGP-560 Enhanced Ground Proximity Warning System > King KTA-870 Traffic Advisory System > Dukes Landing Lights

> 5,676.7 Hours Since New > Garmin GTX-327 Transponder > Garmin 150XL GPS > Dual Controls > Composite Tail Rotor Blades > Rotor Brake > K-Flex Drive Shaft > Range Extender R5,250,000 Excluding VAT

Contact our Sales Professionals for more information

Facebook

@flynac

Agnes Phillips Marna Marais Deon Wentzel JP Fourie Gary Phillips Colin Fletcher Deneys Potgieter Twitter

082 893 3399 082 434 3097 082 458 5719 083 625 4804 082 893 3400 082 893 6031 082 891 4354

@fly_nac

Instagram

agnes.phillips@nac.co.za marna.marais@nac.co.za deon.wentzel@nac.co.za jp.fourie@nac.co.za gary.phillips@nac.co.za colin.fletcher@nac.co.za deneys.potgieter@nac.co.za @flynac

National Airways Corporation Head Office +27 11 267 5000 aircraftsales@nac.co.za www.nac.co.za

ISO 9001:2015 Quality assured

177_AFS_SAF_20_02

Lanseria: Lanseria: Lanseria: Lanseria: Lanseria: Durban: Wonderboom:

Airline Ops

Mike Gough

EQUI-TIME POINT For those who have not written the commercial pilot licence (CPL) exams, the equi-time point (ETP) is a concept from the navigation syllabus.

A

S its name implies, while you are en-route from A to B, at some point, taking prevailing winds into account, you reach a point where it would take exactly the same amount of time to continue to destination as it would to return to point of origin. As there is inevitably a headwind or tailwind component, this point is not geographically located, but purely timebased in terms of onward or return ground speed.

It also means that in time taken, you are halfway there.

With a considerable dose of luck and good health, I reach the milestone of turning half a century old within a week of writing this. It is optimistic to assume that this is my personal ETP, but it’s a nice thought. No chance of going back, so I’m committed to reaching destination – whatever or wherever that may be on this journey. Hopefully medicine will continue improving over the next fifty years to keep this somewhat abused body and mind going for at least a good portion of that time.

I also happen to share this birthday in the same month as the Boeing 747, which was also coincidentally, the first commercial jet aircraft I became rated on, some 21 years ago. Not sure if I can claim to be a Classic of the aviation world, though.

This year also marks eleven years of my ramblings for SA Flyer’s FlightCom. This has been, to a certain extent, a ‘forced’ diary entry every month of whatever happens to be grinding my goat at the time. Looking back, that goat has been well and truly minced.

5

FlightCom Magazine

Happy 50th Birthday Mike.

Similarly, your personal flying logbook, as a career pilot, also serves as a mandatory diary of very specific dates, times and events. My current logbook, Number Four, indicates around 17,400 hours, of which around 3,500 hours are on light, piston powered aircraft – which is where the risk of not reaching this mid-century milestone most certainly lay.

It is interesting to see how a single-line entry can evoke memories of a particular flight, who you flew with and how well things went. It’s also a reminder of your mortality as some of the names and signatures of the people involved are no longer with us, whether it be through natural causes or air

crashes. Val Humphreys, Tubby Singleton, Russel Langley, Laurie Kay and Glen Dell are a few that have been part of my journey, and have moved on.

Page 2 of my first logbook reveals I went solo in fourteen hours on a Cessna 150, ZSJKK. True to form at the time, I didn’t listen to my instructor, Mel Barker, and he had to climb into the unmanned control tower and tell me to stop, as it should have been a single circuit and I was happily onto my third.

At the time, you could hold an instrument rating at 150 hours total time, which was my plan. The day after my instrument flight test, and with the ink still wet on my licence

uneventful landing in Gabs concealed the fact that I was crapping myself, which did not go unnoticed by my passengers. Turned out that at the inspection, both alternators were removed and re-fitted. The shear coupling between the alternator and the right engine was incorrectly installed, and as the alternator began seizing, the shear coupling didn’t shear, and chewed all the teeth off the bevel gear on the crankshaft.

This debris blocked the oil filter and the engine swiftly seized.

Naturally, we all calmed our nerves at the airport pub afterwards.

My second, and thankfully last engine failure (so far) was about a year later in a Seneca, ZS-MCR, flying from Maun back to

down and feathered the propeller in an attempt to avert the wrath of the owner. The aircraft cheerfully maintained Flight Level 90 and I calmed down to a mild panic.

To cheer me up, ATC informed me that Lanseria was closed due to thunderstorm activity, so I diverted to Grand Central, and made use of its pub for a post flight debrief with myself.

A few registrations I flew are also no longer with us. ZS-MKZ, a Cherokee in which I was teaching the two owners to fly, was totalled into the Air Force building at the old Nelspruit airfield when one of the owners decided to practice solo taxiing. ZSSCM, a Seneca 1 on which I instructed, and also did my ATP flight test, crashed in the I solo'd at 14 hours on Cessna 150 ZS-JKK.

Don Hewins

from the then DCA, I launched into solid IMC flying from Lanseria to Selebi-Phikwe in Botswana, in a fire-breathing Cessna 172 Hawk XP. I was relieved to actually see a runway after the NDB approach at Phikwe, and was quite impressed that all of this instrument stuff that I had recently learned actually worked.

Later that same day, a call for help was received from the local doctor as an infant had encephalitis – a viral infection of the brain – and needed to get to specialised help immediately. So that evening, the child, its distraught mother and I launched back into the clag, blissfully oblivious to any embedded convective activity. We landed back at Lanseria around 10 that night.

This, of course, gave me an over-inflated opinion both of my ability, and also that of the super-basic equipment I was flying at the time. Mother nature soon dished out a good snot-klap which I got by flying into an embedded thunderstorm a few weeks later.

More by good luck than good management, I exited that cell in one piece, and became an instant scholar of meteorological reports, as well as an ardent VFR (Visual Flight Rules) fan.

The same logbook also reveals my very first twin hour, in a Seneca 2, in 1990. By sheer coincidence I now own that aircraft, without making the connection at the time I was purchasing it. Similarly, my very first instructional hour as a green-horn Grade Three Flight Instructor was in a 172 at Lanseria, also in an aircraft I now own 29 years later. My very first training flight in the Boeing 747, in 1998, with Captain Laurie Kay, was in an SP, with the registration ZS-SPB. That registration, purely co-incidentally, now adorns another aircraft of mine.

A few entries around 1992 saw me all grown up and flying ‘corporate’ in a Cessna 401, ZS-TRR. This was great fun and included my first engine failure, while descending into Gaborone. At the time, I remember being puzzled about a bizarre airframe vibration I could feel through the control column. As this was the aircraft’s first flight after an inspection, I had visions of a trim tab or entire control surface about to part company.

This prompted me to slow down, and as I reduced power, the right engine seized solidly in spectacular style. None of that power-up, clean-up, identify, verify, feather nonsense – it did it all by itself. An

Flying ‘corporate’ in ZS-TRR was great fun and included my first engine failure, while descending into Gaborone.

Lanseria. I’d had a disastrous day dropping my passengers at the wrong airstrip in the swamps (all pre-GPS days), and I thought things couldn’t get worse. However, they promptly did, as the left engine spat out its oil in a fabulous display on the wing behind the nacelle.

When both the oil pressure gauge and the annunciator panel confirmed what my eyes refused to believe, I shut the engine

mountains near Tzaneen.

ZS-LZI, a Cessna 210, crashed in Natal, scud running. ZS-JCL, a spotless C172 spun into the ground in the General Flying area.

ZS-SWG, a Piper Aztec, crashed at the then Jan Smuts airport. There are several others, but I cannot recall their specifics.

After what was probably way too much flight instruction, I started flying the ‘good old’ solid Let 410, for the long-

FlightCom Magazine

6

Airline Ops

RIGHT: Flying the Crocodile Gorge between Malelane and Nelspruit below the height of the road next to the river.

defunct Metavia Airlines in Nelspruit. My first airline, first multi-crew twin turbine and first command all in one. I think the saying ‘what you don’t know can’t hurt you’ certainly applied here. I learned a lot of lessons about lack of CRM, bad weather flying, and doing pretty dumb things.

The latter included flying the Crocodile Gorge between Malelane and Nelspruit after multiple diversions, below the height of the road next to the river. I stopped this after a SAAF Impala crashed there, probably doing precisely the same thing. I also recall ferrying a Let from Richards Bay to the old Durban airport, while taking turns with the co-pilot to fly low enough over the sea to stop the radio altimeter going above 20 feet.

Really clever…

The next significant event in the logbook was that first flight with my current employer on the B747 SP, ZS-SPB. On the return sector from Zurich, I was quizzed and seriously shat on by Laurie Kay for my dodgy knowledge of the recall items. I jacked up my act as I realised I was now in the big league, and had to bring my A-Game to the table at all times.

A few years later, I flew the most fun airliner that I will for the rest of my career – the Boeing 737-200. As an FO, we had no ultimate responsibility, and we only had

to be stable with thrust on at 500’ before landing – that became a target as opposed to a limit, and taking thrust before that on the approach meant you were a loser.

It was in this aircraft that I clearly remember being asked by ATC one thundery afternoon, in February 2002, to please try to call ZS-MXR. There was no response, as this P210 had broken up in the very thunderstorm that we were in the process of avoiding. That took Val Humphreys from us. Her signature is in several places in my logbooks.

The career of an airline pilot has allowed me to do many things that I would probably not have had the chance to do, if leading a normal life. Flying airliners. Traveling

the world. Being fatigued to the point of thinking like a drunk. Getting drunk. Flying new, modern airliners. Getting command on a brand-new Airbus 320. Getting drunk… again. Starting a few flight schools. Owning the biggest school at Lanseria. Restoring the nose section of my much loved B737-200 as an exhibit in my hangar.

I have written this with a fair degree of self-indulgence – please forgive me. Turning 50 is a once-off milestone, and I’m simply taking stock. Calling it an ETP, as previously mentioned, is super optimistic, but as the saying goes, ‘if you think you can, or think you can’t, you’re right.’

Here’s to the next 50. 

Your one-stop-shop for repairs and overhauls of aviation rotables and special processes.

AMO 1288

Contact us: Tel: +27 11 395 1677 | Fax: +27 86 551 7685 | Website: www.bnt-int.co.za Physical Address: Denel North Entrance, Building D3, 131 Atlas Road, Bonaero Park, 1619 Postal Address: PO Box 7300, Bonaero Park, 1622

• Quality • Safety • Service Excellence • Honest Pricing

SA Flyer 2019|09

Aviation Services • Wheel overhaul and Repair Services • Brake Overhaul and Repair Services • Non-Destructive Testing on Aircraft • Hydro Static Testing • Oxygen bottles • Safety Equipment • Aircraft Weighing o Small aircrafts up to larger B737, A320, L-382

7

FlightCom Magazine

JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need.

For our list of available aircraft head over to our website www.ascendaviation.co.za.

SA Flyer 2019|03

Contact Maartin Steenkamp: C +27 (0)82 807 6701 Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za

FlightCom Magazine

8

News O wen H eckrath

Virgin Gets A Tailwind Los Angeles to London can be a long and boring route and the best way to shorten it is to find a supersize tailwind. This happened to a Virgin Atlantic 787 recently as it clocked up an 801 mph groundspeed while in the cruise at FL350 – per radar tracks posted on FlightAware.

T

HIS zippy event coincided with a balloon sounding over New York three hours previously indicating wind speeds around 200 knots at 30,000 to 35,000 feet. And it didn’t let up. National Weather Service forecasts called for wind speeds in the north above FL300 to be 150 knots or greater for the following

18 hours.

With the Jetstream howling, flight times west-to-east dipped dramatically so that even an American Airlines 737-800 managed to rip along at nearly 700 mph groundspeed for almost 20 minutes between Chicago and La Guardia. 

A virgin Atlantic 787 clocked up a ground speed of more than 800 mph.

Bombardier Invests in Aerospace

I

N its efforts to not only push the limits of airline technology and build greener, more efficient aircraft, but also to increase the competitiveness of the Québec aerospace industry, Bombardier has announced that it will be investing approximately Canadian $22 million in Aéro21 and SA²GE, two Québec-based aerospace research projects. The projects will concentrate on bringing new aerospace products to market at a faster pace, reducing development costs, developing smarter, more efficient technologies, and reducing the environmental footprint of the aerospace industry. Bombardier says the funds will be invested over the next three years.

A large portion of Bombardier’s investment will go to Aéro21.

According to Bombardier, its participation in the project will focus on expanding the use of computerised models to test various aircraft systems and components from the design phase through to final certification.

For SA²GE (Smart Affordable Green Efficient Phase 2) a subproject of the non-profit Coalition for Greener Aircraft, Bombardier is planning to invest in the program’s Aile intelligente et légère pour l’environnement (AILE) sub-project. Its aim is to develop multi-functional wings for business and commercial aircraft that will optimize aerodynamics and weight to reduce cost and fuel consumption. 

FlightCom Magazine

10

Bush Pilot

Hugh Pryor

Buffers at Wau The runway at Wau in Southern Sudan appeared to be jinxed, judging by the number of crashed Russian aircraft littering the airport and its surroundings... four Antonov 12s, a couple of Antonov 24s and a 26 plus the wreck of an Mi 26, the largest mass-produced helicopter in the world...

W

AU was like an aircraft cemetery, where the corpses just lay where they had fallen, until the knackers came along to turn them into pots and pans.

It used to be the southern terminus of the Sudan Railways. The lines almost unbelievably extended from Cairo on the Mediterranean Sea, right down through Egypt and Sudan to Atbara, where the

Kosti and then split up again at El Obeid.

There the line divided, with one going on to Nyala in the far west and the other heading south to Aweil and eventually ending up in Wau. The last train from Khartoum to Wau ran quite a few years back and it consisted of a convoy of four trains, one at the front, laying the track and one at the back, picking it up, to be re-laid, ahead of the trains. Then there were two trains in the middle, one loaded with food and domestic supplies and

The 'lump' which we had been using as a parking 'buffer' for the previous months was a Russian anti-personnel grenade. line from Port Sudan joined in to continue on to Khartoum. It crossed the Blue Nile, into the biggest gravity-fed irrigation system in the world at the time, the Gezirah Scheme, which was installed by the British colonialists, between the Blue and White Nile rivers. All done in order to grow longstrand cotton, for the burgeoning cotton mills in the UK – which, incidentally, continues to this day.

The railway crossed the White Nile at

11

FlightCom Magazine

the other carrying cavalry to protect the convoy.

The cavalry simply sanitised the countryside for a couple of miles either side of the trains. Nothing was left, people, cattle, goats, wild animals, everything was sanitized. Everybody kept well away from the trains, including aircraft... particularly aircraft.

The train trip from Khartoum to Wau would take anything up to four months

to complete, which may seem like a long time, but there was no other way to get things through to Wau, except by air, and its reputation for being jinxed didn’t help.

In the old days, under British colonial rule, the barges used to creep from the Nile in to the Jure river, which was one of its navigable tributaries, during the ‘Long Rains’, when the river became deep enough to allow the passage of the barges.

Nowadays all those old barges are parked in Malakal, or Bentiu, some of them built by the ‘Vulcan Foundry’ in Bombay in 1893... I have been there to have a look.

The railway had been systematically destroyed by the Rebels. There was not a single piece of straight rail line left.

Even the ballast had been blown away by explosives of one sort or another. This looked to me like a determined intention to destroy any British Colonial links between North and South Sudan... but South Sudan is so intentionally stupid that they would much prefer to kill each other, rather than become enormously rich from the biggest-known oil reserves in the world.

I spent eleven years of my life being shot at while delivering food to The Deprived South Sudanese.

So Wau was now seriously under siege.

The occasional armed convoy managed to fight its way through, and there were still plenty of people milling around the streets, but the Sudan People’s Liberation

!

Bli

m kse

Army mounted small but effective raids to destabilise the situation.

Strangely enough, our United Nations World Food Programme De Havilland Twin Otter was never targeted, even though some of the airport buildings, including the old control tower were badly damaged in mortar and grenade attacks.

We merely parked the aircraft across the other side of the large graded apron, a safe distance from the action and relied upon our reputation for delivering food, medicines and doctors all over South Sudan to keep the ‘bangs’ away.

We had a small fuelling depot in the grass, off the side of the graded parking area. The authorities were not too keen to allow a fuel farm to be on the apron, so we put the storage tanks exactly one hose length from where we parked the aircraft.

There was a convenient ‘lump’ in the surface of the apron and with a bit of practice, the pilot could taxi the aircraft carefully and bring the nose wheel gently up to the lump and when it stopped, the aircraft was positioned in exactly the right place for

the hoses to reach the fuel caps in the belly of the ‘plane.

This procedure continued for several months until one time when I returned from a flight to Nairobi. Archie, our engineer guided me towards the lump and as we softly bumped into it, it appeared to give way and I had to apply the brakes, In order to stop us slipping beyond the range of the hoses.

Suddenly Archie appeared by my window and he was gesticulating frantically, slicing his hand urgently across his throat in a desperate instruction for us to close down the engines, which I did, but that did not seem to calm him down much, so I opened the window and asked him what he wanted us to do.

“EVACUATE!!!

EVACUATE!!!”

EVACUATE THE AIRCRAFT!!!” He shouted. “Get everybody away from here!”

So I posted Sam down the back to get everybody out and away from whatever dire emergency Archie had encountered, before closing all the switches and disembarking myself. Sam had assembled the passengers

over towards the terminal and Archie was standing about twenty metres away, pointing at the nose gear.

The ‘lump’ which we had been using as a parking ‘buffer’ for the previous months had indeed been dislodged and revealed itself to be a ‘Jolly Green Apple’, the synonym for a Russian anti-personnel grenade.

As good fortune would have it, one of our passengers was a bomb disposal engineer and he wandered over, had a look at our ‘lump’, picked it up, put it in his bag and wandered off to a van which had ‘Bomb Disposal’ displayed on its cab.

‘Sang Froid!’ – As they would say in French.

The ‘Bang’ which it produced can still be seen, off the South West corner of the apron if you look carefully on Google Earth.

‘Al Hamdu L’Illah!’ – As they would say in Birmingham, UK. 

Beautifully affordable.

Get any Spider unit for just US$10/month.

Keep your flight operations safe, streamlined, and economical with Africa’s leading satellite tracking and communication solution.

Offer ends March 31st - so get in quick!

Visit spidertracks.com/march to get started.

Terms and conditions apply. Only valid with the purchase of a ‘commercial’ monthly data plan. See website for further details.

13

FlightCom Magazine

EVENTS CALENDAR SA Flyer 2019|03

PROUDLY SPONSORED BY GIB INSURANCE BROKERS

EAA CHAPTER 322 MEETING

AERO CLUB AIR WEEK

kevinmarsden88@gmail.com

9 March Middelburg Alan Evens Hanes 011 802 1100 alan@aeroclub.org.za

AERO CLUB AIRWEEK SPEED RALLY

MIDDELBURG AERO CLUB AIRSHOW

9 March Middelburg Rob Jonkers

9 March Middelburg

082 804 7032 | rob@aerosud.co.za

info@middelburgaeroclub.com

SWELLENDAM FLYING CLUB

FASHKOSK

6 March Dicky Fritz Moth Hall Edenvale

Sport Aerobatic Club 9 March Swellengrebel Airfield pventer@vgv.co.za

23 March Stellenbosch Airfield Anton Theart 079 873 4567 gm@stelfly.co.za

COVES AIRFIELD HARTEBEESPOORT FLY-IN Coves Airfield 6 April 083 279 6572 jan@tilt-tech.co.za

ROBERTSON ANNUAL BREAKFAST FLY IN Robertson 6 April 083 270 5888 boeredata@breede.co.za

- INTEGRITY - INTELLIGENCE - ENERGY

www.gib.co.za

• Hull All RIsks • Hull War Risks • Third Party Liability • Passenger Liability • Hull Deductible• Hangarkeepers Liability • Premises Liability • Products Liability • Airport Liability • Personal Accident• Unmanned Aerial Systems • Aviation Claims Consultancy GIB House, 3 West Street, Houghton, 2198 | Tel: +27 (11) 483 1212 | aviation@gib.co.za | FSP License No. 10406

Air Tractor

An Air Tractor 802 is capable of dropping 3000 litres of fire retardant over 150 metres.

15

FlightCom Magazine

Feature R eport

and images :

G uy L eitch

FIRE-BOMBING! THE AIR TRACTOR AT802F Many farmers and property owners owe a great deal of thanks to the huge Air Tractor 802F firebombers. They have become an invaluable weapon in the armoury against the fires that sweep through the Cape and Mpumalanga forests.

ABOVE: Ground crew prepare the 802 for flight - it can be airborne within 3 minutes of a scramble.

FlightCom Magazine

16

T

HE Air Tractor’s key ability is its ability to respond quickly to a fire and douse it with 3000 litres of water – thereby usually preventing a fire getting out of control.

DEVELOPMENT The firebomber role was a natural outgrowth for the already successful Air Tractor 503 crop sprayer. In 1989 Air Tractor founder Leland Snow wanted to insulate his aircraft sales from farm economy downturns, which had badly dented ag-plane sales. He consulted forestry and firefighting professionals and decided to upscale the AT503 into a two-seat 3000 litre AT-802F specifically for the initial attack of aerial firefighting. Snow worked with a young engineer named Victor Trotter to develop and patent the world’s most advanced computerised, rotary, water bomb doors.

The 802F was a victory for Snow’s vision as it proved capable of working fires from remote strips, carrying an 800-gallon load, with the reliability of a PT6A turboprop engine and easy maintenance of a new airframe.

Kishugu Aviation, Air Tractor’s biggest client for the AT-802s currently operating in South Africa, owns four AT-802Fs. They supply these to service the South African government’s Working on Fire (WOF) Expanded Public Works Programme and to other clients such as local municipalities, large landowners and Fire Protection Associations across all nine provinces in the country.

ON THE GROUND The Air Tractor 802Fs in South Africa are single-seaters, so I asked Koos Kieck, a retired SAAF Mirage pilot, and now fire bomber pilot for Kishugu Aviation, to show me his big baby, which he flies against fires and on which he also instructs. I had seen the Air Tractors parked at Stellenbosch airfield, but it was not until I got close that I realised that it’s a huge beast of an aeroplane. The propeller is an awe-inspiring 10 ft diameter.

When Koos invited me to climb up to the cockpit, I tried and then sheepishly gave up,

BELOW: The instrument panel is dominated by the open section to view the hopper and the dump control panel bottom left.

Takeoff from Stellenbosch is downhill on 01, with up to a 10 knot tailwind component.

17

FlightCom Magazine

as I had forgotten my mountaineering skills.

With a maximum weight of 7,500 kg (16,000 lbs) it equates to seven Cessna 172s.

Its empty weight is typically 3,200 kg so it is one of the few aircraft that can comfortably lift its own weight.

To power a firebomber designed to haul a large load fast, the 802 uses a Pratt & Whitney PT6-67AG, flat rated at 1,350 shp. It also has an overpower setting to 1600 shp which can be used for 20 seconds, as the limitation is the inter-stage turbine temperature (ITT), for really demanding

A practice load is dumped to check the computerised fire gate.

airstrips. With this much flat rated power, they are happy to operate even at a density altitude of 8000 ft out of Warburton and Ermelo in Mpumalanga. Working on Fire also have an 802F whose engine is rated at 1600 shp with an overpower of 1800 shp (Bomber 23 ZS-TFH).

The 802F burns around 300 litres of fuel and hour in the cruise and can carry 1,400 litres of fuel in the wings, in addition to 3,000 litres of fire retardant in the fuselage.

Koos says that they normally only operate with 1,000 litres of fuel, so they can fill the hopper tank.

FLYING THE AIR TR ACTOR 802F Koos describes what is like to fly this big machine onto a raging fire on a mountainside; Once you have climbed into the cockpit, it is large and well laid out. The high cabin is incredibly strongly built and is air conditioned. The instrument panel is however unusual in that it is built around a large window into the hopper tank, with a prominent sub-panel directly in front of the pilot for switches.

The controls are conventional. There is a large control stick and three axis trim, so

it can be trimmed for all phases of flight.

It has a manual rudder and elevator trim, but surprisingly, the aileron trim is electric.

Pitch trim is important as, when we dump the load, the CG runs backwards so it pitches up like a bitch. You have to push the stick into the instrument panel to stop the pitch, but quite often we are happy to just let it pitch up.

We can get airborne real fast when we are scrambled. The quickest we have done it is in three minutes. The aeroplane waits loaded, pre-flighted and ready to go. We use ground power for the first start of the day – thereafter the aircraft’s batteries. We do the pre-takeoff checks during the taxy out and being a turbine, it doesn’t need a run up.

The wind is particularly important for gross weight take-offs out of Stellenbosch.

The 802F can cope with operating out of the relatively short and uphill runway 19 with a full load only if I have a 20 knot headwind.

Otherwise even in a 10 knot tailwind, I takeoff downhill, but I first let out 200 of the 800 gallons of water. During the takeoff roll we keep our hands on the dump leaver and are prepared to dump the load if we are not getting airborne soon enough. We have had to do it if the wind changes unexpectedly.

At max weight we rotate at about 90 knots and it normally unsticks at about 95 – 100 knots. We use about 10 degrees of flap.

We climb at Vx which is 120 knots and then Vy of 130 knots.

Once airborne there’s no stress – loaded we get about 1000-1500 fpm climb. The plane is that powerful. We get given a rough heading and some landmarks for the fire vicinity and we can see the smoke from far.

Depending on the load, we cruise to the fire at 160 – 180 knots using 3400 ft/lb torque and just 1550 rpm on the prop. It hums along nicely using about 280 litres per hour.

We approach a fire at 120 knots with 10 degrees of flap. But sometimes rising terrain means we have to come in a bit hot. You don’t want to get slow with this big heavy plane as the speed bleeds off very quickly – especially uphill.

For the actual firebombing, we aim by just eyeballing it and using our experience and judgement. The spotter pilot tells us how we have done so we can quickly learn what works for any particular fire. The Incident Commander on the ground decides whether to use planes or choppers. He usually goes in first with a heli-tac team. Then he and the spotter decide what aircraft to use.

FlightCom Magazine

18

LEFT: Well trained ground crew connect the refilling hose.

BELOW: It takes less than 3 minutes to refill the 3000 litre hopper.

Knowing what the wind is doing is important. We drop the load downwind so we release it before we get to the fire. We normally aim to drop between 40 -50 ft above ground level. But when we have a crosswind it can get seriously difficult as the wind makes the water swirl anywhere so we then normally drop a bit lower. Even at 30 ft over the fire we don’t feel much heat as we are in it for less than four seconds and gone before it can get to us – and the Air Tractor is air conditioned.

In a narrow kloof you don’t want to get near 60 degrees of bank – because it wants to roll onto its back. And you can’t pull the stick back because it’s heavy. In tight spots we put the nose down to 190 knots (Vne is 225 knots) and we fly up the slope without flaps. When we dump the load we leave it to pitch up into the valley. The speed comes down to 75-80 knots and you fly it out. So we dump our load, pitch up, take our rivets while they’re still in formation, and go.

Once we have bombed, we head back to base the quickest way. The ATC at Cape Town International is always very accommodating, at times letting me cross the runways directly over the tower.

But paradropping can be a real problem – their radio work is terrible, we can’t see the meatbombs and so we often do not know whether they are there or not.

At Stellenbosch we have a gentleman’s agreement with the flying school students to extend their downwind to accommodate us.

We have never had a problem.

We use 120 knots in the circuit as it slows down very quickly. Full flap limitation

19

FlightCom Magazine

speed is 138 knots. We aim to cross the fence at 85 knots as it can really fall out the sky if you get slow, especially the one bomber we have which doesn’t have Vortex Generators. We normally keep the engine in high flight idle, which reduces the spool-up from seven seconds to five. If we have to go around, that 7 seconds from ground idle to full power can feel like forever.

The landing is always interesting. It has a spring undercarriage so it’s like a Cessna 185 in that you can go bouncing down the runway, and it doesn’t stop. The stick doesn’t have to be all the way back, otherwise we

hit the tailwheel first. So we hold-off until the long nose is parallel to the ground.

Then we just hold the stick until it settles – which it does in a three pointer. If you do an unintentional wheeler you just relax back pressure on the stick and let the tail come down naturally. Don’t try and force it down because you want to apply the brakes. Full reverse thrust stops you as effectively as running into a wall.

We prefer to use reverse thrust on the prop to slow as it saves on tyres. But it has excellent short field performance – landing on 19 at Stellenbosch, we can easily make the first turnoff.

Depending on the distance to the airfield, we aim to do four to eight loads in an hour.

Returning to base to reload is surprisingly quick. We don’t shut down the engine and the ground crew are really well trained, so it

only takes around 2-3 minutes to refill. The fire retardant is already onboard so we just hit a button and it injects 1 litre per 1000 litres of water.

We don’t work a fire for more than three hours. We need a mental rest and body break.

The aircraft and engines have held up to South African conditions very well.

You really can trust in Pratt and Whitney.

I cannot think of any incident we have had engine-wise. We have had the odd wing scrape and runway excursion though. The 802 has teeth because of the tailwheel. It has a locking tailwheel – you lock it when you start the takeoff roll and unlock it when you get off the runway. You can land it without the tailwheel locked without too much trouble.

CONCLUSION The Air Tractor 802F is a great first response weapon, but it works best when used in conjunction with the helicopters, and as part of a team of up to four Air Tractor firebombers. Fires don’t normally burn in a straight line, but we can only bomb in a straight stripe, so we need the choppers for the bits that get missed.

The spotter pilot is the key member of the team – he does all the work – but we get the glory. Whether we dump the full or a partial load is determined by the spotter.

A key to the Air Tractor’s effectiveness is its hydraulically driven rotary actuator to operate the hopper’s fire gate doors.

The computer-controlled doors provide an even flow rate and allow the pilot to select gallons to drop, coverage level, and ground speed adjustment. In addition, there is an accelerometer for automatic adjustment of the fire doors There are five settings for the width of the bomb gate opening we can use: if the spotter wants a long stripe, he will say give me coverage Level 1. Normally we use between a full load and Level 3.5. Thanks to the bomb gate computer, we have great control over the load drop rate. If we drop the whole load at once it covers about 150 metres, but we can extend that to 700-800 metres by reducing the flow rate.

It really is an incredibly effective fire fighting machine and is particularly vital for first response, as it can get to the fire fast and dump a load three times larger than a Huey.

Hopper Capacity: Length: Wingspan: Height: Wing area: Aspect ratio: Empty weight: Gross weight: Useful Load: Fuel Capacity:

Air Tractor 802F Specifications

820 US Gal (3,104 l) 35 ft 11 in (10.95 m) 59 ft 3 in (18.06 m) 12 ft 9 in (3.89 m) 401.0 ft2 (37.25 m2) 8.8:1 6,505 lb (2,951 kg) 16,000 lb (7,257 kg) 8,790 lbs (3.987 kg) 254 US gal (961 L) 1 × Pratt & Whitney PT6A67AG,1,350 hp

Powerplant:

Performance

Cruise Speed at 8,000 ft Working Speed (Typical): Range - Economy at 8,000 ft Stall Speed - Flaps Up: Stall Speed - Flaps Down: Stall Speed as Usually Landed: Rate of Climb: Take-off Distance:

221 mph (192 kts) 120-125 mph (104-108 kts) 800 mi (1.287 km) 105 mph (91 kts) at 16,000 lbs 91 mph (79 kts) at 16,000 lbs 69 mph (59 kts) 850 fpm at 16,000 lbs 2,000 ft at 16,000 lbs

BELOW: Many of the Fire Bomber pilots are ex- SAAF 'vlamgat' fighter pilots.

Trompie Nel flew Mirage 111s and ground-attack Mirage F1s.



FlightCom Magazine

20

Feature T ext : G uy L eitch

THE AIR TRACTOR 802 A SWISS ARMY KNIFE? As testimony to fundamental soundness of the design, the Air Tractor 802F firebomber has evolved into a remarkable number of other roles – like the fabled versatility of the Swiss army knife.

O

NE of the first and most natural was to convert it to a cropsprayer.

Though some people were sceptical that a firebomber with a 16,000 pound gross weight could work in the aerial application market, Air Tractor added spray plumbing and designated it the AT-802A. Thanks to its unprecedented size, it proved ideal for spraying the vast fields of the megafarms of the USA. Sales took off. The 800-gallon hopper, 200 mph ferry speed and productivity of the AT-802A allowed many operators

to reduce their number of planes and pilots and become much more efficient.

A further novel application is for bulk fuel hauling. In a cooperative effort with Air Tractor, Conair designed a two-piece, independent upper and lower fuel tank system with 4,000 litres capacity. Loading and off-loading pumps were installed for the two tanks. These 802 fuel haulers are working in Alaska, northern Canada and in Indonesia.

Meanwhile, south of the U.S. border, the AT-802 was repurposed for an entirely different and more hazardous job. In 2002 Air Tractor began providing aircraft to the U.S. State Department for counter-narcotics operations.

These aircraft were equipped with engine and cockpit armour, self-sealing fuel tanks, plus advanced avionics and airframe modifications for their missions to eradicate narcotic crops.

By the programme’s end, 19 modified 802 series aerial spray aircraft had been supplied to the State Department.

This experience with the U.S. State

Department led Air Tractor to respond to a U.S. Air Force request for a Light Attack/ Armed Reconnaissance aircraft suitable for finding, tracking, and attacking targets either on its own or in support of ground forces. The AT-802U was produced with engine and cockpit armour, a bulletproof windscreen, self-sealing fuel tanks, and structural reinforcements to perform surveillance and light strike missions.

Working with various weapons integrators, Air Tractor has delivered more than 30 802Us to the Middle East.

Also in the middle east, two AT-802As were bought for use in oil spill dispersal and clean up in the Red Sea. Yet another modification is the addition of Wipaire amphibious floats for use as an amphibious scooper airtanker. The 802F Fire Boss operates from either land or water and so can drop fire retardant, foam and fight wildfires by scooping water from nearby lakes, rivers and reservoirs.

After wildfires have been extinguished, burned areas are at risk of flooding, landslides and topsoil erosion, so a New Mexico-company uses the 802 for aerial application of insecticides, biological agents and fertilizers, as well as air support for promoting and monitoring the health and growth of forests.

It is truly the ultimate Swiss Army knife of aircraft. 

Kishugu® Aviation Aerial Firefighting

Training

Aerial Work

Maintenance

We are the official aviation service provider to the Government’s Working on Fire Programme.

Our training academy offers a wide range of general aviation training courses.

We provide charter and aerial work services such as game work and anti-poaching.

Highly qualified aircraft engineers ensure the reliability, safety and productivity of your assets.

®

kishugu.com | +27 13 741 6400

Aviation

w w w. i n v e s m e n t a i r c r a f t . c o . z a

SA Flyer 2019|03

Hangar 11, Rand Airport, Germiston, 1401.

1972 PA32-300

2015 Tecnam P2006T

2014 Robinson R44 Raven II

AFTT: 6,605 Hours SMOH: 275 Hours SPOH: 33 Hours Engine only 275 Hours SMOH! GAMI Injectors, JPI EDM 450 Engine Monitor.

210 Hours Total Time!

Garmin 1000 Suite, STEC 55X Auto-Pilot, Retractable Gear, 155 MPH Cruise.

1, 170 Hours Total Time!

Aspen Panel, Air-Conditioning, Bubble Windows, Over 1,000 Hours Remaining!

R850 000 + VAT

POA

R4 250 000 +VAT

2000 Bell 206B-III

1981 Cessna T210

2013 DHC 6-400 Twin Otter

150 Hours Since Factory Re-Manufacture, Fresh Paint and Interior, Garmin GTN 750,

1,698 Hours Total Time!

Known Ice, TCAS II, 3 Axis Auto Pilot w/Yaw Damper, Mark VI EGPWS, KHF 1050 HF Radio, FDR/CVR.

2,725 Hours Total Time!

Great Component Times, Dual Wire Strikes, Dual Controls, Baggage Extender, Sliding Doors.

Bargain!

Rare find!

POA

R 2 700 000 +VAT

POA

Quinton Warne  0 8 2 8 0 6 5 1 9 3

Rolf Brauteseth  0 8 2 5 6 5 6 0 0 6

David Lewis  0 7 6 8 2 4 2 1 6 9

FlightCom Magazine

22

FlightCom Magazine

24

News

Two Giants Retire The South African Red Cross Air Mercy Service (AMS) has long been staffed by volunteer pilots. At the end of February two of its stalwarts retired; with a combined total of more than 60 years flying for the AMS.

P

ROF Frans Grotepass is a distinguished maxillofacial surgeon, yet as an ATPL qualified pilot he flew more than 800 sorties for the AMS, flying aircraft from a basic Piper Aztec, through Citations to PC12s.

The other pilot to retire is Rene De Wet, a former Chief Executive of the huge Pick ‘n Pay group, who after retiring from the corporate world, went on to fly for AMS for more than 25 years.

Between these two pilots they have more than 60 years of service to people in emergency – often being called out at any time of the day and night, from warm beds, to fly to some remote destination – sometimes landing by the light of car headlights.

They have been part of the growth of AMS to become an indispensable part of first response services in southern Africa and there are hundreds of people who owe their lives to their selfless dedication. 

Prof Frans Grotepass and Rene De Wet (L) with other AMS pilots at their retirement celebration.

25

FlightCom Magazine

Fireblade Aviation V-Vip Facilities.

Fireblade’s FIRST INTERNATIONAL FLIGHT R eport : G uy L eitch

After an extended battle with government to confirm its Customs and Immigration rights, Fireblade Aviation’s FBO at OR Tambo East Side handled its first international flights on 20 February.

T

HE Fireblade Fixed Base Operation (FBO) is a service for visiting business jet and ‘V-VIP clients who prefer the anonymity of not having to transit the public customs and immigration formalities at OR Tambo.

The FBO had a difficult start after the then Home Affairs minister, Malusi Gigaba, denied that he had approved the FBO’s immigration facilities in 2016. It had already been approved by 27 other state entities, but its customs and immigration desks were still inactive at the beginning of 2017, while awaiting final SA government approval. Allegations were made that Gigaba had withdrawn his approval due to pressure from the ‘state capture’ Gupta family.

A court battle between the Oppenheimer family and the Director-General of Home Affairs, confirmed the original approval and the FBO opened on 12 February.

Fireblade Aviation CEO Jonathan Oppenheimer said, “We are excited to service international movements, which will complement our current domestic aircraft movements and enable Fireblade Aviation to fulfil its intended potential.” 

Hangarage

Export Docs & Clearing

Lodge Transfers

(armed)

Line Inspections

Security Based

Aircraft Leasing

Aerial Photography

Maintenance

Surveys

Aircraft Sales

Contracts

Safari Charters

Special Events

Helicopter

Freight

Long-Range

FAX NO

V.I.P

TEL NO

Biz-Jets

CODE

> 20 pax

NAME OF CHARTER

< 20 pax

CHARTER DIRECTORY

BRAKPAN FABB Titanium Air

(011)

914 5810

083 292 0978

j

jjj

ExecuJet South Africa

(021)

934 5764

934 2087

jjjjj

jjjj

MS Aviation

(021)

531 3162

531 4209

jjjjjj

jjj

Streamline Air Charter

(011)

395 1195/8

jjjjj

jj

(031)

564 6215

Avcon Jet Africa

(011)

312 5676

Jemax Aviation (Pty) Ltd

(011)

805-0652/82

805-0649

Batair Cargo

(011)

659 2000

701 2253

ExecuJet South Africa

(011)

516 2300

659 2520

Out of the Blue Air Safaris

(011)

701 2653

082 905 5760

j

CAPE TOWN jjj j

j

jjjj jjj j

DURBAN KZN Aviation

564 6222

j

jjjjjj

j

j

jj

GRAND CENTRAL j

jjjj

j

j

jjjj

j

j

jjj j

LANSERIA AIRPORT j jjjjj j

j jjjjj

jjj

j

j

jjj

jjj

jj

j

jjjj j

j

OR TAMBO INTERNATIONAL Fair Aviation (Pty) Ltd

(011)

395 4552

395 4244

jjjj

Federal Airlines

(011)

395 9000

086 667 1789

jjjjjjjjjj

jj

Streamline Air Charter

(011)

395 1195/8

jjjjj

j

(012)

566 3019

j

jj

RAND AIRPORT FlyFofa Airways

www.flyfofa.co.za

jj

jj

j

WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd

(+264)

6440 3575

info@scenic-air.com.na

j

j

j

WONDERBOOM AIRPORT - PRETORIA Flyjetstream Aviation

(012)

543 0060

(083) 279 7853

jjjjjjjjjjjj

Loutzavia Charters Pty Ltd

(012)

940 0320

086 648 2690

j

jjj

Powered Flight Charters

(078)

460 1231

086 666 2077

j

j

jjjj jjjjjj

jjj

jjj

jj

jjj

jj

jj

We are for the journey

FlightCom Magazine

j

26

News T ext : M ark M ansfield

OR TAMBO Expanding A new ZAR 4.5 billion mixed-use development will see O.R. Tambo International airport’s western precinct acquire new offices, retail space, hotel and conference facilities and additional transit-related services. This was revealed recently at a sod-turning ceremony.

G

27

FlightCom Magazine

General Manager of the O.R. Tambo International Airport, Bongiwe Pityi-Vokwana.

Dassault Aviation

ENER AL Manager of the Airport, Bongiwe Pityi-Vokwana detailed the airport’s plans to unlock the development potential of 180 000 square metres for a mixed-use development to be located on the northern precinct of the airport. Construction began in February 2019 with an anticipated completion date for the first phase of the end of 2020.

Ms. Pityi-Vokwana was joined at the ceremony by members of the Western Precinct Consortium, which won the bid for the first phase. This phase will see construction of three six-storey office buildings with a combined floor area of 33 000 square metres.

In addition, O.R Tambo International’s Airports Company long-term Infrastructure Master Plan features midfield cargo and midfield passenger terminals, each requiring several billion ZAR in further investment.

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

The first phase buildings will provide for:

•

Corporate head office for Airports Company South Africa(ACSA) and the South African Civil Aviation Authority (SACAA) and • Common-use facilities such as a fitness centre, canteen and creche.

The members of the Western Precinct Consortium are HERI Propco (developer), mmqsmace Consultancy, and

Tiber Construction. The Consortium has committed that a minimum 30% of the total contract value will be sub-contracted to Exempt Micro Enterprises (EMEs) and Qualifying Small Enterprises (QSEs).

Consortium leader Mandla Mlangeni said the group was delighted to win the competitive bid.

“Together we bring exceptional engineering and construction

skills and experience to the Western Precinct development.” Mlangeni said that during construction of the first phase an estimated 1100 people will be employed on site at the peak of the project.

“We have already put in considerable effort to recruiting from the regions around the airport and will continue to do so.

Ultimately the seven phases of the Western Precinct development will stretch from the site of the old Shade 2 carports in the north to up to where the Southern Sun Hotel is currently located.

Pityi-Vokwana said that the planned revamp of the airport’s façade will present an entirely new profile in keeping with its size and role in the regional and national economies. The iconic airport development precinct will serve as a catalyst in transforming the airport hub into an Aerocity.

Pityi-Vokwana commented, “As the busiest airport in Africa and the international gateway to South Africa, it is imperative that O.R Tambo International Airport remains an international landmark with world-class infrastructure and a large variety of services for all users and markets.

The Western Precinct development forms

Members of the Western Precinct Consortium at the sod-turning ceremony.

part of a strategy to expand our offering and to drive new sources of growth for the entire region.

“We are excited about the upliftment in that the Western Precinct development will act as a catalyst to create a new multifunctional node where big business will ultimately migrate in terms of office and hotel accommodation. This node will be made more attractive by the intermodal

connectivity offered by Gautrain and Bus Rapid Transport stations within a precinct, the ultimate development of which, will allow for easy access to hotels, restaurants, fast food facilities, outdoor seating, retail, offices and a world class conference centre.”

“We look forward with great anticipation to involving all our stakeholders in this journey of growth and development,” concluded Pityi-Vokwana. 

The old Shade 2 parking area to be developed into phase 1 of the Western Precinct.

FlightCom Magazine

28

Defence T ext : D arren O livier

EGYPTIAN AIR POWER

The Egyptian Air Force (EAF) has long been large and well-equipped, but not always the most sophisticated. For various reasons, including internal politics and its reliance on American funding from the Camp David Accords, the EAF spent much of the period from 1980 to 2001 without a real focus on modern air power doctrine or practice and with a mismatched combat

I

N late December 2018, three Dassault Rafale DMs departed the company’s factory at Bordeaux-Mérignac and headed to the Egyptian Air Force’s Gebel El Basur Air Base near Cairo. When they arrived, they completed Egypt’s order of 24 Rafales (16 two-seater Rafale DMs and 8 single-seater Rafale EMs) announced just three years earlier and seemingly heralding a new era in EAF operations.

However, the EAF was not content to only order Rafales, and in 2015 also ordered 50 new MiG-29M/M2s. The first arrived in 2017 and deliveries will continue to next year.

For an air force that has long relied on F-16s as its primary fleet suddenly to opt for two new front-line fighters is interesting to say the least, but the question is whether it points to important long-term shifts in Egyptian air power thinking and strategy.

While Egypt had used Western aircraft in the 1950s; by the 1960s it had transitioned to being a Soviet client and equipped its air force with Eastern Bloc aircraft. After suffering substantial losses, to the point of the near destruction of its entire air defence

29

FlightCom Magazine

Dassault Aviation

aircraft fleet, which was not entirely suited to its needs.

The EAF order for 50 Dassault Rafaels seemingly heralds a new era in EAF operations.

system in the 1967 Arab-Israeli War, the EAF embarked on a rapid expansion programme with Soviet assistance. By 1970 the EAF fielded a total of 160 MiG-21s, 60 MiG-19s, 200 MiG-17s, and 130 Su-7s. Yet, it had been unable to convince the Soviet Union to provide the capable new MiG-23 and was still primarily reliant on the K-13 (AA-2 Atoll) air-to-air missile. Furious

with the refusal and other breakdowns in the relationship, in 1972 Egyptian president Anwar Sadat ordered all Soviet advisors to leave the country and placed an order, with Saudi funding, for 32 Mirage 5-SDE tactical fighters and 6 Mirage 5-SDD twoseat trainers.

None had been delivered, nor had the EAF had any time to adapt its doctrine to

match Western fighters, by the time Egypt again went to war against Israel in the 1973 Yom Kippur War. That proved costly, as while the EAF fought well, it still found itself outmatched in training, technology, and tactics, losing at least 100 aircraft in a lopsided loss ratio of 56-1 against the Israeli Air Force (IAF) in air-to-air combat.

Needing to replace its lost aircraft, the

of the EAF with the F-16, which would eventually see it operating an impressive 220 F-16s of various marks.

Yet a distrust of relying on a single supplier or a single main aircraft type still permeated the senior ranks of the EAF, resulting in some interesting purchases. In 1981 Egypt purchased 20 Mirage 2000s (16 single-seat Mirage 2000EMs and 4

Deliveries of the EAF MIG 29s are set to run through to next year.

EAF received eight MiG-23MS, eight MiG23BN and four MIG-23U from the USSR in 1974, but after yet another breakdown in relations between the two countries, put them all into storage the following year.

The EAF instead opted to acquire further numbers of Mirage 5s, eventually operating a total fleet of 54 Mirage 5-SDE’s, 6 Mirage 5-SDD’s and 6 Mirage 5-SDR’s.

The 1978 signing of the Camp David Accords and resultant peace between Israel and Egypt, ushered in the biggest change for the EAF, as it meant both access to American-made aircraft and a guaranteed annual supply of over a billion dollars in American military funding to buy those aircraft. That annual funding’s necessity was proven soon after when Saudi Arabia, which had been funding Egypt’s acquisition of the Mirage 5 and other armaments, withdrew all financial support in protest at what it saw as a betrayal of Arab interests.

Thus in 1979 the EAF began receiving 35 ex-USAF F-4E Phantoms under the Peace Pharaoh foreign military sales (FMS) programme, and in 1980 placed an order for 42 Block 15 F-16A/B fighters under Peace Vector I. That began the long affiliation

two-seat Mirage 2000BMs) with deliveries commencing in 1986, and it continued to supplement its fleet with types such as the AlphaJet, the Shenyang F-6/FT-6, and then later the Shenyang F-7. It also had a stubborn reluctance to retire types that no longer had much combat value, preferring to prioritise fleet size over combat effectiveness.

As a result, by the early 2000s, the EAF had a hodgepodge of types in service that were a nightmare to maintain and a large drain on resources. Alongside the F-16s, which ranged from A/Bs to C/Ds across a whole range of blocks, the EAF still had substantial numbers of F-4Es, MiG-21s, F-7s, F-6s, AlphaJets, Mirage 2000s, and Mirage 5s. In total, 400 fighter, trainer and attack aircraft across more than eight types, not counting the numerous separate transport and helicopter types in service.

This made logisticians collapse in fits of horror.

Most of the combat aircraft could not even share the same weapons. By operating so many types in the same roles the EAF had to establish a unique and independent Organisation, People, Process and Data (OPPD) structure for each, spreading

its resources thinly and removing any economies of scale. In effect, it operated as a number of distinct air forces, rather than one.

The obvious outcome was that the EAF had hundreds of fighters in service but none of them were much good. It wasted precious resources maintaining and upgrading obsolete types, to the point that it upgraded two squadrons of Mirage 5s in 2003 and a number of MiG-21s as late as 2008, while skimping on the capabilities of the F-16s that really made up its combat edge.

To date Egypt’s F-16s remain crippled as even its newest Block 52 F-16Cs are unable to carry JDAMs, AIM-9X Sidewinders, or AIM-120 AMRAAMS or use the Joint Helmet Mounted Cueing System (JHMCS). They can only carry the obsolete AIM-7P Sparrow.

After relying on American aircraft for so long, Egypt was shocked out of its complacency when, in 2013, the US placed a temporary arms embargo on the country after Egyptian security forces killed hundreds of civilians during a popular uprising. Unfulfilled orders of 24 F-16C/D Block 50/52 and 10 AH-64Ds were put on hold. Yet, despite its fears of an unreliable supplier finally having been realised, the EAF found itself unable to fill the gap with any of the other types it had painstakingly

It operated as a number of distinct air forces, rather than one. and expensively kept in service. All were either too few in number, obsolete, or no longer being produced and therefore could not form the basis of a new primary fleet alongside the F-16s.

It is therefore unsurprising that Egypt immediately sought new sources for its fighter aircraft and other critical roles.

FlightCom Magazine

30

Acquiring the Rafales was an excellent first step, not least because it’s a capable 4th generation aircraft, but because it retained inter-operability with the EAF’s existing F-16s while also opening the doors to a whole range of French armaments like the Mica EM/IR air-to-air missile, SCALP stand-off cruise missile, and AASM Hammer guided bomb, in case future US embargoes cut off supply to American weaponry. So important was this last point to the EAF that it has held off on signing for another 12 Rafales until France can provide SCALP missiles free of US components, as its existing SCALP orders were blocked by the US on the grounds that it hadn’t given permission to export the GPS modules.

Rafales made sense in another way, in that Egypt could adopt NATO-standard communications and data protocols, networking its F-16s, E-2 Hawkeyes, Rafales, and ground-based air defence systems into a single shared air domain and command and control picture. Using NATO standards meant that even though the Rafale and F-16 still required their

31

FlightCom Magazine

own OPPD structures, much more could be standardised and shared across the fleets.

The EAF’s order of fifty MiG-29M/ M2s makes far less sense when viewed in this way, seeming more like a return to the EAF’s old and flawed way of thinking.

The MiG-29M/M2 is a phenomenally good aircraft and perfectly capable as a frontline fighter, but in the EAF’s case it’s not being acquired into a coherent system designed to properly support it. There is no logistical commonality with the EAF’s F-16s or Rafales and more importantly the MiGs cannot share targeting and situational awareness data with either the EAF’s other fighters or its E-2C Hawkeye airborne early warning (AEW) plat-forms. Those who fly the MiG-29s in EAF service are alone outside the air defence system, able to rely only on their own onboard radars and the information they receive over voice radio transmissions.

The next few years are going to prove crucial ones for the EAF, as it tries to reorient itself as a more independent air force while modernising its aircraft and combat

ABOVE: There is no logistical commonality with the EAF’s F-16s and Rafales.

capabilities. Should it decide to take the more logical route, and build a fleet from various suppliers based around common standards, it will find itself with a force that’s both efficient and resilient.

Or it could revert to old habits and create even more incompatible silos, leaving it with a fleet that looks impressive on paper but proves fragile in a time of need. 

SA Flyer 2018|12

Oshkosh

Join the annual South African camping tour to the World’s Greatest Aviation Event TOUR A EMIRATES Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July.

We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 0500 on Tuesday 30th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R29 850* Sharing R28 450* TOUR B KLM Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July.

We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 21h00 on Monday 29th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accom-

modation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R32 550* Sharing R31 150* Breakaways Breakaways can be arranged for those wanting to stay longer in the USA, either before Oshkosh (KLM only) or after Oshkosh.

TOUR C “JOIN IN THE USA” This tour option is for those who want to join the tour in Chicago. Our private coach will depart Terminal 5, O’Hare International, Chicago on Saturday 20th July at about 15h00 (depending on arrival time of Tour A and B flights). The coach will return to O’Hare on Sunday 28th July at about 13h00. Tour price includes transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R9 850* Sharing R8 450*

Contact Neil: Cell 084 674 5674 | neil1@telkomsa.net | www.airadventure.co.za

FlightCom Magazine

32

Defence R eport : J ustin

de

R euck

ARMED FORCES DAY SPECTACULAR

From the 18th to the 21st February the South African National Defence Force staged a huge Armed Forces Day exercise around Cape Town. SA Flyerâ&#x20AC;&#x2122;s star photographer Justin de Reuck ventured onto the fiercely blowing sand at Muizenberg Beach to capture these stunning images of the pyrotechnics the SANDF put up from anti-aircraft guns, rockets and aircraft firing flares as counter measures.

33

FlightCom Magazine

FlightCom Magazine

34

35

FlightCom Magazine

FlightCom Magazine

36

Feature S tory : J enny D avies I mages : K ent E mbleton , D ave & J ill H olmes

FLYING FOR WILDLIFE

If poaching continues at its current rate, there may be no elephants left in northern Mozambique within five years

I

N the past seven years, the elephant population of Niassa Reserve has shrunk from 12,000 to just 1,500. These African giants that loom so large in the imagination of every child are disappearing at the rate of four every day.

Jill Holmes, a MAF missionary serving in Mozambique has training in wildlife management, which gives her a unique perspective on the problem; she notes that “My husband Dave and I come from a natural resource background. We value mankind’s responsibility to take care of God’s creation.”

Mission Aviation Fellowship (MAF) fly medical, relief and life-transforming help to vulnerable people in hard-to-reach places. Although not typical of MAF’s ministry in Mozambique, Pilot Dave has flown for the reserve on many occasions. He helps conservationist groups track elephant populations and scout for illegal activities.

A reduction in poaching has been recorded on the days his aircraft patrols the reserve.

The view aloft provides an opportunity to deeply appreciate the glory of God’s creation. Great herds of antelope move

37

FlightCom Magazine

An Elephant lost to poachers - about four per day such losses happen.

in concert and majestic animals gather at the watering holes. But Dave has also experienced the darker side of Niassa – finding six mutilated elephant carcasses in a single day.

On the ground, Dave and the rangers record the utter brutality of poaching in photos too graphic to show. This horror will continue for as long as a single elephant tusk commands £115,000 and can be sold openly in south-eastern Asia.

MAF flights don’t just benefit the wildlife. Their Flying Doctor project to bring mission doctors and supplies to alleviate the desperate need in Niassa’s villages is partially sponsored by one of the conservation groups. This partnership shows that the group values both people and wildlife.

Medical care is provided to some 40,000 people across numerous villages, mining and fishing camps. This is part of a strategy to tackle the root causes of poverty – a key cause of wildlife crime and environmental degradation.

Groups like the Niassa Carnivore Project are establishing initiatives such as beekeeping, cultural tourism and handicrafts which work to sustain Niassa’s natural resources. They give local people an alternative to poaching, illegal mining and the trapping of bush meat. The project’s education programmes inspire young people to protect wildlife and involve communities on the frontline as rangers.

But time is fast running out for the elephants.

The vast, isolated reserve covers 30,000 square kilometres – an area larger than Switzerland. The conditions that make it a haven for wildlife also make it difficult to police. Rangers with pump action shotguns are no match for the high calibre weaponry wielded by syndicates of poachers.

In January 2018, Dave flew several scouts to an area north of the river after shots were fired. Jill recalls, ‘While flying, Dave learnt that another group of scouts had already responded quickly and confronted the poachers. Unfortunately, one had been shot in the leg. An elephant had been killed and its tusks removed before the poachers fled.’

The Niassa Reserve covers an area about the size of Switzerland.

Dave flew the injured scout to a hospital in the nearest city. Although thunderstorms made the trip stressful, the scout survived and is expected to make a full recovery.

In the wider Kingdom perspective, it may be difficult to see exactly where wildlife conservation fits. Until, that is, we stop and remember that poverty is linked to the land and that it is geography which separates people from the services they need.

On the other hand, well-managed wildlife can generate an income for the

remotest communities. Dave and Jill serve with MAF because they keep one eye on the physical needs of people who are at risk of dying from preventable causes before they even get the chance to hear the Gospel. But, as creation stewards, they also know that the natural world is a display of God’s glory.

Every creature, from the smallest insect to the mighty elephant, is part of His perfect plan. But creation is fragile and requires our protection. Once the last elephant is gone, it is gone forever. 

MAF Pilot Dave is also a conservationist.

FlightCom Magazine

38

AMO LISTING

CAPE TOWN

FAX NO

Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments

CODE TEL NO

Interior

NAME OF AMO

Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint

AERO ENGINEERING & POWERPLANT

AES

(082)

494 3722

Cape Aircraft Interiors

(021)

934 9499

934 2022

ExecuJet South Africa

(021)

934 5764

934 2087

j

Placo

(079)

674 8351

076 901 6780

jjjjjjj j j jjjjjjjjjjj

BAC Aviation Greystones Aviation Components

(035) (031)

797 3610 569 2614

797 5341 569 2630

(082)

847 3562

Astwood Aircraft Electrical

(011)

315 9605

Superior Rotorworx

(076)

595 2120

(082)

346 0150

086 697 9096

AES

(011)

701 3200

701 3232

Aircraft Assessing Company (Pty) Ltd

(083)

310 8588

Paull@aacglobal.co.za

AMKA Aviation Pty (Ltd)

(084)

710 0864

ExecuJet South Africa

(011)

516 2300

011 659 1071

j

Gem Air

(082)

905 5760

011 701 2653

j

Integrated Avionic Solutions

(082)

831 5032

012 567 7320

Lanseria Aircraft Interiors

(011)

659 1962

Plane Maintenance Facility

(011)

659 2204

pmf@myconnection.co.za

The Propeller Shop

(011)

701 3114

086 543 7988

Tynay Aviation

(082)

088 6663

Leading Edge Helicopters cc

(013)

741 5582

741 8188

Ferreira Aviation Flightdeck Instrument Systems Westline Aircraft Maintenance

(051) (073) (051)

451 1682 513 3205 451 1717

451 1683 451 1641

jjjj

AviSys Aviation Systems Nevergreen Aircraft Industries Star Air Maintenance

(083) (010) (011)

442 5884 003 3747 395 2201

086 618 6996

jj

manager@nevergreen.co.za

j

973 4761

j

43 Air School

(046)

604 3686

jjjjj

(084) (011) (011) (079)

710 0864 827 7535 383 2024 492 0592

j

DURBAN

j

j

j

j j jj j

j jj

jjj j j j

j

jjjjjj

j

jj

j j

jj

jj

j

j

jj

jj j

jj

j

j

j

GEORGE AIRPORT Integrated Avionic Solutions

jjjjj

jjj

j

j

GRAND CENTRAL AIRPORT 315 0094

j jjjj

j j j jjjjjjjj

jj

KRUGERSDORP Skyworx Aviation

j

j

j j j jj

jjjj

LANSERIAâ&#x20AC;&#x2C6;AIRPORT

NELSPRUIT

NEW TEMPE BLOEMFONTEIN

OR TAMBO INTERNATIONAL AIRPORT

PORT ALFRED

RAND AIRPORT

j

jj

j j

j

j

jjj j j j

jjjjjj

jj

jj

j

j

j

jj

j

j j

j

j

jjjj

j

j

j

jjj

jjjj

j

j

j

j

j

j j

j

j

j

j

j

jj

j

jj

j j

jj

jj

j

jj

j

j jj j j

j

jj jj

j

j

jj

j

jj

j j j jjjj

j

jjjjjj

1

AMKA Aviation Pty (Ltd) Aerospace Electroplating Clifton Electronics Dynamic Propellers

39

j

FlightCom Magazine

827 9896 086 689 5645 086 548 2651

jj

j jjj

j

j

jj j

j

j j

Composite Manufacturing

Structural Repairs Inspections NTCA Aircraft Seat Belts Instruments

Sheet Metal Rebuilds Overhauls Electrics NDT Testing Refurbishments

FAX NO

Interior

CODE TEL NO

Fixed Wing Helicopter Avionics Piston Engines Turbine Engines Propellers Weight / Balance Paint

NAME OF AMO

RAND AIRPORT CONTINUED Emperor Aviation

(082)

497 1701

FLYONICS (Pty) Ltd

(082)

686 2374

michael@flyonics.co.za

Heli-Afrique cc

(011)

827 8632

086 503 1870

Placo (Pty) Ltd

(011) 827 9301

jjjj

j j j jjjj

j j

j jj

j

j jj

jj j

j

jj

j

j

827 3801

j

jjjjj j j jjjjj j jjjjj

(035)

786 0146/7 786 0145

j

jj

jj j j jjj

(083)

736 3969

086 508 6010

j

jj

jj j j

744 3412 110 4033 741 8221 543 3196 802 1347 543 0948 543 0775 464 7130 749 9256

086 613 9922 082 565 2330 741 8023 543 2323

j

jj

j

j

j

j

jj

jj

j j j jjjj

RICHARDS BAY Alton Aero Engineering

j

SPRINGS AIRFIELD Legair Maintenance

WONDERBOOM AIRPORT - PRETORIA

208 Aviation Aerocore Aircraft Maintenance International Adventure Air Aerotric Aero Engineering & Powerplant APCO Pty Ltd AVIA Instruments Avtech Aircraft Services Breytech Aviation cc

(083) (012) (013) (012) (087) (012) (012) (082) (082) (012)

567 3500

j j jj

j jj

aerotric@aol.com

543 9447 567 3630 086 602 6171 082 555 2808

jjjj j jjjjj

j

j

j

jj j

j

j

j

j

j

j

j

jjj

j

j

j

j

jj

jjj

j

086 643 0122

jj

j

jj

jjjj

j jj

jjj

j

Integrated Avionic Solutions

(012)

567 7312

567 7920

jjjjj

Sport Plane Builders cc

(083)

361 3181

086 514 5066

j

TAM Interiors

(083)

455 0215

Propeller Centre cc

(012)

567 1689

jj

j

jj

jj

j

j jjj

j

086 638 6821

j

j

j

j

NIGERIA - MURTALA MUHAMMED INTERNATIONAL AIRPORT ExecuJet Aviation Nigeria Ltd

+2341 295 5110

j

j

j

j

jj

jj j

jj

j

JOHANNESBURG F Gomes Upholsters

(011)

614 2471

614 9806

jj

j

j

Comporob CC

(012)

940 4447

086 502 3689

jj

j

jj

M&N Acoustics Services Pty (Ltd)

(012)

689 2007

086 211 469

jjjjjjj

j

PRETORIA

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

FLIGHT SAFETY THROUGH MAINTENANCE

j

jj

j j

Club Facilities

Aircraft/Heli Sales

Accommodadtion

Microlights & Ferry Flights

Gyro-Copter Training

Beginners/Advanced

Aerobatic Training

Charters

Hire and Fly

Conferences

Pilot Shop

Tail Draggers

Helicopter Training

CPL Practical

CPL Theory

Conversions

Simulator Training

Instructors Rating

IF Rating

Night Rating

FAX NO

Multi Engine

TEL NO

Single Engined

CODE

Ab-Initio Training

NAME OF School

Turbine - GS Training

FLIGHT SCHOOL LISTING

BRAKPAN BENONI FABB Titanium Air

(011)

914-5810

(021)

935 0719

083-292-0978

j

j

j

j

CAPE TOWN Aviation Pilot Training

j j jjjjj

j

jj

jj

Cape Town Flight Training Centre (084)

440-7922w

admin@cape-town-flying.co.za j j j j j j j j j j j

j

Era Flug

(021)

934-7431

934-7435

jj j j

Durban Aviation Centre

(031)

573-2995

Starlite Aviation Training Academy

(031)

571-6600

www.starliteaviation.com

(043)

736-6181

086-516-8475

Avcon Jet Africa

(011)

312-5676

www.avconjet.training

Flight Training Services

(011)

805-9015/6

805-9018

j jjjjjjj j j

Lanseria Flight Centre

(011)

312-5166

312-5159

j j jjjjjjj j j

Superior Pilot Services

(011)

805-0605

805-0604

j j jjjjjjj j jj

Alpi Flight Academy

(082)

556-3592

086-605-8948

Aviatech Flight Academy

(082)

303 1124

www.aviatech.co.za/

j jjjjjjj j j

j

j

j

j

j

j

j

DURBAN j j jjjjjjj j j

j

j

j j jjjjjjj j jjjjj j jjj

j

jjj

EAST LONDON Border Aviation Club

j jjjjjjj j j

j

j

j

j

GRAND CENTRAL j j jjjjjjj j j

jj j

j

jj

jj

j

jjj

jj

j jj

jj

j

j

j

KRUGERSDORP j jjjjj j

jjj

jj

j

jj

jjjjj j j

jj

j

j

j

jj j

LANSERIA AIRPORT / RANDBURG Aeronav Academy Gryphon Flight Academy Skyhawk Aviation

(011) (082) (011)

701-3862 562-5060 701-2622

701-3873 701-2623

j j jjjjjjj j j j jj j j jjjjjjj j j

Starlite Aviation Training Academy

(044)

692-0006

www.starliteaviation.com

j j jjjjjjj j jjjjj j jjj

Algoa Flying Club

(041)

581-3274

086-461-7067

Africa Aviation Academy

(011)

824-3528

info@aaacademy.co.za

Central Flying Academy

(011)

824-4421

U Fly Training Academy

(011)

824-0680

390-1738

Richards Bay Air Carriers

(035)

786-0146/7

786-0145

Rustenburg Flying Club

(082)

821 1690

082 619 8633

Bird Aviation

(016)

556-1007

info@birdaviation.co.za

Desert Air (PTY) LTD

+264

61 228101

+264 61 254 345

j j jjjj

j

j

Blue Chip Flight School

(012)

543-3050

543-1826

Loutzavia

(012)

567-6775

543-1519

Legend Sky

(083)

860-5225

086-600-7285

Powered Flight Training

(078)

460-1231

086-666-2077

Vortx Aviation Training

(072)

480-0359

086-524-0949

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

j j j j j

j j

j j jj

j

j

j

MOSSEL BAY PORT ELIZABETH RAND AIRPORT

RICHARDS BAY8 RUSTENBURG

VEREENIGING AIRPORT

WINDHOEK - EROS AIRPORT

j jjjjjjj j j

j j jjjjjjj j j j jjjjjjj j j j j jjjjjjj j j j jjjjj jjjj

jj j

j

j

jj j jj

j j j

jjj j

jj

j

j

j

jjj jj

j

jj

WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111

41

FlightCom Magazine

j

jj

j jjjjjjj j j

jj

jjj

j

jj

jj

jjj jj j jj j j j j

Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

E-MAIL

Regular Class 2, 3, 4

AME Doctors Listing

✗ ✗ ✗ ✗

Britz

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Centurion

012 654 8556

churchbs@live.com

Du Plessis

Alexander

Athlone Park

031 904 7460

dex.duplessis@intercare.co.za

Erasmus

Philip

Benoni

011 849 6512

pdceras-ass@mweb.co.za

Govender

Deena

Umhlanga Rocks

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

✗ ✗

Ingham

Kenneth

Midrand

011 315 5817

kaingham@hotmail.com

✗ ✗

Marais

Eugene

Mossel Bay

044 693 1470

eugene.marais@medicross.co.za

✗ ✗

Opperman

Chris

Pretoria Lynnwood

012 368 8800

chris.opperman@intercare.co.za

✗ ✗ ✗

Tenzer

Stan

Rand Airport & JHB CBD

083 679 0777

stant@global.co.za

✗ ✗ ✗

Toerien

Hendrik

White River, Nelspruit

013 751 3848

hctoerien@viamediswitch.co.za

✗ ✗ ✗

Van Der Merwe

Johann

Stellenbosch

021 887 0305

johann.vdmerwe@medicross.co.za

Van Niekerk

Willem

Benoni

011 421 9771

http://willemvanniekerk.co.za

Other countries

www.gryphonflight.co.za

“I did my ATPL Preparation, my B190 Proficiency Check as well as my MCC course with Gryphon Flight Academy and I was very pleased with the service!

Anton really listened and tailored a fitting package to my needs, unlike many other major Flight Schools, thus saving me a lot of money but still offered a great Training Experience. Only can recommend this school.” Patrick Heintschel.

EASA registered

SA Flyer 2019|01

FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS

FAA registered

For other aircraft types contact Anton Rousseau - 082 562 5060 anton@gryphonflight.co.za

Off-site Specialist tests

We offer Type Ratings on: PC12 • B190 • E120 • Embraer 135/145

On site Specialist tests

SPECIALISED ADVANCED AVIATION TRAINING

Senior Class 1, 2, 3, 4

CAA/0322

“My training experience at Gryphon Flight Academy could not have been more positive and rewarding. The Ground phase was delivered by an experienced Captain on both aircraft, who portrayed the utmost professionalism both as a pilot and instructor.

Similarly, the simulator sessions were instructed by experienced South African airline pilots with a genuine passion for the work they do. Their enthusiasm and professionalism were infectious and I completed the course feeling entirely confident that I was ready to operate commercially with a high level of expertise and professionalism” Garth Greyling

✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

✗ ✗ ✗ ✗ ✗ ✗

FlightCom Magazine

42

BACKPAGE DIRECTORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za

Dart Aircraft Electrical ATNS Mathew Joubert Percy Morokane 011 827 0371 011 607 1234 Dartaircraftelectrical@gmail.com percymo@atns.co.za www.dartaero.co.za www.atns.com Aviation Direct DJA Aviation Insurance 011 464 5550 Andrea Antel 0800Flying 011 465 2669 mail@dja-aviation.co.za info@aviationdirect.co.za www.dja-aviation.co.za www.aviationdirect.co.za Avtech Aircraft Services Riekert Stroh 082 555 2808 / 082 749 9256 avtech1208@gmail.com BAC Aviation AMO 115 Micky Joss 035 797 3610 monicad@bacmaintenance.co.za

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

Dynamic Propellers Andries Visser 011 824 5057 082 445 4456 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za Eagle Aviation Helicopter Division Tamryn van Staden 082 657 6414 tamryn@eaglehelicopter.co.za www.eaglehelicopter.co.za

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

GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za Gryphon Flight Academy Jeffrey Von Holdt 011 701 2600 info@gryphonflight.co.za www.gryphonflight.co.za

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

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

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

Aerocore Jacques Podde 082 565 2330 jacques@aerocore.co.za Blue Chip Flight School www.aerocore.co.za Henk Kraaij

012 543 3050 Elite Aviation Academy Aero Engineering & PowerPlant bluechip@bluechip-avia.co.za Jacques Podde Hover Dynamics Andre Labuschagne www.bluechipflightschool.co.za 082 565 2330 Phillip Cope 012 543 0948 info@eliteaa.co.za 074 231 2964 aeroeng@iafrica.com Border Aviation Club & Flight School www.eliteaa.co.za info@hover.co.za

Liz Gous www.hover.co.za Aero Services (Pty) Ltd 043 736 6181 Emperor Aviation Chris Scott admin@borderaviation.co.za Paul Sankey Indigo Helicopters 011 395 3587 www.borderaviation.co.za 082 497 1701 / 011 824 5683 Gerhard Kleynhans chris@aeroservices.co.za

paul@emperoraviation.co.za 082 927 4031 / 086 528 4234 www.aeroservices.co.za Breytech Aviation cc www.emperoraviation.co.za veroeschka@indigohelicopters.co.za

012 567 3139

www.indigohelicopters.co.za Aeronav Academy Willie Breytenbach Enstrom/MD Helicopters Donald O’Connor admin@breytech.co.za Andrew Widdall IndigoSat South Africa - Aircraft Tracking 011 701 3862 Gareth Willers sam@aeronav.co.za Bundu Aviation 011 397 6260 aerosa@safomar.co.za 08600 22 121 www.aeronav.co.za Phillip Cronje www.safomar.co.za sales@indigosat.co.za 083 485 2427 www.indigosat.co.za Aerotric (Pty) Ltd info@bunduaviation.co.za Era Flug Flight Training Richard Small www.bunduaviation.co.za Pierre Le Riche Integrated Avionic Solutions 083 488 4535 021 934 7431 Gert van Niekerk aerotric@aol.com Celeste Sani Pak & Inflight Products info@era-flug.com 082 831 5032 Steve Harris www.era-flug.com gert@iasafrica.co.za Aircraft Assembly and Upholstery Centre 011 452 2456 www.iasafrica.co.za Tony/Siggi Bailes admin@chemline.co.za Execujet Africa 082 552 6467 www.chemline.co.za 011 516 2300 International Flight Clearances anthony@rvaircraft.co.za enquiries@execujet.co.za Steve Wright www.rvaircraft.co.za Cape Aircraft Interiors www.execujet.com 076 983 1089 (24 Hrs)

Sarel Schutte flightops@flyifc.co.za Aircraft Finance Corporation 021 934 9499 Federal Air www.flyifc.co.za Ryan Forrester michael@wcaeromarine.co.za Nick Lloyd-Roberts 011 467 2990 / 082 890 6962 www.zscai.co.za 011 395 9000 Investment Aircraft ryan@airfincorp.co.za shuttle@fedair.com Quinton Warne www.airfincorp.co.za Cape Town Flying Club www.fedair.com 082 806 5193 Beverley Combrink aviation@lantic.net Aircraft Maintenance International 021 934 0257 / 082 821 9013 Ferry Flights int.inc. www.investmentaircraft.com Pine Pienaar info@capetownflyingclub.co.za Michael (Mick) Schittenhelm 083 305 0605 www.@capetownflyingclub.co.za 082 442 6239 Jabiru Aircraft gm@aminternational.co.za ferryflights@ferry-flights.com Len Alford Cape Town Flight Training Centre www.ferry-flights.com 044 876 9991 / 044 876 9993 Aircraft Maintenance International Steven van Zyl info@jabiru.co.za Wonderboom 021 976 7053 Fireblade Aviation www.jabiru.co.za Thomas Nel admin@cape-town-flying.co.za 010 595 3920 082 444 7996 www.cape-town-flying.co.za info@firebladeaviation.com Jim Davis Books admin@aminternational.co.za

www.firebladeaviation.com Jim Davis Capital Air 072 188 6484 Air Line Pilots’ Association Micaella Vinagre Flight Training College jim@border.co.za Sonia Ferreira 011 827 0335 Cornell Morton www.jimdavis.co.za 011 394 5310 micaella@capitalairsa.com 044 876 9055

alpagm@iafrica.com www.capitalairsa.com ftc@flighttrainning.co.za Joc Air T/A The Propeller Shop www.alpa.co.za

www.flighttraining.co.za Aiden O’Mahony

Century Avionics cc

011 701 3114 Airshift Aircraft Sales Carin van Zyl Flight Training Services jocprop@iafrica.com Eugene du Plessis 011 701 3244 Amanda Pearce 082 800 3094 sales@centuryavionics.co.za 011 805 9015/6 Kishugu Aviation eugene@airshift.co.za www.centuryavionics.co.za amanda@fts.co.za +27 13 741 6400 www.airshift.co.za www.fts.co.za comms@kishugu.com Chemetall

www.kishugu.com/kishugu-aviation Airvan Africa Wayne Claassens Flightsure Aviation Brokers Patrick Hanly 011 914 2500 Mandy Coetzer Kit Planes for Africa 082 565 8864 wayne.claassens@basf.com 011 805 1884 Stefan Coetzee airvan@border.co.za www.chemetall.com mandy@flightsure.co.za 013 793 7013 www.airvan.co.za www.flightsure.co.za info@saplanes.co.za Chem-Line Aviation & Celeste Products www.saplanes.co.za Algoa Flying Club Steve Harris Fly Jetstream Aviation Sharon Mugridge 011 452 2456 Henk Kraaij Kzn Aviation (Pty) Ltd 041 581 3274 sales@chemline.co.za 083 279 7853 Melanie Jordaan info@algoafc.co.za www.chemline.co.za charter@flyjetstream.co.za 031 564 6215 www.algoafc.co.za www.flyjetstream.co.za mel@kznaviation.co.za

Comporob Composite Repair & www.kznaviation.co.za Alpi Aviation SA Manufacture Flying Frontiers Dale De Klerk Felix Robertson Craig Lang Landing Eyes 082 556 3592 072 940 4447 082 459 0760 Gavin Brown dale@alpiaviation.co.za 083 265 3602 CraigL@fairfield.co.za 031 202 5703 www.alpiaviation.co.za comporob@lantic.net www.flyingfrontiers.com info@landingeyes.co.za www.comporob.co.za www.landingeyes.com Apco (Ptyd) Ltd Flying Unlimited Flight School (Pty) Ltd Tony/Henk Corporate-Aviators/Affordable Jet Sales Riaan Struwig Lanseria Aircraft Interiors 012 5213 0775 Mike Helm 082 653 7504 / 086 770 8376 Francois Denton support@apcosa.co.za 082 442 6239 riaan@ppg.co.za 011 659 1962 / 076 810 9751 www.apcosa.co.za corporate-aviators@iafrica.com www.ppg.co.za francois@aircraftcompletions.co.za www.corporate-aviators.com Aref Avionics Lanseria International Airport Hannes Roodt C. W. Price & Co Foster Aero International Dudley Foster Mike Christoph 082 462 2724 Kelvin L. Price 011 659 2533 011 367 0300 arefavionics@border.co.za 011 805 4720 info@fosteraero.co.za mikec@lanseria.co.za cwp@cwprice.co.za www.fosteraero.co.za www.lanseria.co.za Atlas Aviation Lubricants www.cwprice.co.za Steve Cloete

Gemair Legend Sky 011 917 4220 Dart Aeronautical Andries Venter 083 860 5225 / 086 600 7285 Fax: 011 917 2100 Jaco Kelly 011 701 2653 / 082 905 5760 info@legendssky.co.za Sales.aviation@atlasoil.co.za 011 827 8204 andries@gemair.co.za www.legendsky.co.za www.atlasoil.africa dartaero@mweb.co.za

43

FlightCom Magazine

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia Charters Henry Miles 012 567 3873 charters@loutzavia.co.za www.loutzavia.co.za

Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

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

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Pieter Hulleman 012 543 0371 riks@pasaviation.co.za www.pasaviation.co.za Precision Aviation Training Academy Johan Odendaal 012 543 0372 / 082 553 4413 johan@pasaviation.co.za www.patahelicopters.co.za

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

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

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com Starlite Aviation Training Academy Enquiries Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za The Airplane Factory Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

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

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

SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

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

SIM Aerotraining (Pty) Ltd 011 395 1326 Keith Roseveare keithr@simaero.co.za www.sim.aero

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

Skyhorse Aviation Tamarin Bond 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

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

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

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical

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

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

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

Pacair Wayne Bond 033 386 6027 pacair@telkomsa.net

Southern Rotorcraft 021 935 0980 082 777 0805 sasales@rotors-r-us.com www.rotors-r-us.com

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com

Solenta Aviation (Pty Ltd) Johann Minnaar 011 707 4000 info@solenta.com www.solenta.com Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

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

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za

U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

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

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

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

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

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

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

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com

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

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

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

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

FlightCom Magazine

44

SUBSCRIBE DELIVERED TO YOUR DOOR IN MAJOR CITIES

R325 FOR 12 ISSUES OF AFRICA’S LARGEST AVIATION MAGAZINE *Offer only valid for South Africa, please email for individual prices on international subscriptions.

First Name: Surname: Tel - Home:

Mobile:

Email: Delivery/Postal Address:

Special edition

has

t

ts

he

nful

THE BEST OF SA FLYER’S FLYING THE BIG JETS

Includes SAPO postage fees

R129 FOR ONE EDITION OR R850 FOR ALL 9!

gh

am

Africa’s Biggest Selling Aviation Magazine

FLYING THE

BIG JETS EVERYTHING YOU WANTED TO KNOW ABOUT AIRLINE FLYING.

and

t at

rust

Amazing Opening Shots

Becoming An Airline Pilot

ing

*Email subs@saflyermag.co.za with POP

1: CREDIT CARD Card No: Exp Date: CVC No:

2. EFT (use subscriber name as reference) Flyer And Aviation Publications First National Bank Fourways Acc #: 6246 558 5118 Branch Code: 251 655

THE BEST OF SA FLYER’S

for

payment options

All About Airliners

the

njoy

Flying the Big Jets

2013

Magical Flights

Plus:

| VOLUME 9

• • • •

SAA How To Become An Airline Pilot Accidents & Incidents Beautiful Pictures

Issue 9

3. SNAPSCAN

The Challenges

Scan Here

R129.00

2018/11/20 10:11

Also available for digital download at www.saflyermag.com