1 April 2019 | www.saflyer.com
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Edition 282
CONTENTS COLUMNISTS SA FLYER
16 Guy Leitch - ATTITUDE FOR ALTITUDE 20 Peter Garrison - LEADING EDGE 24 Jim Davis - PLAIN TALK 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 70 Chris Martinus - AOPA BRIEFING
FLIGHTCOM
5 Mike Gough - Airline Ops 11 Hugh Pryor - Bush Pilot 29 Defence - Darren Olivier
Red Bull Air Race Page 58
68 4 April 2019 | www.saflyer.com
Edition 282
CONTENTS FEATURES SA FLYER
22 Letters To The Editor 54 Travel - Kings Camp 58 Red Bull 2019 60 CAA/RAASA Briefing 64 Tech Talk - Wyndham Ferreira 68 FASHKOSH 2019 Airshow 75 Helicopter Feature 76 Flight Test - R44 Raven II
76 REGULARS 10 Opening Shot 18 Quote of the Month 45 Flightsure Register Review 48 SV Aviation Fuel Table 47 Market Place
FLIGHTCOM
FLIGHTCOM
15 21 25 27 35 37
3 4 GIB Events
Face to Face: Akbar Al Baker 2019 Ammunition Capability Demo Briefing: The African Airline Industry Aviation Africa Summit
Pilot Attacks Flying Club The Ultimate Namibian Fly-In
6 April 2019 | www.saflyer.com
38 Federal Airlines Charter Directory 39 AEP AMO Listing 41 Gryphon Flight School Listing 42 AME Directory 43 Aviation Directory 45 Subscriptions
Serious about flying
POSITION REPORT
A
senior
Training
–
Captain
informs
Bombardier aircraft flying to 119 international
me that an African
destinations in five continents. They have
airline to which he
one of the youngest fleets in the industry;
consults no longer
the average fleet age is five years while the
wants to employ
industry average is 12 years. Ethiopian has
pilots produced by
tripled its passenger volume, now flying more
South African flight schools.
they now have 113 Boeing, Airbus and
than 11 million passengers annually.
This Training Captain reckons that the
This
is a growth story where South African flight
South African Commercial Pilot syllabus
schools are largely missing out.
has lost its way and that pilots are not being
Each year Ethiopian’s Aviation Academy
trained to fly, so much as to navigate through
trains more than 2,000 pilots, flight attendants
a box ticking exercise of complying with
and other employees for Ethiopian Airlines as
unrealistic and irrelevant training standards.
well as several other African airlines. In the
This appears to be yet another example
past five years GebreMariam says his airline
of how South African aviation is being held
has invested more than half a Billion dollars
back by poor governance.
in training.
A case in point is as I discussed in a
Ethiopia has successfully implemented a
WUCAA article last year, the South African
‘whole-of-state aviation policy’ that supports
Instrument Rating (IROPS), which has become extremely difficult to
its national airline and the aviation industry as a whole. And this is
obtain – causing many aspiring professional pilots to complete their
good for the general aviation industry. In contrast, South Africa is
training in the USA or elsewhere in Africa. The flight schools now
being left behind, hamstrung by poor governance and a fragmented
admit that they have had to revert to teaching their students to pass
and dysfunctional regulatory environment.
exams by learning to answer past papers, rather than teaching them
South African Airways used to be the undisputed champion of
to actually understand the intricacies of flying. Those who do not
African airlines. It is now a lowly third. If South African training is not
manage to pass the IROPS exam effectively become professional
to continue to fall behind its African competitors, we need a regulator
pilots who, without an instrument rating, are not qualified to fly in
that is less adversarial and more constructive in its dealings with its
instrument conditions.
industry.
It is hard not to blame the regulator for damaging the flight training industry. A few years ago South African trained pilots were in
The calls for an ombudsman to rein in the excesses of the regulator are becoming more strident.
Guy Leitch
demand worldwide, but now the African airlines have moved ahead of South African flight schools. Writing in response to the tragic loss of flight EK302, Tewolde GebreMariam, the Group CEO of Ethiopian Airlines says that in
EDITOR & PUBLISHER
less than a decade, Ethiopian Airlines has tripled the size of its fleet
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 April 2019 | www.saflyer.com
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OPENING SHOT
10 April 2019 | www.saflyer.com
Send your submissions to guy@saflyermag.co.za or owen@saflyermag.co.za
T
HE dramatic Namibian desert provides endless opportunities for captivating aerial photography. Jay Roode took advantage of just such an opportunity over the Dorob dune fields south of Swakopmund to shoot this lonely Maule. He used his Canon EOS 5DR with an exposure of 1/1600 sec and an aperture of f7.1 to capture this striking image of the aircraft against the hard dune ridge line with the detailed desert textures below it. Next time he says he will use a shutter speed of around 1/100th second to unfreeze the propeller!
11 www.saflyer.com | April 2019
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WASSUP? REPORT: OWEN HECKRATH
BOEING AUTONOMY The
PAV
prototype
completed
a
It didn’t fly far, but a takeoff, hover, and successful landing in
controlled
Virginia, USA, recently launched Boeing’s official contribution to
during the flight, which tested the vehicle’s
autonomous aerial vehicles.
takeoff,
hover
and
landing
autonomous functions and ground control systems. Future flights will test forward, wing-borne flight, as well as the transition phase between vertical and forward-flight modes which is typically the most significant engineering challenge for any high-speed VTOL aircraft. The NeXt program also includes an unmanned cargo aircraft able to transport up to 250 Kg of freight. “In one year, we have progressed from a conceptual design to a flying prototype,” said Boeing Chief Technology Officer, Greg
A
Hyslop. “Boeing’s expertise and innovation Flight
URORA Sciences,
a
Boeing
the form of on-demand, autonomous air transportation.
the
Electric motors drive the PAV, which
effort to design and
uses a mix of lifting rotors and aerofoils to
build a passenger air
achieve vertical takeoff and landing, and
subsidiary,
led
vehicle (PAV) under
more efficient forward flight supported by
the Boeing NeXt program, which aims to
wings. The PAV will have a range of up to
bring urban air mobility to the masses in
80 kilometres.
DRONES
the world’s safest and most efficient form of transportation, and we will continue to lead with a safe, innovative and responsible
j
approach to these new mobility solutions.” LEFT: The Boeing Passenger Air Vehicle prototype logged its first flight in Jan - Photo courtesy of Boeing.
INFLATED
It happens everywhere. China-based drone manufacturer DJI has discovered that some of its employees inflated costs of parts and materials on some of its products ‘for personal financial gain,’ according to a recent company statement.
A
have been critical in developing aviation as
DJI
estimates
that
the
fraudulent
activities uncovered could have cost the company up to 1 billion Yuan (R2 billion). “These actions do not represent DJI,
S the result of an internal fraud
investigation,
an
unspecified
number
employees
have
DJI Staff weren't being watched closely enough.
our culture, or our 14,000 employees, who work hard every day to serve customers and
of
develop cutting-edge technologies,” a DJI
been
spokesperson said. “We are taking steps
violating
to strengthen internal controls and have
company policies. In addition to continuing to
established new channels for employees to
investigate the situation itself, DJI says that it
submit confidential and anonymous reports
has contacted law enforcement officials and
relating to any violations of the company’s
is cooperating fully with their investigation.
workplace conduct policies.”
dismissed
for
14 April 2019 | www.saflyer.com
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ATTITUDE FOR ALTITUDE GUY LEITCH
THE BOEING 737 MAX:
a cocktail of a devil in the system, uber-pilots and negotiable safety
Airlines have always liked to claim that safety is not negotiable. However, the events surrounding the
Ethiopian 737 MAX 8 crash show that this is simply not true. [Ed’s Note an earlier and simpler version of this column was published by online news site Daily Maverick a few days after the EK302 crash]
in the 1965, to save Boeing a huge amount
first sign of an uncommanded pitch reduction
Inspector
of time and money in development and to
they can turn the stab trim function off. The
General of the United States Department of
reduce the training requirements for the
passengers should hardly notice the blip.
Transportation, said in a CNN interview that
operators.
THE DEVIL IN THE SYSTEM Mary
Schiavo,
former
Shortly after the Ethiopian crash, Donald
the Boeing 737 has outlived its useful life
But now the MAX has been described
Trump cast aspersions on the Ethiopian and
but is being kept alive because “Boeing has
by a retired captain as “an old necklace, with
Lion Air pilots, specifically their failure to
more clout than the FAA” and that is why it
too many charms added.” And this may be
use the Stab-Trim cut-off switches. Trump
still flies in the USA.
the root of the devil in the system.
is notably close to Boeing, and his Acting Secretary
of
Defence,
Pat
Shanahan,
It was evident, within minutes of the
When the Lion Air MAX crashed into
Ethiopian crash, that there were striking
the sea off Jakarta the Flight Data Recorder
worked for Boeing for 21 years. This close
resemblances to the Lion Air crash of 29th
(FDR) showed that the airspeed indication
relationship between POTUS and Boeing has caused the Ethiopians to distrust the
October last year. It may be premature to speculate on these crashes in the absence of official findings, but the similarities
Amazingly - the data from the CVR and FDR was recoverable.
Americans. But the quality of the pilots in these two
have been confirmed by the initial Flight
crashes nonetheless poses a real question.
Data Recording findings – and they speak
Boeing argues that simply switching the
volumes.
Stab Trim off is a basic skill required of all pilots for all 737s, even the fifty year old first
Boeing’s 737 has been progressively generations
generation ones. It is required training for
of models. The MAX’s Leap 1B engines
all 737 pilots in the simulator. However no
changed the handling characteristics and
matter how realistic they are, the one thing
developed
through
various
simulators cannot do is replicate the often
to save Boeing from having to re-certify the aircraft because of the handling differences,
was wrong and this had caused the MCAS
violent G forces. When you are porpoising
and to save airlines buying the MAX from
to constantly try to lower the nose of the
through the sky, finding the switches,
having to spend money on expensive
aircraft, despite the pilots’ best efforts to
removing their protective bar and flicking the
pilot training, the FAA agreed to Boeing’s
raise it. Eventually the stab-trim forced the
two switches requires a cool head.
request to install a system called MCAS
nose so far down that the aircraft dived near-
For passengers, having to hope that
(Manoeuvring Characteristics Augmentation
vertically into the sea. And judging from the
their pilot is an unflappable uber-pilot is
System - a stabilator trim system to
FDR, plus the radar and satellite returns, this
scant comfort. But in support of the cool
automatically trim the nose down when hand
is also what happened to the Flight EK302.
head proponents, it is important to note that there have been a number of other incidents
flying at low speeds to prevent the plane from stalling. What Boeing omitted to do was to tell the
reported where the MCAS was successfully
THE NEED FOR UBER-PILOTS After
the
Lion
Air
crash,
Boeing
neutralised, and these were handled by the
pilots about the MCAS system and to build
recommended that pilots use the Stab-Trim
in proper redundancy for its data sources.
cut-out switches to isolate a trim runaway
As a side note, for those who reckon
So the 737 MAX relied on the ‘grandfather
caused by the MCAS. If the pilots are
that the age of pilotless airliners is imminent,
rights’ from the original B737-100, certified
properly trained and sharp enough, at the
the need for uber-pilots in these instances
16 April 2019 | www.saflyer.com
pilots applying Boeing’s basic training.
shows that a ‘fleshware’ pilot will always be required for when the computers run amok.
Boeing argues that the pilots should have used the Stab Trim Switches to isolate the MCAS.
PROFITS VS SAFETY What these two tragedies have done is shine a spotlight on the age-old conflict between profits and passenger safety. And some airlines have failed the scrutiny. Understandably, many passengers said that they would refuse to fly in a Boeing 737 MAX until the cause of the two crashes is identified and fixed. The problem passengers faced was how to know if they had been booked on a MAX, and what to do if they had been. For those who asked, I attempted to explain the key visual difference between the two, and that is that the MAX has a sawtooth edge to the back of its engines. But naturally, if there was a possibility of them flying on a MAX, many passengers would refuse to fly on any Boeing 737. Despite this, South Africa’s Comair, and most of the American Airlines, initially refused to ground their Max 8s, presumably on the strength of Boeings claims that any properly trained pilot would simply move the Stab Trim switches to off. It brings things close to home to know that the Ethiopian MAX’s takeoff immediately preceding its fatal crash had been from OR Tambo Airport, carrying many South Africans. A commentator on www. avcom.co.za said; “If this error [with the
certainly what finally forced the Americans
on order and they are producing them at the
MCAS] had happened one sector earlier we
to re-actively ground all MAX 8 and 9s.
incredible rate of 57 new planes each month.
would have been clearing up aircraft parts,
The weight of public opinion indicates that
It’s no wonder that U$25 Billion was wiped
human remains and debris from the eastern
the world simply no longer trusts Trump’s
off Boeing’s market cap by the Ethiopian
suburbs of Pretoria today.” This explains why
America, its Federal Aviation Administration
crash.
Australia and then other countries banned
and Boeing, to be honest about safety. It
The war between Airbus, with its A320
all MAX flights from their airspace, not just
is significant that Ethiopia insisted that the
family, and Boeing with its heritage 737
their local MAX fleet.
‘black boxes’ not be sent to the USA for
design, is intense. These two crashes
analysis.
have shown how far Boeing had to go in
What is, however, hard to swallow is that Comair and all the American Airlines initially
The
fallout
from
the
Trump
its attempts to keep the 737 competitive.
refused to ground the MAX. Yet Comair has
administration’s grounding of the MAX is
Major Boeing MAX orders are mooted to be
only one MAX 8, and even with the exposure
profound. As long as the airlines chose
switching to Airbus, which must be smirking
of a single MAX, being just 4-percent of their
to ground the aircraft themselves, Boeing
all the way to the bank.
fleet, Comair chose to put profits ahead of
was not responsible for their losses. But
It is also a great loss to Africa’s safety
passenger safety.
the grounding by the FAA makes Boeing
record – after years of being the most
Not knowing what the problem buried in
responsible for the airlines’ losses for all
dangerous place to fly, Africa cleaned up its
the MCAS system is, and relying solely on
371 MAX planes flying worldwide. There is
act and had not a single fatal airline accident
uber pilots to be sufficiently cool headed
nothing more expensive to an airline (short
for the past two consecutive years.
to switch the system off, is simply not good
of a crash) than a brand-new airliner sitting
enough, particularly in the information
idly on the ground. Norwegian has already
crashes remind us how both the airframe
age. It was only when the overwhelming
said it will send the bill to Boeing after it was
manufacturers and the airlines are able
opprobrium bubbling through social media
forced to ground its fleet of 18 MAX 8s. The
to pressurise the regulators and make ill-
impacted Comair that they changed their
other airlines will no doubt follow suit.
judged decisions about putting profits ahead
minds. Plus perhaps the realisation that if
The scale of this disaster for Boeing is
there had been a third crash, it would have
colossal. The narrow body MAXes make up
wiped out the airline.
much more than half of Boeing’s total airline
This mass of public opinion is almost
sales. Boeing has nearly 5,000 737 MAXs
But
more
worryingly,
of passenger lives.
these
MAX
j
guy@saflyermag.co.za
17 www.saflyer.com | April 2019
KEEP IT LITE
Quote of the month: Boeing’s Manoeuvrability Characteristics Augmentation System (MCAS) has been blamed for having what Guy Leitch calls a "Devil in the System”. Avcom.co.za poster Flying Sourcer posits that the genealogy of MCAS is that it was: • Conceived in desperation, • Morphed into a monster during gestation, • Delivery in secrecy, by an illegitimate midwife, • [and became] - A murderer unleashed.
18 April 2019 | www.saflyer.com
LEADING EDGE PETER GARRISON
MISCONCEPTIONS For a brief moment a few years ago, a YouTube video of a stunt plane that lost a wing in flight and nevertheless managed to land safely was the talk of the Internet.
P
ILOTS from many countries
The F-15 that had lost a wing was a special case.
sent me links to this video, mostly
marvelling
at
the
pilot’s display of coolness and flying skill. Some non-pilots
displayed a more robust scepticism: Is this really possible? My own first reaction on seeing the video was that it was a fake. I knew that an F-15 had once lost a wing and landed, but that was a special case, involving an aeroplane with unusual geometry and control surfaces. This was different. The aeroplane was conventional. The wing broke at the wrong time, during a low-G manoeuvre. The exclamations of onlookers, heard in the background, don’t have quite the tone of fascinated dismay that the spectacle of the imminent death of a human being usually evokes. The stump of the missing wing, clearly visible during the landing sequence, does not look ragged enough to be the scene of an actual wing failure. The aeroplane lands right in front of the camera – a suspicious circumstance, since unexpected and freakish occurrences seldom allow for ideal camera placement – and the dynamics of its landing are unrealistic. The aeroplane seems to have almost no momentum, but just bounces sharply once and stops. It just looks like a model, the way ships tossed by stormy seas in old movies looked like toy ships. The tape was evidently a composite of footage of a real aeroplane and footage of a similar-looking radio-controlled model rigged to jettison a wing. The more I viewed it, pausing here and there, the more obvious the discrepancies became. I thought this was an awful lot of trouble to go through to create a YouTube video.
– I had not followed the links to the interview
aeroplanes can have thrust significantly
with the heroic pilot – that the whole thing
greater
was a promotion for a German clothing
aeroplanes
brand. It was a form of “viral advertising”
they’re standing still. At air shows you see
– the ingenious stratagem of attaching a
aeroplanes hang from their props, or even
promotional message to something that then
slowly climb straight up. It’s surprising, but
spreads like an infectious disease through
not that implausible: Static thrust in pounds
the Internet, at no cost to the creator,
is four or five times rated horsepower, and so
propelled solely by its intrinsic interest or
may be equal to or slightly greater than the
shock value.
weight of a small aeroplane with a powerful
than
their
can
too,
weight. but
Full-scale only
when
Further rambling through the farrago
engine. Full-span ailerons, parts of which
of jewels and junk that is YouTube led me
are in the slipstream, cancel the torque
to a couple of videos that made it plain that
reaction.
landing after deliberately losing a wing is
When you’re missing a wing, any
a recent addition to the repertoire of jaded
lift from the remaining one produces an
RC pilots. The envelope of RC acrobatics
uncontrollable rolling moment. Any lift you’re
is larger than that of piloted acrobatics, even
going to get has to come from the fuselage
though today’s piloted exhibition aeroplanes
in knife-edge flight. You see the model
are capable of tricks that would have been
aeroplane do this in the fake video; it’s quite
impossible a few years ago. And not actually
nose-high – maybe 30 degrees, where the
being inside an aeroplane whose wing had
lifting component of the thrust would be half
come off is a great aid to retaining one’s
the total thrust – and although a narrow,
presence of mind.
streamlined object like a fuselage lifts
But after a few days debunking documents
It’s all a matter of power or, to be
inefficiently, it does lift enough that, with the
began to appear on the Web, and it transpired
more precise, power-to-weight ratio. RC
vertical component of the thrust, it allows the
20 April 2019 | www.saflyer.com
COLUMNS transparently obvious and beyond dispute,
Although a narrow, streamlined object like a fuselage lifts inefficiently, it does lift enough.
the Mythbusters team managed to locate a pilot who actually thought, or at least was willing to humiliate himself by saying in front of a camera that he thought, that his own aeroplane would not take off, but would just sit there like a brick. They then set up a practical experiment. They laid out a very long ribbon of heavy canvas on a runway, attached a powerful truck to it, and towed it one way while the pilot attempted to take off from it the other way. Not surprisingly, the aeroplane took off in the usual fashion. Of course it did; why shouldn’t it? The only thing that was different was that its tyres were spinning twice as fast.
aeroplane to maintain altitude or even climb. The model’s advantage over the fullscale aeroplane is its huge excess thrust. The model can not only hang from its prop; it can climb vertically from a standstill or recover from a steep descent using only rudder, fuselage lift and engine thrust. The piloted aeroplane can hang from its prop only after using wing lift to get into the vertical attitude, and can maintain altitude in knifeedge flight only in a narrow range of speeds. The engine of the model is dominant: The aeroplane goes wherever it’s pointed. Putting this together, and, apart from the tell-tale visual discrepancies, it was evident from first principles that no full-scale aeroplane could do what the model did – that is, recover into controlled flight from a spin after the loss of a wing, climb vertically, fly an approach from downwind in knife-edge, roll level just in time to touch down, and stop in a few feet. (A pilot, on the other hand, might possess the required sang-froid. The late British acrobatic pilot Neil Williams experienced a partial spar failure in a Zlin in 1970. One wing began to fail upward, and Williams rolled inverted, flew an approach, and rolled out in the correct direction to keep the lighter load on the failing wing.) Alternatively, the fact that it can be done by a model shows that it could be done by a piloted aeroplane with a similar thrust-toweight ratio, regardless of the differences due to scale effects. Now that the trick’s
The pilot, after landing, looked surprised and Beside
the
question
of
whether
baffled. Back to ground school!
an aeroplane could land after losing a
If the puzzle raises any doubts at
wing, some other conundrums circulate
all, they arise from a mistaken analogy
persistently among pilots. Some are more
between aeroplanes and cars. Cars propel
subtle than others. One of the subtler kind is
themselves by turning their wheels; the
the pigeon problem: If an aeroplane contains
Newtonian “equal and opposite reaction”
a flock of pigeons, and the pigeons all take
is supplied by the ground. If you put a car
flight at once, what happens? Some people
on a conveyor belt going the other way and
think the aeroplane climbs, because it is
at the same indicated speed, it won’t go
relieved of the weight of the pigeons. Some
anywhere, because the rotation of its wheels
believe that it maintains the same altitude,
is cancelled by the opposite motion of the
because the forces holding the pigeons
belt. But the motion of an aeroplane arises
aloft are exactly balanced by increased
from the force exerted by its propellers or
pressure on the floor. The latter explanation
jets; it has no dynamic connection to the
is closer to the truth, but the real answer is
ground, other than the friction of its wheels,
that the aeroplane moves slightly downward,
which is a minor component of its total drag
because the centre of gravity of the closed
at takeoff.
system has moved slightly upward.
The Mythbusters moving runway would
Here’s one from the other end of the
have a semi-useful application. If you
silliness spectrum: If an aeroplane tries to
attached a rope to the nose of the aeroplane
take off from a conveyor belt that moves in
and secured the other end of it to a spring
the opposite direction to the aeroplane, and
scale attached to some immovable object,
at exactly the same speed, will the aeroplane
such as a Popular Misconception,
take off?
could measure the rolling resistance of the
you
This riddle managed to inspire a
aeroplane’s wheels. For small aeroplanes, it
segment of the television show Mythbusters.
would be at most a few pounds – negligible
In order to gin up interest in this particular
in comparison with the hundreds of pounds
question,
of thrust produced by even a small propeller.
whose
answer
should
be
j
The late British acrobatic pilot Neil Williams who experienced a partial spar failure in 1970.
potential for worldwide celebrity has been demonstrated, it may only be a matter of time until we see an aeroplane with a turbine or rotary engine lose a wing in an airshow and land safely. Heck – why lose just one? Why not both?
21 www.saflyer.com | April 2019
LETTERS TO THE EDITOR and therefore affect takeoff and landing runs.
B-58, so possibly the rudder on the B56TC
Bravo Zulu to the pilots of the two
I note that the author uses reduced power for
may be the same as that on the B-58?)
Gripens and the four Hawks that took part in
normal takeoffs, which is prudent. However,
however the extra distance from the prop to
the live firing exhibit from Muizenberg a few
when faced with the busy environment of
the rudder of the B56TC is in your favour.
weeks ago. I live in Meadowridge a couple
a single engine go-around in instrument
The B56TC has no significant increase in
of blocks from the well-known thoroughfare
conditions, this aircraft is treacherous, far
either speed, Vyse is also only 5 kts faster
of Ladies Mile. We were assailed by these
more so than a 58 or E55. I wouldn’t be
than that of a B-58. (Please bear in mind I
noisy fast jets, the Hawks more so than
surprised if Beechcraft withdrew this model
obtained these speed off the internet and
the Gripens, as they passed low overhead,
on that basis alone.
could be out by one or two knots, speeds
SAAF AIR CAPABILITY DEMO
en-route to Muizenberg for their practices.
I will always recall my instructor, the
These flybys were in the late twilight to start
late Robbie Burt, advising me to be wary
with, but full darkness at the end. I was truly
of engine upgrades on light twins, after a
N56GF however has two modifications
impressed by the first pair of the Hawks for
twin Comanche with added turbochargers
that reduce both these speeds significantly.
their tight formation, the second pair were a
careened off the runway after an engine
Vortex generators publish a 10 kts reduction
bit further apart, max of maybe 100 metres.
failure, fortunately with no injuries. The 56TC
in Vmc! The winglets also contribute to
Similarly, the Gripen pair were also in tight
is a wonderful aircraft though, and well worth
better single engine controllability. I believe
together. Bloody good show.
preserving.
N56GF numbers on both speeds would be
And thanks for the mag which is eagerly
Anthony Key
also differ between different B-55 and B-58 variants).
lower than that of a standard B-55.
awaited each month. Why has John Bassi
As with all piston twins there is a
dropped from the scene. Enjoying the
short period on takeoff and landing when
new writers too. Please pass on to your
Hi Anthony, thanks for your letter and
operating below Redline. When flying the
subscription lady my thanks for sorting out
comments. We felt that your letter warranted
B56TC I would be past 83 kts seconds after
my past delivery problems and let her know
an answer from the monster Baron’s current
lift-off and would only go below red line on
the delivery service is now throwing them
pilot.
short-short finals. On take-off with all piston
up the driveway for me to safely collect. All up to date.
twin it’s good practice to keep a shallow ROC initially to obtain Blueline speed as
NICO VAN STATEN REPLIES:
John Armstrong
Reduced power take-offs are only an engine longevity exercise not a controllability
soon as possible; that’s your magic speed with one engine.
GUY REPLIES
issue or problem. As the B56TC is heavier
On the ground during takeoff following
DEAR JOHN
and more powerful aircraft you are correct
an engine failure with a piston twin it’s vital
John Bassi seems to have both run
in saying Redline speed Vmc – minimum
for a pilot to get the power off the operating
out of inspiration for a while and is under
control speed on one engine are expected
engine asap to avoid losing directional
great demand as a helicopter pilot – so he
to be higher. Blueline Vyse - Best single
control. Even with the smallest piston twin
is taking a well-earned break. I trust you are
engine ROC speed is well above Vmc and
you would not be able to control the aircraft
enjoying George Tonkin’s work!
the speed where the wing efficiency produce
on the ground with on engine at full tilt! It
Thank you for the encouragement on
the best ROC result under single engine
not like you are going to be “GO oriented”
Street Deliveries – subscriptions have been
configuration, no controllability issues at this
in any piston twin following a failure on the
a huge problem.
speed.
ground as with larger aircraft where we can
Guy
BARON 56TC As a lover of all things Baron and Bonanza related, I read your test of the Baron 56TC with great interest.
accelerate and continue the takeoff once passed V1, which is always faster than
than with lighter aircraft. The Vmc of the
Vmcg.
B56TC is only 4 kts faster than that of the
The statement that the B56TC would be
B-55 (Vmc is 79 kts on the B-55 versus 83
“treacherous” following an engine failure is
kts on the B56TC and 84 kts on the B-58!)
quite frankly nonsense. As with all twins it’s
There
I wonder how these powerful engines affect Vmc and blue line airspeeds?
In the air, as with all heavier aircraft, speeds generally tend to be slightly higher
are
many
factors
effecting
vital for the aircraft to be flown correctly at
asymmetric yaw at full power; I believe the
the correct speeds to ensure a successful
In
B56TC has the same size rudder (would be
outcome following an engine failure at a
the absence of a larger rudder, these two
interesting to confirm the rudder size, the
critical phase of flight.
airspeed references are bound to increase
flap I replaced on my aircraft came off a
Nico van Staden
Tell us what's on your mind: guy@saflyermag.co.za
22 April 2019 | www.saflyer.com
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SA Flyer 2018|10
CONTACT:
23
PLAIN TALK JIM DAVIS
Is Your Instructor
A POTATO? All instructors must pass the same exams and flight tests – but that doesn’t make them equal. Some are excellent, some are okayish, and some are plain bad.
B
Y ‘bad’ I mean bad at their
with instructing. This ‘potato’ only shows an
perfect pilot. But you simply can’t do that –
job, bad for aviation and bad
interest in your aircraft handling if he thinks
particularly at the beginning of their training.
in that they leave behind them
it’s necessary to protect the airframe from
They would come back from a session
a trail of pilots and instructors
your crappy flying. This means you get little
of circuits and bumps looking as if they’d
who are likely to kill people.
real instruction. He’s happy to do circuit
been in a sauna. Lotte would have spent
Okayish isn’t good enough – would you be
after circuit with the ball far from the middle
the entire lesson criticising each little error.
happy with an ‘okayish’ brain surgeon? It
and his only words are likely to be, “I’ve got
On the downwind leg, she demanded that
really is that important.
her” or, “that was a shit landing” (which you
everything – height, heading, airspeed, pre-
Of course you don’t intentionally pick a
already know), or “let’s go round and try
landing checks and radio procedures – was
bad instructor, but when you start flying, you
again.” I know a few older instructors who’ve
exactly right.
don’t know the difference. It’s like picking
been doing this for years.
I had another German instructor who did
a decent watch out of 20, when none of
You desperately want to know why
the same. Both failed to embrace the golden
them has a price tag. We simply don’t know
the landing didn’t go as planned, and how
rule of all instructing – give praise where
enough about watches, or instructors, to
to improve the next one, but the potato
it’s due. It’s such an easy concept. We are
either select a goodie, or to spot a dud.
instructor is too damn lazy to tell you.
all flattery-powered. One word of genuine
I’m going to help you choose your
So, not all greybeards are great. You
praise, given immediately, will have a person
instructor – the rest of your life depends on
can tell the bad ones because they are still
lapping at your feet for weeks. They’ll go out
getting this right.
pretty fresh after a few hours of instructing.
of their way to earn your approval again.
Firstly, we’ll look at some general
Instructing well takes it out of you – it’s a hell
But I’ve wandered off topic. I was paying
options, and next month, we’ll move onto the
of a lot of fun, and hugely rewarding, but it’s
tribute to female instructors. Why do I hold
specifics.
still hard graft.
them in such high esteem? Because they
GREYBEARDS
FEMALES
tend to do things by the book. This is a huge plus. Flying is a very disciplined occupation
a
Many of the top instructors are female.
– you do it right or you are likely to die. A
greybeard – someone who has been around
With each fresh intake of pupils at 43 Air
female instructor will curb your male desire
the block, has years of experience, flying all
School, I had the difficult job of pairing my
to take short cuts, to be smart-arsed, and to
types of aircraft in all types of weather, and
instructors with the new arrivals. Quite often
do things your way. Imagine having Frank
has thousands of instructing hours.
there was some initial resistance from guys
‘My Way’ Sinatra as a pupil – any instructor’s
Generally, this is an excellent starting
who were allocated to female instructors.
nightmare.
point. Greybeards are career instructors
I would always ask them to give it a try for
One of the best instructors I ever met
who instruct because they love it. They
a couple of flights, then let me know if they
was June somebody, I’ve forgotten her
are not in transit and are not building hours
weren’t happy. And every time, it was a huge
second name. June flew for a Yank who had
towards an airline job. And they are still
success; there was no way they wanted
a flying school at Jandakot, in Perth. She
going to be there next week and next year,
to change. In truth, not always. I had one
was the company’s aerobatic instructor –
when you need them.
female instructor – a German, who I will call
calm, unflappable, precise – and she was 75
Lotte – who was too much of a perfectionist.
years old.
Conventional
wisdom
says
pick
But beware the greybeard – of any age – who is little more than a bag of potatoes
Lotte loved her students and was
If you can find a female instructor who is
in the right-hand seat, who is simply bored
determined to make each one into a
not too Germanic, and would be a greybeard
24 April 2019 | www.saflyer.com
www.saflyer.com | April 2019
PLAIN TALK if she was male, you’re probably heading in
aerobatics, map reading, formation flying,
canvas – want to be nothing less than a
the right direction.
instrument training, tailwheel conversions
masterpiece. I won’t labour the point. You
and precision flying.
need just the one artist who is proud to put
YOUNG INSTRUCTORS
But if I must generalise, I wouldn’t always
his name on the painting.
Don’t be put off by youngsters – what
recommend them for ab initio training.
Certainly, it may be improved slightly
they lack in experience they often make up
SAAF instructors are not known for their
if the occasional colleague peers over
in enthusiasm. If you are doing your PPL,
good nature and error tolerance. They’re
the artist’s shoulder and makes the odd
your frustrations are still very fresh in these
accustomed to training pupils who have
suggestion. But only one artist is responsible
young instructors’ memories. They were also
been through rigorous selection procedures,
for the final product – you.
struggling to land an aeroplane not that long
and are constantly in fear of being washed
I’m as guilty as the rest of not being able
ago, so they know exactly how you feel. I
out if their performance is below standard.
to put an hour’s heart and soul into a pupil
would rather have an enthusiastic raw young
In short, they can’t be relied upon to exercise
I may never see again. I have no way of
instructor than an experienced potato.
a great deal of patience and understanding.
knowing exactly how well he has absorbed
But there are a few caveats. Older pupils
Just for fun, here are a couple of extracts
previous lessons, particularly emergency
often don’t click with young instructors. No
from a pupil’s training file. The instructor
procedures, and I don’t want to waste his
one wants to be bossed around by a pimple-
was an ex-SAAF pilot. “The pupil should
flight by repeating them just to see if he’s
pusher who is younger than your own kids.
try to familiarise himself with the concept of
up to scratch. Equally, how can I build on
Also, they are usually not great for advanced
left and right.” And “The pupil sets himself
foundations that may not be that solid?
training – night flying, instrument flying, and
remarkably low standards, and continually
Besides, he’s not my pupil – I can’t polish
particularly multi-engine flying – which can
fails to meet them.”
someone else’s car with as much care as I
be positively dangerous in inexperienced hands. AIRLINE PILOTS Okay, I’m going out on a limb here. Three of the best instructors I know are, or
In the SAAF, errors are rewarded by
I believe this may be at the bottom of a
Some people know that they perform best
recent accident on the Reef, where a solo
when there’s a heavy hand behind them. If
student lost control and killed herself. If the
you recognise this trait in yourself, then seek
instructor who signed her off for this flight
out a military instructor.
had only flown with her a couple of times
were, airline pilots. But I’m afraid they are the exceptions rather than the rule.
polish my own.
punishment rather than encouragement.
before (and I am unsure whether this is the case) how on earth could that instructor
MULTIPLE INSTRUCTORS
Permit me some generalisations. A ten-
There’s a school of thought, promoted by
or twenty-thousand-hour airline pilot who
some flying schools, which argues that each
know whether she was competent in all
has five hundred hours of civvy instruction
new instructor will teach you something new.
can be a very dangerous animal. Both he
This might be true, but it comes at a terrible
and you are inclined to be blinded by the
price: no one is responsible for your overall
greyness of his beard and his total hours.
progress and, frankly, no one gives a damn.
picture. Next month, I’ll tell you about the
exercises up to then? NEXT UP That
pretty
much
covers
the
big
You may need to look upon him as a
Harsh words you might think, but let
characteristics and qualities of a good
five-hundred-hour pilot with attitude. I’m not
me explain. Firstly, why is it encouraged by
instructor. That should help you select the
scoring points with my airline pilot buddies.
the flying schools? Well, because it makes
right person. Or, if you have already started
Last year I wrote an accident report
scheduling your training so much easier.
your training, and aren’t too comfortable with
about an airline pilot who bounced a Seneca
Instructors have days off, they get sick and
your instructor, it should help you to move to
and then stuffed the nose into the ground,
they take leave. They also have other pupils.
someone more suitable.
destroying the aircraft. What he did is so
It’s much easier for whoever is at the desk
drastically wrong, on any light aircraft, that
to simply schedule you to fly with the most
themselves as the customer, and allow
all pilots should’ve learned to avoid this by
available instructor. And, think about this,
themselves to be bullied into accepting sub-
the time they have 20 hours. The problem
maybe the most available one is so available
standard service from flying schools and
is that airliners don’t handle the same –
because nobody else wants him.
instructors. I’ll help you recognise if this is
some actually need treatment that would be suicidal in a light aircraft.
Now let’s look at what happens if you don’t have your ‘own’ dedicated instructor
Students
sometimes
fail
to
see
happening to you, and show you how to handle it.
Airline pilots have a lot to teach when it
who does 90% of your training – the person
And after you’ve picked the right
comes to procedural flying, but they may be
you click with, who is on your frequency, and
instructor, and a good school, I’m afraid you
questionable for ab initio training, and even
who both cares about and is responsible
can’t simply sit back and be spoon-fed; you
for VFR procedures and visual nav.
for your progress. Well, if you don’t have
have to put your back into it – in order to be
this special instructor, try to imagine what
a good, safe pilot.
each
And in the following month, I’ll tell you
These guys have had some of the
contribute to a landscape painting. The
how to get the very best out of your brilliant
best training in the world, so they have
result is going to be a bloody mess. There’s
instructor.
the potential to be excellent instructors.
absolutely no way that their joint effort
And many of them are – particularly for
will ever be a masterpiece. And you – the
EX-SAAF PILOTS
26 April 2019 | www.saflyer.com
happens
if
half-a-dozen
artists
j
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29 www.saflyer.com | April 2019
HELI OPS MARC STEWARDSON & GEORGE TONKING
FROM CROOKS TO CREATURES A good adventure story often involves a chase; a great nail-biting tale is when the hunter becomes the hunted. This is one of those stories, from a first-hand account by pilot Stewie Stewardson.
I
recently got a call from my boss, Waal,
505-nm trip from Centurion to Fraserburg,
hospitality on our first afternoon and evening
who asked cryptically, “how many
the last place Mufasa’s spoor was found, in
with them, that we were tempted to simply
hours is it to Fraserburg?” After some
seven hours.
abandon the task ahead, put our feet up
Google and Air Nav Pro research,
In all, the winding, dogleg journey
and order another cold drink on the shady
it turned out to be around a six-hour
to the Fraserburg SAPS saw us stop in
stoep. Sadly, duty intervened and we rose
journey to this tiny town in the Northern
Welkom, Kimberley and Britstown (where
before dawn on our first morning to prepare
Cape’s Namaqualand. As this part of the
our bowser was waiting for us). On arrival,
the helicopter and equipment for the mission
Northern Cape features miles and miles of
we were thoroughly briefed about Mufasa’s
that day. We were airborne at first light and
sand, scrub, sheep and nothing much else –
movements since his escape three weeks
headed to the spot the lion’s last spoor had
an arid, unforgiving land to the unprepared,
earlier. He had wandered approximately
been found.
a trip there would necessitate interesting fuel
155km from home, with pursuers from the
planning. Probably involving ground teams
Karoo National Park trying in vain to follow
to run ahead with a 500 litre Avgas bowser
his random meanderings.
and to set up make-shift landing zones (LZ) in the middle of the wilderness dust bowl.
In contrast to the inhospitable, parched surroundings, Phillip and Elrina Symington’s
We were heading there to help track
farm north-east of Fraserburg, where the
down a rogue lion who’d escaped from the
task team was lodged, was a welcoming
Karoo National Park.
oasis. With only solar power and batteries
Waal, after hearing about Mufasa, the
for electricity, no cell phone reception (only
3-year-old, 200kg male lion who had broken
satellite) and a wind pump providing water,
out of the Karoo National Park near to
the farm was far removed from civilization
Beaufort West, promptly offered Sanparks
as we knew it. But, without exception, our
the assistance of our tactical team and
every need was taken care of, from hot
chopper to help locate the feline fugitive. The
coffee and breakfast at 4.30 a.m., to lamb
offer was accepted, and Waal and I lifted off
dishes of every conceivable kind, to fresh
in RGP, our RH44, at 06h00 from Bidvest
bread baked daily in the century-old Falkirk
Protea Coin’s helipad on Friday, 8 March.
wood oven.
We made good speed and covered the
So
amazing
was
the
Symingtons’
A temporary landing zone (LZ) and refuelling point.
The trackers who had picked up the spoor had told us that we were at least two days behind him, so we had to move hard and fast to make up the time. Once the cat’s general direction of movement had been established, I would fly ahead (anywhere from three to ten kilometres) in order to find a line feature that possibly bisected the wily cat’s route. I would then return to pick up two of the trackers to drop on that line feature – usually a dirt road, fence line or riverbed. They would then walk along the line in both directions to try to pick up the spoor. Fortunately, this tracking tactic was mostly successful. Once the spoor was located, I would then ferry the whole team to the new location, before starting the entire process again. Using these techniques had helped us close the gap on the fast-moving lion, who seemed to sense that he was being chased. Going by his scattered spoor, we deduced that he was spending most of his time at a fast gallop in order to elude pursuers. By the end of the first day, our dedicated efforts had closed the gap to just under a day behind the fresh spoor. With sunset fast approaching, and after marking Mufasa’s last known spot, we returned to Phillip and
30 April 2019 | www.saflyer.com
COLUMNS Elrina’s, who laid on a much-needed, most generous braai for the exhausted horde.
Mufasa's chase team.
At first light the next morning, after being woken rudely by the resident roosters and hundreds of bleating sheep, we set out to catch the dodgy cat. We picked up his spoor early and continued to use the same tactics as the day before, while also using a FLIR (Forward Looking Infrared) camera attached to our helicopter, in an attempt to pick up Mufasa’s heat signature. The camera was very useful in the early morning, as the rocky ground hadn’t had a chance to heat up after the sub-zero night-time temperatures. It became more challenging as the day wore on, however, because of the Karoo’s extreme day-time temperatures. For example, rocks can get close to 40° Celsius, perfectly camouflaging any body heat. The trackers and local farmers, who had also joined in the exercise, were working well together. Also, with our helicopter they were able to cover much more ground than was possible by only moving on foot over the tough terrain. But our confidence was short-lived. Disaster struck on the second afternoon in the form of an isolated shower, which managed to wipe out the tracks that we were using to bear down on our prey.
order to start searching the new area as
local farmer found some lion spoor along the
quickly as possible. Another four sheep
road leading to his farm ten-km away, and
were found two hundred meters away along
radioed us the good news. I flew Shane, one
a fence line heading towards a bend in the
of the trackers, there to confirm the prints.
Riet River near the Spioenberg, the only
Mufasa’s trail seemed to be heading straight
feature for miles.
up into the 1000-foot-plus Bastersberg
Waal and I again took to the sky to follow
mountains. The entire tracking team started
the river southwards, hoping Mustafa would
the sweltering climb to the top. We were
cross it at some point, allowing us to pick
close!
up his tracks in the soft sand. It was at this
Half way up the face, Mufasa was
point, out of the corner of my eye, that I saw
spotted, startled out of hiding by the sound
something white under a small bush along
of the helicopter scouting the slopes. The
the river bank.
team got within meters of his position before
Hovering the helicopter in for a closer
he made a break for the summit. The fading
look, I could see what looked to be a fresh
light of sunset closed in. We were now faced
kill, complete with drag marks. It looked to
with the choice of continuing the search as light faded or trooping our team of trackers off the mountain. We erred on the side of
Section Ranger Sam with Waal.
safety as a night up in these mountains could be deadly as the cold set in. This meant that after the low light trooping was completed, we left the aircraft to overnight at the foot of the slopes and trekked back 86km by road as it was too dark to return to base. And so, believe it or not, we returned to Phillip and Elrina’s for the night without our quarry, but happy in the knowledge that we had done all we could for Park manager Nico van der Walt’s team of trackers from Karoo National Park. They had closed in on
After waiting a good hour on the ground for the downpour to abate, we tried to scout ahead in the chopper, flying in the direction of the previous tracks. No luck. Only later did we find out that Mufasa had made a ninety-degree deviation from his original path. Sneaky kitty. While we were flying in ever-widening circles to pick up the cat with the FLIR, Waal managed to spot the half-eaten carcasses of a sheep and a lamb in the distance. After confirmation from Sam, the head tracker, I ferried the rest of the team to the site in
Mufasa in just two days and it wouldn’t be us as if the cat had been disturbed mid-
long before he was safely inside the park
meal, meaning he was probably nearby and
fence.
possibly spooked by the helicopter. I quickly radioed the tracking team on the other side
POSTSCRIPT
of the hill to make their way to our location.
Mufasa was darted and captured on 13
Again, it was confirmed to be a lion kill and,
March in the capable hands of Ranger Riaan
as I had hypothesised, it was fresh!
Nel. After spending the night in a holding
The trackers judged that we were no more than three hours behind him!
cell (which seemed fitting after our chase) at Sutherland police station, he has been
Unfortunately, the earlier rain threw us
returned to the park from where he began
another curve ball. Despite our best efforts,
his journey a month before. The young lion
we couldn’t find the location where he had
covered an impressive 260km in a mostly-
crossed the river and we lost at least four
waterless landscape, evading just about
hours in retracing our route. Fortunately a
every effort of our determined task force.
j 31
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1980 Turbo Arrow IV
2004 Piper 6X
1250 Hrs TT, 196 SMOH King VFR equipped, VG Kit, big tyres; R840,000.00 excl VAT
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1981 Bonanza A36TC
1981 Baron E55
1978 Cessna 177 B
3500 Hrs TTSN, 100 SFREM King IF equipped. Neat & clean. PLEASE ENQUIRE
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3350 Hrs TT, 1000 Hrs SMOH King & Garmin equippedVery clean; PLEASE ENQUIRE
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1967 Baron 56 TC
1984 Baron B58
1972 Cessna 210
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
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1984 Cessna 182RG
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1993 Beech D1900
490 Hrs TT, 800 SMOH King & Garmin IF equipped, Very neat; R4,200,000 excl VAT
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SA Flyer 2019|04
ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS.
HANGAR TALES SARALIMA
IT’S ALIVE! Anthropomorphism: According to Wikipedia this is: ‘the attribution of human traits, emotions, or intentions to non-human entities. It is considered to be an innate tendency of human psychology.’ CESSNA 210
210-Guy skipped leg days at the gym.
It’s always best to begin any genderbased commentary with some consideration for those of a ‘fairer disposition’ (and I leave you to attach your own meaning to that phrase), and so my first aircraft is decidedly male. The 210 is that jock who wears tight cut-off T-shirts to display his gym-crafted physique. His clothes are neither stylish nor tailored, they merely ‘fit’ and his hair is ‘cut’, not ‘styled’. He also has a firm dry handshake and drinks beer – lots of beer. His manner appeals to the fairer sex in a
O
movie star kinda way, from the velvet-overNE of the tasks in my other
be applied to specific aircraft, and I selected
gravel tones of his baritone voice to the easy
life as Deputy Editor of SA
a few GA aircraft which I’ve recently flown,
way he can scale a tree to rescue your kitty
Flyer is to conscientiously
for
from its topmost branches.
pore over our contributors’
they are – in no particular order. These
210-guy may appear gruff and unfeeling
monthly submissions and
personifications apply to the aircraft per se
at times and seems to lack consideration,
remove the many references to aircraft as
and not to the wide variety of pilots who fly
but as a mate, he’s the greatest. Pander a
‘she’ and replace these with the inanimate
them.
little to his deep-seated insecurities and
the
‘humanising’
treatment.
you’ve got a buddy for life. A wingman who
pronoun ‘it’. There are many such instances every month, because, even though it is grammatically incorrect, the ‘she’ reference to aircraft is common in the western world. The Russians, however, apparently have different gender issues to us as they refer to all aircraft as ‘he’. So there I was, after a heavily ‘shebedecked’ bout of editing last month, thinking about whether I consider planes as inanimate objects, and it didn’t take long to realise that I am as guilty of anthropomorphising as anyone else. This train of thought immediately switched onto the side track of what characteristics could
34 April 2019 | www.saflyer.com
Here
The stylish metro-sexual Mooney 231.
COLUMNS will always stand by you with testosterone-
almost perfect mate who justifiably deserves
drinking habits, no pilot could ask for a better
fuelled enthusiasm to haul your sorry ass
the title ‘she’ on nearly every level. She is
lifelong soul-mate than Bonnie-Girl.
out of any brawl your smart mouth has got
quite happy mucking around with you in
you into. He doesn’t have much sense of
the garden patch, then disappearing inside
humour, but he’ll always be there for you
and reappearing a scant 30 minutes later
This is the girl your mother warned you
and it’s inconceivable that he would ever let
arrayed in the little black dress with pearls
about. That sultry, sloe-eyed, long-legged
you down. He’s a bit of a high-maintenance
and looking every inch the debutante at the
beauty in the slit-to-the-waist, backless
guy and it’s hard work to earn his loyalty, but
apron cocktail party.
red evening dress with a neckline down to
once you have it, you have the best buddy a
Bonnie-Girl has that innate delicacy
CESSNA 310
‘see’ level, 310-Girl will bewitch you with her
pilot can have. It’s a pity that he missed leg days at the gym though.
Bonnie the almost perfect partner.
MOONEY 231 (TURBO M20K) The Mooney M20K is a metrosexual male, so it’s not easy to assign a definitive gender. His lithe physique is designershaped through avoiding fatty foods, and dining mainly on organic Kale, breakfastsmoothie drinks and sushi. His clothes are stylish, drape well and his hair and hands are carefully styled and manicured. He is equally at home in both male and female company and gets as much enjoyment from a Stormers game as he does from watching a chick-flick. Sometimes, however, his trousers are a touch too tight around the upper-thigh area and his knowing that apricot and avocado are colours and not merely food, can also cause a raised eyebrow. Mooney-Guy doesn’t drink much, and when he does, it’s usually Chardonnay or an exotic multi-ingredient cocktail. As a partner or friend, his multi-faceted personality can be a challenging exercise. That aerobicised frame can run a crosscountry race as well as any athlete, but he has an inbuilt arrogance that always looks faintly surprised that you don’t seem able to keep up with him. He also has an occasional
The one your mother warned you about.
mean streak that can play a nasty practical joke on you and he’s usually quite unfazed that you had to sweat to pull your own ass
and yet the internal strength that has
out of the dwang.
characterised so many stunning ladies
beauty. But once she’s suckered you in, her
So, Mooney-Guy is great to roll out at
over the years. Emily Blunt, Grace Kelly,
lifestyle will leave you a homeless wreck. At
a large party, but doesn’t make an ideal
Meg Ryan or Famke Jansen, not a single
first glance your immediate desire is to elope
mate or partner – unless you are sufficiently
memorable beauty didn’t have at least some
with her to a secluded little beach cottage
‘flexible’ to match those variable-gender
of the characteristics of Bonnie-Girl. She
near Knysna where you will live happily
traits.
speaks quietly, with a voice that is never
together ever after and farm oysters. Wrong!
intrusive, and she has a soft and delicate
310-Girl has other ideas – she’s a party girl.
touch which can firm up to support you
She’s fast and that lissom body can
‘She’ was a song popularised a few
if the occasion demands. And while her
twist into quirky dance moves that will have
years back by Charles Aznavour, and the
exquisitely sculptured frame and stylish
you panting to keep up. Her drinking habits
lyrics went something like: “She may be the
looks always draw admiring glances, she is
are complex and will demand excessive
face I can’t forget, The trace of pleasure
capable of running the 100-metre dash with
amounts of your attention and she is quite
or regret, Maybe my treasure or the price
the best of them.
capable of making even experienced pilots
BEECH BONANZA F33
I have to pay…” The little Bonnie is that
If you can put up with her 210-matching
feel just a tad, well, ‘inadequate’. And as
35 www.saflyer.com | April 2019
HANGAR TALES
your self-esteem withers in the blaze of her enchantment, you may well find yourself resenting her and secretly searching for divorce lawyers’ on Google. 310-Girl is great for a fun-filled night out, but she falls a long way short of being a suitable long-term mate for a lonely pilot. CESSNA 172 The list wouldn’t be complete if I didn’t
172 - dowdy yet strangely alluring.
include Plain Jane – also known as 172-Girl. By no stretch of the imagination can 172Girl be called glamorous, yet, she holds a few surprises up her ill-fitting sleeves. Her clothes are simply clothes and the best that can be said of them is that they cover her, which they do far from stylishly. She is a bit gawky and clumsy, has braces on her teeth and nothing seems to fit like it should. She is also very retiring and doesn’t drink much of anything expensive. But 172-Girl is the ugly duckling that can transform into a beautiful swan with the right partner. Firstly, she can cook; and will serve even the most jaded pilot-palate with tasty new – and different – dishes if he chooses
to sample her delights. And if you know even
I saved the best for last.
a few basic dance moves, together you can transform her gawkiness into a ballet pas de
THINK AGAIN
deux that will have you beaming with delight.
If you managed to get this far without
She will grovel with you in the garden patch
turning the page, you will by now have
and then just as readily demurely escort you
realised that the generic ‘she’ is possibly
to the annual office party where she won’t
not always appropriate to use on aircraft.
drink excessively or make a pass at the
So next time you do it unthinkingly, go back,
boss.
relook the characteristics of the plane you’re
Best of all, she’s a stable personality who is unlikely to fly off into the sunset with your best mate. If you treat her right, the two of you can grow old together through a lifetime of mutually shared discovery.
describing and see if it may perhaps warrant a ‘he’. Or you could simply take the easy way out and call all planes ‘IT’.
j
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1993 Maule MX-7-180
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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.
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Stripping for Spares Call for Parts Price and Availability 1970 Cessna A150K Aerobat
3514 Hrs. Airframe TT, Engine 529 Hrs. SMOH. A well looked after inland aircraft.
1981 Mooney M20J 201
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1969 Cessna 182M 1977 Socata Rallye 235E 1966 Piper Cherokee 180
SA Flyer 2019|04
Unless otherwise stated all prices are exclusive of VAT
1971 Beechcraft Baron E55
37 www.saflyer.com | April 2019
A SLIM LOGBOOK JOHAN WALDEN
THE DAY THE MUSIC DIED So my first official flying lesson was behind me and I eyed the first entry in my new logbook and smiled proudly, but I knew there was still immense work to achieve between that first line and my PPL.
A
LL eager and excited, I
elevator doesn’t control pitch in the up and
rudder pedal and vice versa. Right aileron
took a seat in the blue
down directions, but pitch in the direction of
– right rudder, left aileron – left rudder. I
briefing cubicle in the flight
the plane’s roof, regardless of whether it’s
did this until my feet involuntarily twitched
school with Thomas, my
pointed at the sky or the parking lot. This
even when I moved the computer mouse to
instructor, sitting opposite
means that, when banked, elevator will turn
authorise the flight.
me. He was holding one of those wooden
the aircraft.
The tape recorder’s ‘STOP’ button worked and we went to the hangar to find a
model aeroplanes where the pieces slide
Controls also have secondary effects.
together. It had control surfaces drawn
For example, the ailerons make the plane
Sling to fly.
on with a blue marker and a windshield
yaw as well as roll. The down-going aileron
Yay!
coloured in with a black ‘coki’ – to make it
creates more drag than the up-going, yawing
In the General Flying area we began
more convincing I suppose.
the plane in its direction. So if you push the
with a rudder co-ordination exercise, called
stick left, you’ll roll left but point right. And if
‘rolling around a point’, to ‘wake up my
I plonked my grandmother’s old tape
feet’ – we did this at the
recorder on the table – it weighed about the same as a brick and had big clunky buttons, some of which no longer worked. And it was held together by that yucky brown sticky
Mom's music sacrificed for principles of flight.
beginning of every flight. Thomas pointed me at a mountain peak in the
tape that you find on a box you still haven’t
distance and I rolled left
unpacked, ten years after moving house. It
and right while trying to
took some sukkeling to get the tape cassette
keep the nose on that
in the right way. But finally it turned, recording
mountain.
over Mom’s copy of Mozart’s Symphony No
went ‘left-right’ but the
40 that I assured her we still had on CD.
nose
The
went
wings
‘right-left’.
“So what makes a plane fly, Johan? ...
Sure enough, the nose
And no, it’s not the engines!” That’s how
swung in the opposite
the discussion started and then, after going
direction
down a few rabbit holes, we moved onto the
causing warning bells
other principles of flight such as controls. I
to go off in my stomach;
had done a lot of reading before my training
which
started so I knew stuff like what the ailerons
evacuation order from
every
meant
time,
an
do. Then a chance came to score brownie
you don’t want your instructor seeing what
HQ would soon come. I tried again, and this
points when Thomas asked me a question.
you had for breakfast I suggest you use the
time with rudder. I got it wrong and actually
Unfortunately it was a tough one: What is the
rudder.
made it worse. I tried again. Eventually it
To hardwire the use of rudder into my
started to come together and got to the point
brain, Thomas showed me an exercise.
where I had the nose glued to the mountain
While sitting down, I gripped an imaginary
and the ball in the centre. HQ reduced
“Huh?”
control stick and tossed it left and right. If
the evacuation warning to a general alert
Think about it – I sure had to! The
I gave left aileron, my foot pushed the left
condition, sparing Thomas the knowledge of
primary control used to maintain a turn? Turns out (excuse the pun) it wasn’t the rudder, or the ailerons, but the elevator.
38 April 2019 | www.saflyer.com
COLUMNS my dietary preferences. Next we did turns. Remember that
The tape recorder's 'STOP' button worked and we found a Sling to fly.
the elevator is the primary control used to maintain turns. Thomas demonstrated this by showing me what happens without using the elevator. He got the aircraft trimmed out, and then sat back. After a few seconds, the aeroplane settled into a gentle right bank which slowly steepened and the nose drifted below the horizon, almost as if the plane was nodding off to sleep – a spiral dive. Thomas recovered level flight and explained that without applying back pressure on the stick and a touch of power when you turn, you get a spiral dive instead of a turn. I rolled into a turn with a touch of rudder and power, and immediately felt the nose wanting to drop so I held some back pressure on the stick. My headset was playing, “Don’t let the nose fall through.” like a broken record as we came around. In steep turns, I found the turning effect of the elevator much more noticeable, but got the message. Briefing time again and the second musical treasure to be forever lost to the principles of flight was the Moonlight Sonata – sorry Mom. Manoeuvrability was the subject and Thomas pulled out his laptop to show me an aviation master. It wasn’t a V-22 Osprey or a Harrier Jump Jet, but an owl – which incidentally has several thousand control surfaces. The slow motion video featured an owl sweeping in ground effect towards a perch. As it glided in, it increased the angle of attack of its wings resulting in it swooping up toward the camera. (We discussed the aerodynamics of every move it made.) Every feather was a flying surface over which the owl had complete control, and as the angle of attack increased even further, the fluff on the leading edges of its wings near the root lifted up and ruffled as the root stalled
energy management nailed, I tried my first
school sessions. He printed notes and
landing. These phases absolutely pumped
diagrams on the vacuum instruments, gyro
the adrenaline into me, so my first few
systems, static and dynamic air pressure
landings are a complete blur – or maybe they
systems, engines, everything. I remember a
were so bad that I conveniently ‘forgot’ them.
diagram describing the stresses a propeller
You decide.
experiences in flight. The picture was of a
My eyes widened when Thomas put
prop with trolls gnawing, twisting, and pulling
stickers over the instruments. He wanted
on its blades. He even brought a bicycle
me to fly with no instruments? Then I
wheel to demonstrate gyroscopic forces –
remembered the lessons I’d had about
not that I’ll ever understand that sorcery!
attitudes and energy management. The
For one ground school class Thomas
fear of getting too slow and stalling loomed,
brought a lawnmower engine – we were
but from practising slow flight I knew the
there that day until 8pm and another bit of
feel of the controls, so if I was on final and
Mom’s music died. Piece by piece, he took
had sloppy ailerons, I knew I was a few
apart the single cylinder engine until the
knots slow and if they were too twitchy, I
whole thing was in bits. We discussed each
was too fast. Eventually, not looking at the
part as it came off; gaskets, oil rings, piston
instruments but flying by attitude, and using
head, crank pin, cam shaft, etc. Then he
just as much power as I needed, instead of a
put it all back together, poured petrol into
defined ‘power setting’, became natural.
the tank and the thing ran right there in the
No longer scary.
classroom. That’s a skill I have yet to master.
As the flying lessons progressed, so did
By now, plenty of music had died and
the ground school and exam studies. The
my logbook was looking less bare. Slowly
first exam I wrote was Principles Of Flight.
but surely I was ticking off exam after exam.
A few fellow students were studying Aircraft
When would I be ready for solo?
Technical and General at roughly the same
That’s a story for next time.
time, so Thomas organised group ground
j
– awesome! I ‘woke my feet up’ again on downwind before we left the circuit to do stalls and slow
Eventually I had the nose glued to the mountain and the ball in the centre.
flight. After this practise, it was finally time for me to imitate the owl with my own full stall landing. Thomas says that the centreline and first third of the runway are reserved for the good pilot. I began my attempt by flying low and slow over the runway, using just enough power to maintain level flight such that if I chopped the power, we would immediately stall and drop the few centimetres down onto the runway – rinse and repeat. Once I had the landing attitude and
39 www.saflyer.com | April 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
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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
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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
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- Photo Airborne Films
Crafted for Aviators
41
AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS
RETRACTABLE UNDERCARRIAGE ISSUES Who would have expected a novelist to design an important part of a retractable undercarriage? The credit for this is reputed to go to Neville Shute, who wrote many novels, some of which feature aviation themes.
O
Shute’s
The invention Neville Shute is credited
of these three planes there is an item on your
most memorable
with is the over-centre drag brace on
pre-flight inspection to which you should pay
books was ‘On
retractable
particular attention. Not all of the early Pilot
the Beach’ which
undercarriage has extended the fact that
related
the
the brace has passed overcentre by a small
This item is a small roller bearing located
atomic
bomb
amount (see the diagram and note B .22 ±
on the same bolts at which the drag braces
radiation
fallout
.03 inches overcentre) makes it very difficult,
go overcentre. This roller engages when
of a northern hemisphere war slowly moving
if not impossible, for side loads on the main
the undercarriage is retracted with the
down to Australia. This book was made into
undercarriage and fore-and-aft loads on the
undercarriage up lock located in the wheel
a full-length film.
nose gear to cause a gear collapse.
well.
NE
of
to
undercarriages.
Once
the
Operating Handbooks mentioned it.
Originally the roller was required to be removed every hundred hours and greased by hand. This was an inconvenient operation, and humans being what we are, it was not always done. Later, as a result of the incident about to be described, one of our early DCA engineers (Division of Civil Aviation, now CAA) Pieter Broodryk, recommended to Beech that a grease nipple and appropriate channels be incorporated into the bolt and roller so that the roller could be greased using a grease gun. This was done. Whilst this step certainly helped to Understanding what to look for in Beechcraft Bonanza and Baron landing gear pre-flights could prevent this embarrassment.
alleviate the problem, during wet highveld summers, or if the aircraft was based near the coast, the roller could seize. Spray would be thrown onto the roller during ground
His full name was in fact Neville Shute
Different
manufacturers
incorporate
operations and more serious corrosion
Norway, and he was an aeronautical
slight variations in detail in the arrangement
engineer
and
and locking measures on the aircraft. The
It is thus extremely important during pre-
manufacture of an early airship, and later,
diagram referred to above is similar but not
flight inspection for the pilot to go under the
during World War 2, he worked with Barnes
the same as the system used on the Beech
wing and check on both main gears that this
Wallis, the well-known inventor of the
Bonanza, Baron and Duke range.
roller revolves freely.
involved
in
the
design
bouncing bomb of Dambusters fame.
42 April 2019 | www.saflyer.com
If you are the proud owner or pilot of one
could occur at coastal airports.
As some pilots will be aware, the Beech
COLUMNS
LEFT: Key components of a Beechcraft Baron landing gear.
The aircraft took off and after flying about 30 nautical miles from the point of departure the battery/ies went flat as the aircraft generators/alternators were unable to charge the system faster than the starter motor was draining it. All communication was lost, and the pilot elected to return to his departure airfield. For some unexplained reason he did not extend the undercarriage using the hand crank, and made a flaps-up approach, feathering
the
two
bladed
propellers,
fortunately in the horizontal position. Due to ground effect the aerodynamically clean undercarriage retracts and extends very quickly - to the order of seven seconds on the 24 volt Baron undercarriage. If the roller resists very fast movement the push-pull rods which activate the gear fracture near the undercarriage gearbox, and there is absolutely no way the pilot can then extend the undercarriage. The light aircraft design criteria do not specify that a duplicate undercarriage extension system is required, only a backup power source. Normally this is the pilot’s arm and hand operating a stowable handcrank or
not extend the undercarriage. Investigation
aircraft floated along most of the runway
revealed that the selector gear in the
before grinding to a stop close to the
undercarriage gearbox had failed, so that
opposite threshold. Once jacked up the gear
a gear part had separated from the central
was easily extended using a hand crank.
boss. A different problem occurred on a
WHAT CAN WE LEARN?
Baron when the starter motor relay on one
Attention to detail is a vital part of
of the engines did not disengage after the
survival in aviation. Carefully study the POH,
engine was started. Whilst the starter motor
learn as much as possible about the various
was not then cranking the engine over it
systems, and take the pre-flight seriously.
nevertheless drew a lot of current from the
There is a saying, ‘Flying, like the sea, is
electrical system. The pilot apparently did
not inherently dangerous, but extremely
not notice this on the ammeter/loadmeter.
unforgiving’.
j
lever. Unfortunately lack of attention to this seemingly minor detail has resulted in
The Uplock Roller which must be checked.
wheels-up landings in all three models of the aircraft mentioned above. A pilot was also unable to the extend the undercarriage on a Baron when the bearings failed on the shaft between the electric undercarriage motor and the retractable handcrank. The most likely cause of the bearing failure was that the undercarriage was electrically extended or retracted whilst the aircraft was on jacks with the crank handle extended. The handle then probably impacted something on the floor behind the pilot seat. The handle had a mark showing it had struck something. This shock loaded the bearings, resulting in the shaft jamming soon afterwards when the pilot tried to extend the gear. In the early seventies a Cessna 320 had to land wheels-up when the pilot could
43 www.saflyer.com | April 2019
REGISTER REVIEW: RAY WATTS
T
HE new Extra EA300 for Absolute Aircraft Sales uses the
same
registration
as
the one that was exported to Argentina last year. This
ZS-KLA now exported to Zambia.
one has already been seen ably flown at air shows around South Africa by Jason Beamish. Absolute Aviation have also imported a Beech 1900 from Australia which takes up a reg that used to be the Aero Commander 680 that became ZS-HAW. Also, of interest is the registration used for the Falcon 900, ZS-MGT. The original ZS-MGT was a Cessna 402B owned by Mosenthal Gevisser Inc, which was
and impounded there as a stolen aircraft (or so the story goes) and Mr White languished in Antananarivo jail for many years. It was eventually re-registered in Madagascar as 5R-MGT and still lives there. The new ZS-
arrived
more of their fleet of twenty-four aircraft will
operating in Zimbabwe for many years.
be exported?
The NTCA side was particularly slow
Two aircraft have gone to the USA, a
this month with only three new registrations
Cessna T182T and a Pilatus PC12. Four
being issued.
aircraft (two fixed wing and two helicopters) have gone to Zambia and a Cessna 172 has gone to the Czech Republic. TAIL PIECE
The TCA cancellations show a total
Summer is on its way out but there are
of eleven aircraft having been exported.
still some nasty storms lurking out there –
Four more Cemair aircraft have left the
please be careful.
country, three of their Bombardier CL600s
If anybody ever wants any information
have gone to Sudan and a Beech 1900
(except owner’s names and addresses)
has left for Canada. Three of their aircraft
please feel free to contact me.
j
Ray Watts
MGT is a 1988 Falcon 900 which has really
has
appears to have closed, I wonder how many
month and it’s no stranger as it has been
outselling all the other brands.
18 January 1977 by a mysterious Mr White
B737-800
the schedule airline side of their business
There was just one helicopter added this
appear to have captured this market and are
to Madagascar (on its way to Mauritius) on
France, UAE, Latvia and the USA.
left the country in January and now that
was subsequently scrapped.
have been registered this month. DJI
of mine, Gavin Beck. The aircraft was flown
been around the world, having operated in
that had a runway overrun at George and
Drones are proliferating – twenty two
imported in 1974 and flown by a late friend
Another
ZS-CMF now exported to Sudan.
Ray Watts
The February 2019 amendments show that we have eight new type certified aircraft (TCA) registrations issued, only one of which is a first-time issue (ZS-TAT). All the others have been used previously on various aircraft.
Ray Watts
FEBRUARY 2019
for
Safair. This one was previously operated in Thailand and before that in Spain. It was flown to SA using a Guernsey registration. The SA registration on this one, ZS-SJW, was first used on the Airlink Embraer 135
44 April 2019 | www.saflyer.com
ZS-SMY now exported to the USA.
Reg Manufacturer ZS- New Registrations
Type Name
Serial No
Previous Identity
Owner
ZS-EXT
EXTRA FLUGZEUGPRODUKTIONS
EA 300/LC
LC081
ZS-IBJ
RAYTHEON AIRCRAFT COMPANY
1900D
UE-437
VH-OYY, ZK-EAN, N50307
ABSOLUTE AIRCRAFT SALES (PTY) LTD ABSOLUTE SOLUTIONS (PTY) LTD
ZS-ISF
PIPER AIRCRAFT CORPORATION
PA-28-180
28-7305005
V5-…, ZS-ISF, ZS-XAO, N11C
SMITH P
ZS-KXH
CIRRUS DESIGN CORPORATION
SR22
4712
N714KH
ADVENTUM AVIATION (PTY) LTD TW CAPITAL PARTNERS (PTY) LTD
ZS-MGT
DASSAULT-AVIATION
MYSTERE-FALCON 900
47
N687HS, LV-CRI, N678CH, F-WQBK, F-GNMF, FGOFC, F-WQBJ, A6-ZKM, F-WWFA
ZS-SJW
THE BOEING COMPANY
737-800
28386
2-RBLF, HS-DBC, EC-HGQ, N1786B
SAFAIR OPERATIONS (PTY) LTD
ZS-TAT
CESSNA AIRCRAFT COMPANY
172M
17265217
N64425
BARRY S J
R22
3663
Z-PAK
ZT-R- New Registrations ZT-RKS
ROBINSON HELICOPTER COMPANY
ZU- New Registrations ZU-IOK
THE AIRPLANE FACTORY
SLING 4 TSI
144S
LANE A W
ZU-OCK
ZLIN AIRCRAFT A.S
SAVAGE CUB-S
349
KINGDOM ONE TRUST
ZU-TUK
FARREN HISCUTT
TUCANO REPLICA
TR1705
ELECTRONIC SYTEM DEVELOPMENT CC
ZT- RPAS- New Registrations ZT-UWC
SENSEFLY
EBEE X
IX-12-14117
ROCKETMINE (PTY) LTD
ZT-UWD
UFLYSIS
UFS UN03
001
ISARAIL SA (PTY) LTD
ZT-UWE
DJI
MAVIC 2
298DFCK0015V23
PROMMAC (PTY) LTD
ZT-UWF
DJI
PHANTOM 4
07DDEBG00S7589
ELEKTRASKY (PTY) LTD
ZT-UWG
DJI
MATRICE 200
M200-01
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWH
DJI
PHANTOM 4 PRO
07JDD980010026
PROMMAC (PTY) LTD
ZT-UWI
DJI
MAVIC 2
MAV0011
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWJ
DJI
MAVIC PRO
08QDE2G0120138N
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWK
DJI
MAVIC 2
MAV0013
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWL
DJI
MAVIC 2 ZOOM
0M6DF91001Q6XJ
QUEMIC AFRICA (PTY) LTD
ZT-UWM
DJI
MAVIC 2
MAV0009
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWN
DJI
MAVIC 2 ENTERPRISE
276DFAK001VVX6
PROMMAC (PTY) LTD
ZT-UWP
DJI
PHANTOM 3 STANDARD
P76DCJ23A27134
COMBINE PRIVATE INVESTIGATIONS CC
ZT-UWR
DJI
MAVIC 2
MAV0010
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWS
DJI
MAVIC 2
MAV0012
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWT
DJI
MATRICE 600
M80DFJ15030012
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWU
DJI
PHANTOM 4 PRO
11UCF8R0A50309
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWV
DJI
MATRICE 210
0G0DF4L0230017
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWW
DJI
PHANTOM 4 PRO
0AXDDAA0A20177
DC GEOMATICS (PTY) LTD
ZT-UWX
SENSEFLY
EBEE PLUS
EP-11-20667
ROCKETMINE (PTY) LTD
ZT-UWZ
DJI
MATRICE 200
M200-02
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-UWY
DJI
INSPIRE 1 V2.0
W13DEI26060031
ROCKETMINE (PTY) LTD
ZS- Deleted ZS-CMF
BOMBARDIER
CL600-2B19
7293
SUDAN
ZS-CMG
BOMBARDIER
CL600-2B19
8037
SUDAN
ZS-CMH
BOMBARDIER
CL600-2B19
7292
SUDAN
ZS-CMN
BEECH AIRCRAFT CORPORATION
1900 D
UE-26
CANADA
ZS-IBT
CESSNA AIRCRAFT COMPANY
T182T
T18208177
UNITED STATES OF AMERICA
ZS-KLA
BEECH AIRCRAFT CORPORATION
A36TC
EA-44
ZAMBIA
ZS-RTD
ROBINSON HELICOPTER COMPANY
R44 II
10246
ZAMBIA
ZS-RTE
ROBINSON HELICOPTER COMPANY
R44 II
10289
ZAMBIA
ZS-SDT
CESSNA AIRCRAFT COMPANY
172R
17281488
CZECH REPUBLIC
ZS-SMY
PILATUS
PC-12/45
113
UNITED STATES OF AMERICA
ZS-TAP
CESSNA AIRCRAFT COMPANY
208B
208B-0459
ZAMBIA
SA Flyer 2019|04
FEBRUARY 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
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gaile@flightsure.co.za
www.saflyer.com | April 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
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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
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SPORT PLANE BUILDERS SERVICE MAINTAIN AND DEVELOP VARIOUS NTC AIRCRAFTS AND COMPONENTS.
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SA Flyer 2019|02
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
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Bosbok ZU-ADA FOR SALE
Airframe Hours: 3996.0 hrs; Engine Hours 129-65. Price: R750 000 + VAT CONTAC T M ELON Y VA N RO OY E N O N 01 1 92 2 1 3 61 OR OT TO@ P IX IE.CO.Z A FOR FURTHER IN FORM ATION.
46 April 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
• 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
ROBINSON RH44 CLIPPER FOR SALE
47 www.saflyer.com | April 2019
FUEL TABLE www.sv1.co.za
SA Flyer 2019|04
Fuel Prices Fuel Prices as at 04/02/2019 as at 04/02/2019 PricesPrices include include VAT but VATexclude but exclude any service any service fees fees Airfield Airfield AvgasAvgas Jet A1Jet A1 Baragwanath Baragwanath R 18,00 R 18,00 Beaufort Beaufort West West R 24,90 R 24,90 R 18,25 R 18,25 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 14,50 R 14,50 R 10,25 R 10,25 Brakpan Brakpan R 21,00 R 21,00 Brits Brits R 18,95 R 18,95 Cape Cape TownTown R 21,97 R 21,97 R 8,68R 8,68 EaglesEagles CreekCreek R 17,50 R 17,50 East London East London R 18,66 R 18,66 R 12,29 R 12,29 Ermelo Ermelo R 21,45 R 21,45 Fisantekraal Fisantekraal R 20,00 R 20,00 Fly-InFly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 18,50 R 18,50 R 16,00 R 16,00 George George R18,39 R18,39 R11,59 R11,59 GraafGraaf ReinetReinet R 23,65 R 23,65 R 16,65 R 16,65 GrandGrand Central Central R 18,29 R 18,29 R 13,70 R 13,70 Kimberley Kimberley R 14,50 R 14,50 R 10,25 R 10,25 Kitty Kitty HawkHawk R 23,90 R 23,90 Klerksdorp Klerksdorp R 22,20 R 22,20 R 14,35 R 14,35 Kroonstad Kroonstad R 18,47 R 18,47 Kruger Kruger Intl Nelspruit Intl Nelspruit R 18,85 R 18,85 R 13,95 R 13,95 Krugersdorp Krugersdorp R 17,60 R 17,60 Lanseria Lanseria R 22,43 R 22,43 R 14,20 R 14,20 Margate Margate No stock No stock R 15,35 R 15,35 Morningstar Morningstar R 17,95 R 17,95 Mosselbay Mosselbay R 19,35 R 19,35 R 15,75 R 15,75 Nelspruit Nelspruit R 19,94 R 19,94 R 15,01 R 15,01 ParysParys R 16,60 R 16,60 R 11,20 R 11,20 Pietermaritzburg Pietermaritzburg R 19,90 R 19,90 R 13,40 R 13,40 Pietersburg Pietersburg Civil Civil R 17,35 R 17,35 R 13,00 R 13,00 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 21,48 R 21,48 R 13,40 R 13,40 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 21,70 R 21,70 R 15,12 R 15,12 Potchefstroom Potchefstroom R 16,60 R 16,60 R 11,20 R 11,20 Rand Rand R 18,60 R 18,60 R 13,14 R 13,14 Robertson Robertson R18,70 R18,70 Rustenberg Rustenberg R 17,67 R 17,67 R 13,45 R 13,45 Secunda Secunda R 18,98 R 18,98 Skeerpoort Skeerpoort *** *** R 15,25 R 15,25 R10,40 R10,40 Springs Springs R 19,50 R 19,50 Stellenbosch Stellenbosch R 18,55 R 18,55 Swellendam Swellendam R 19,30 R 19,30 R 13,00 R 13,00 Tempe Tempe R 17,10 R 17,10 R 11,12 R 11,12 Upington Upington R 15,09 R 15,09 R 10,88 R 10,88 Vereeniging Vereeniging R 17,03 R 17,03 Virginia Virginia R 20,70 R 20,70 R 14,62 R 14,62 Welkom Welkom R 18,47 R 18,47 R 14,61 R 14,61 WingsWings Park EL Park EL R 18,90 R 18,90 Witbank Witbank R 17,50 R 17,50 Wonderboom Wonderboom R 18,66 R 18,66 R 13,46 R 13,46 Worcester Worcester R24,15 R24,15 *** 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 April 2019 | www.saflyer.com
Fuel Prices Fuel Prices as at 04/03/2019 as at 04/03/2019 PricesPrices include include VAT but VATexclude but exclude any service any service fees fees Airfield Airfield AvgasAvgas Jet A1Jet A1 Baragwanath Baragwanath R 18,00 R 18,00 Beaufort Beaufort West West R 19,95 R 19,95 R 16,35 R 16,35 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 14,89 R 14,89 R 10,78 R 10,78 Brakpan Brakpan R 19,50 R 19,50 Brits Brits R 18,47 R 18,47 Cape Cape TownTown R 21,78 R 21,78 R 8,88R 8,88 EaglesEagles CreekCreek R 17,50 R 17,50 East London East London R 18,66 R 18,66 R 12,29 R 12,29 Ermelo Ermelo R 21,45 R 21,45 Fisantekraal Fisantekraal R 18,50 R 18,50 Fly-InFly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 18,50 R 18,50 R 16,50 R 16,50 George George R15,79 R15,79 R10,08 R10,08 GraafGraaf ReinetReinet R 24,30 R 24,30 R 16,65 R 16,65 GrandGrand Central Central R 18,29 R 18,29 R 14,00 R 14,00 Kimberley Kimberley R 14,89 R 14,89 R 10,76 R 10,76 Kitty Kitty HawkHawk R 19,10 R 19,10 Klerksdorp Klerksdorp R 18,17 R 18,17 R 16,50 R 16,50 Kroonstad Kroonstad R 18,47 R 18,47 Kruger Kruger Intl Nelspruit Intl Nelspruit R 18,85 R 18,85 R 13,95 R 13,95 Krugersdorp Krugersdorp R 16,95 R 16,95 Lanseria Lanseria R 20,13 R 20,13 R 14,50 R 14,50 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 17,95 R 17,95 Mosselbay Mosselbay R 19,30 R 19,30 R 15,75 R 15,75 Nelspruit Nelspruit R 20,79 R 20,79 R 14,38 R 14,38 ParysParys R 16,80 R 16,80 R 11,50 R 11,50 Pietermaritzburg Pietermaritzburg R 19,90 R 19,90 R 13,40 R 13,40 Pietersburg Pietersburg Civil Civil R 17,10 R 17,10 R 12,90 R 12,90 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 20,69 R 20,69 R 13,40 R 13,40 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 21,70 R 21,70 R 15,12 R 15,12 Potchefstroom Potchefstroom R 16,80 R 16,80 R 11,50 R 11,50 Rand Rand R 18,34 R 18,34 R 13,65 R 13,65 Robertson Robertson R18,70 R18,70 Rustenberg Rustenberg R 17,67 R 17,67 R 13,45 R 13,45 Secunda Secunda R 18,98 R 18,98 Skeerpoort Skeerpoort *** *** R 15,70 R 15,70 R10,40 R10,40 Springs Springs R 19,00 R 19,00 Stellenbosch Stellenbosch R 17,55 R 17,55 Swellendam Swellendam R 17,65 R 17,65 R 13,00 R 13,00 Tempe Tempe R 17,10 R 17,10 R 11,12 R 11,12 Upington Upington R 15,09 R 15,09 R 10,88 R 10,88 Vereeniging Vereeniging R 17,03 R 17,03 Virginia Virginia R 20,70 R 20,70 R 14,62 R 14,62 Welkom Welkom R 18,47 R 18,47 R 14,61 R 14,61 WingsWings Park EL Park EL R 18,90 R 18,90 Witbank Witbank R 17,50 R 17,50 Wonderboom Wonderboom R 18,66 R 18,66 R 13,16 R 13,16 Worcester Worcester R17,95 R17,95 *** 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
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SA Flyer 2016|11
• • • • •
ACCIDENT REPORT JIM DAVIS
PAPI 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.
that certified the last MPI was in possession
most accidents? If they had kept above ‘safe
On 14 December 2006 at approximately
of a valid AMO Approval at the time the last
ground level’ perhaps they wouldn’t have
17H30, the pilot, accompanied by three
maintenance was performed on the aircraft.
crashed at all.
SYNOPSIS
passengers,
(children)
departed
Okay let’s deal with the other silly
from
Potchefstroom Aerodrome on a night flight.
bit, and then we can look at what really
PROBABLE CAUSE
After a flight of approximately half an hour
The pilot allowed the aircraft to descend
happened here. Surely even a half asleep
they returned to Potchefstroom Aerodrome
too low on final approach and collided with
accident investigator, and their half asleep
for landing onto Runway 21.
the aerodrome boundary fence.
superior, who signed off the report, should
During final approach for landing with
Contributory factor: The pilot induced
both know that a 180 Cherokee has a fixed
20 degrees of flap at an IAS of 80 mph and
the aircraft to descent below a safe ground
undercarriage. They make it pretty clear
the landing gear selected down, the aircraft
level when he indicated to the passengers
at the beginning, that they don’t know the
undershoot the runway and collided with the
the function of the Precision Approach Path
aircraft and can’t be bothered to look it up.
aerodrome boundary fence slightly to the left
Indication lights (PAPI) on approach for
If they had they might also have noticed
of the runway centre line and the threshold
landing.
that 20 degrees of flap is not possible. On Cherokees the flap settings are 0, 10, 25 and
of Runway 21. The left-hand wing separated from
40 degrees.
JIM’S COMMENTS When I look at an accident report I try
Moving on; I remember almost doing the
the
to decide whether the pilot deliberately
same thing years ago when I first started
boundary fence. The right-hand wing was
stuck his neck out – flying into crap weather,
instructing. It was in the syllabus, and I am
also substantially damaged and partially
chancing his luck with fuel, low flying, no pre-
sure it still is. You have to demonstrate to a
separated from the aircraft. The aircraft then
flight and so on. Or whether he misjudged,
pupil what the lights look when you are too
cart wheeled through 180˚ and came to rest
mishandled, or did something plain stupid.
high, and when you are too low. You have to
with the tail section against a tree with the
Sometimes there is a fine line, but this one
work it out for yourself which one you demo
aircraft in a 45˚ nose down attitude. During
falls squarely into the second category.
first. You need to know the lay of the land
the aircraft on impact and was located approximately
7
metres
beyond
the impact sequence, the pilot sustained
The bloke is demonstrating to his pax
from daytime, and then go a bit too low when
facial injuries to his nose and was admitted
what the PAPIs look like when you are too
you are on long final. So you do that first.
to hospital. The passengers were not injured
low. It was an excellent demo – he was
Then, as you get closer, you do the too high
during the accident but were taken to
indeed too low, he undershot and sailed
demo, and either do a go-around, or land
hospital for observation.
straight into the boundary fence.
deep if it is a long runway.
Fine weather conditions existed at the time of the accident.
Naturally
one
takes
all
accidents
This accident report is really just an
seriously, but really...! I can only laugh at a
excuse for me to climb on one of my hobby
The last Mandatory Periodic Inspection
mental picture of the accident investigator
horses – night landings. They are often
(MPI) that was conducted on the aircraft
chewing a pencil stub in an earnest
poorly taught, and then pilots practice them
prior to the accident was certified on 12
endeavour to put the finishing touch to the
so rarely that many pilots never get to a
November 2006 at 4850.72 airframe hours.
final sentence of this masterpiece. “That’s
stage where they feel comfortable landing
Since the inspection was certified, a further
it!” he cries at last. “The pilot descended
after dark. So, with your permission, I will
36.03 hours were flown.
below safe ground level!”
turn this into a refresher on how to land
The Aircraft
Maintenance Organisation (AMO) No. 66
50 April 2019 | www.saflyer.com
Thinking it over, isn’t this the cause of
beautifully at night.
COLUMNS First, there is no reason to use less than
TOO HIGH
full flap, as this guy did. In fact, at night full flap is going to help you do decent landings – it gets the nose down and gives you a better view of what’s ahead. I have no idea why this guy was only using partial flap. As with most landings, the trick is to get yourself established on final approach at the right height, and the right airspeed, and configured for landing, and trimmed. In short, you must have a stable approach during which nothing much changes. You should only need to make minor power adjustments to maintain the glideslope. This is even more important at night than during the day, because at night you have few references to alert you to changes.
TOO LOW
Approach lighting and VASIs or PAPIs makes it a whole lot easier. But when you only have a single or double line of flares, it’s far more difficult to detect when things are not going well. You need to spot the slightest change in the appearance of the lights and make an immediate correction. If there is only a single line of lights then the rule is that they should be along the left hand side of the runway, meaning you always land to the right of them. You need to have comms with someone on the ground who can tell you what’s going on. If you are not sure, then you do a normal approach with the landing light on and fly along the length of the runway – like a precautionary
TOO RIGHT
inspection. You then go around and fly a full 1000’ circuit to position yourself for the landing again. If you are doing circuits and bumps, then getting yourself on final approach, in the right position, with the wings level at about 600’ AGL should be no problem. Your altimeter will give you circuit height, and, with a little practice, you will soon establish where to turn base and final. But it is a very different story if you come in from somewhere else, particularly if you are at a farm strip and you don’t know the QNH or the airfield altitude. The problem is that you are not accustomed to the surroundings and nearby lights. But most
elevation and the QNH that’s easy, If you
converge, and if you allow that to happen
importantly, you don’t know the intensity of
don’t, then err on being a bit too high. Watch
you will wind up with a short base, probably
the lights. Dim lights appear to be far away
the lights all the time and try to mentally
a hammerhead and far too high.
and you get the feeling you are too high
adjust to their appearance and intensity.
round the circuit, while bright lights may give
Even if you know the area well, it’s still
Fly a standard 1000’ circuit – keeping a
wise to join overhead initially. If you try to
good eye on the altimeter. Do not be tempted
join on base or long final, the brightness
There is only one thing for it – you have
to climb or descend on downwind, and make
and perspective illusions can cause you to
to fly overhead the field at what you believe
sure you maintain a decent distance from
descend too early and slam into terrain.
is at least 1000’ AGL. If you have the airfield
the field. There is a strong temptation to
the impression that you are too low.
Approaching over water or unlighted
51 www.saflyer.com | April 2019
ACCIDENT REPORT
Aircraft Registration: ZS-MZP
Date of Accident: 14 December 2006 Time of Accident: 1800Z
Type of Aircraft: Piper PA28-180 Type of Operation: Private
Pilot-in-command Licence Type: Private
Age: 45
Licence Valid: No
Pilot-in-command Flying Experience:
Total Flying Hours 111.9 Hours on Type 72.1
Do your normal downwind landing
wheels to touch, and as they do – throttle
checks. Don’t turn onto base too early.
fully back and ‘freeze’ on the stick. Do not
Only lose about 300 feet on base so you
move it a millimetre.
complete the base-to-final turn at about
Here’s a tip for pilots who are lucky
600’. And there you are, on final approach,
enough to have good peripheral vision: Just
in a comfortable position that you are
before the wheels touch you should see a
accustomed to.
red glow as the port wingtip light shines on
From there on it’s all easy. Use the
the side of the runway. It will change from
VASIs or PAPIs to guide you down the
being vague, to having a sharp cut-off,
glideslope. Have a look at the diagram.
when it does this you are very close to the
NOTE: you never have PAPIs and VASIs
ground and you can start to hold off for a
on the same runway – it is one or the other
very gentle touchdown. If you can’t see this
– I have put them both in the diagrams just
glow, don’t look for it – you will stuff up the
to illustrate what they look like.
landing.
Very often you only have the runway
Oh! And one final thing – I like to land
lights – but it’s still easy. If you are too
without the landing light. There are two
high you will be able to distinguish gaps
reasons for this. First, you will feel totally
Next point of intended landing:
between the lights all the way to the far
comfortable one day when the light fails,
end. And if you are too low the lights will
and secondly it’s easier. If you have the
Location of the accident site
tend to merge together.
light on there is a strong temptation to fly
Last point of departure:
Potchefstroom Aerodrome (FAPS) Potchefstroom Aerodrome (FAPS) with reference to easily defined
geographical points (GPS readings if possible): Approximately 50m
before threshold of Runway 21 at
When it is exactly right you will be able to see the gaps between the lights at the together at the far end. And a night landing, with the landing
Potchefstroom Aerodrome (GPS: S26˚39.838 E027˚05.052)
threshold, leave on a trickle of power, raise
Surface wind; Calm, Temperature: 23°C, CAVOK Number of people on board: 1 + 3 No. of people injured: 1+0 No. of people killed: 0
getting too low.
PAPIs indicating that you are on the glideslope.
52 April 2019 | www.saflyer.com
OKAY LET’S GO BACK TO THIS SPECIFIC ACCIDENT. WHAT CAN WE LEARN? •
the nose slightly so you have a gentle rate of descent. And then do nothing – just wait
Always use full flap for landing unless you have a very good
It may not be as smooth as you would like – but that’s just fine, even good night
Don’t let anything distract you on the approach.
•
for the bump.
reason to do otherwise. •
landings are positive.
Don’t just join the circuit at night. If you have been away – fly
The technique is the same as you use on float planes when the water is glassy
ground can be particularly conducive to
into the ground.
threshold end, but they will appear to run
lights off, is super easy. As you cross the
Meteorological Information:
down the beam and bash the nosewheel
overhead first. •
If
you
are
an
instructor,
and you can’t judge your height. Nose
demonstrate the ‘too low’ part
slightly up, a trickle of power and just wait…
when you are on long final. And
Don’t try to guess where the ground is – you will get it wrong. Simply wait for the
j
then only with caution.
SA Flyer 2019|02
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FIT FOR A
Kings Camp provides a sublime experience of the Kings of the Bush.
KING Image: Patrick O'Brian
Kings Camp is small – with just eleven
beautifully
appointed
rooms,
each
of
which is an air-conditioned refuge from the heat and dust of the Lowveld. Once we had unpacked and freshened up, it was time for lunch, a sumptuous affair on the wide deck overlooking the waterhole. An
elephant
sploshed
happily
in
the
waterhole for our lunchtime entertainment and impala, bushbuck and nyala graced The lodge has rolling lawns overlooking a busy waterhole.
It’s the little things that serve to round off a well-lived life. This is what the beautiful Kings Camp in the greater Kruger National Park will deliver.
the lawns. Managers Warren and Lisha Moore cautioned us not to leave the room
O
unescorted at night as a resident leopard N
arrival,
receive
guests cool
lemongrass
scented
towels
remove
to
travel stickiness and delicious iced tea was
welcome as the temperature was well into the balmy thirties. Vervet Monkeys darted in the trees above us as we walked to our room, scouting for what they could purloin from the fruit bowls. The sylvan setting has a
54 April 2019 | www.saflyer.com
hangs about the camp. I’m an unashamed foodie, and so was thrilled by Chef Gareth Jarvis, who produced one of the best boboties I have ever experienced, served with saffron rice, coriander and my favourite, a genuinely crispy poppadum. Fresh fruit smoothies and a mouth-watering raspberry sorbet melted away the heat of the day. Cheese platters followed, washed down with a crisp wooded Chenin Blanc. Our game drive was enhanced by
wide verdant lawn running down to an infinity
commentary from the extensive knowledge
swimming pool – from which regal kudu and
of our ranger, Grant Murphy and the tracker,
nyala stoop to drink.
called Remember (hard to forget). Spotting
TRAVEL a female leopard spoor, Remember hopped
small camp, the Waterbuck Private Camp is
off the vehicle while Grant drove us around
a four-bedroom villa with its own Land Rover
Kings Camp uses the tarred Ngala
a ravine to try catch a glimpse of the elusive
and game ranger, as well as a personal
runway (FANG) at S24,23,28. E031,19,31.
cat. We were rewarded by the sight of the
butler and chef to take care of your every
The runway is 1100m long, 1467 ft AMSL
bronze-eyed feline passing a mere metre
need. The camp can accommodate up to
and oriented 15/33. When flying from
from our vehicle. She nimbly sprang onto
eight guests in sublime comfort.
Gauteng, contact Lowveld on 129.4 and
a fallen tree and gazed at us with oh-so-
bar,
then Hoedspruit on 126.4. You will have
restaurant, library, boma, beauty spa, well-
to fly through the Hoedspruit CTR and the
Around the next corner we met a young
equipped gym, daily walks with a ranger,
Ngala runway is immediately to the east of
rhino bull. A gentle giant; I felt privileged to
swimming bath and 11 airconditioned rooms.
the main tar road north to Ntsiri. There is a
watch a lone soul moving gently through the
The room rate includes two game
grass helipad at Kings Camp, which is just
bush and then vanish as though he’d never
drives daily, full board which consists of:
1.75 nm north east of the Ngala airstrip.
existed.
a wake-up snack, game drive snacks,
Prior permission required. If you wish to fly
We stopped at a beautiful view site for
huge breakfast, three course lunch, pre-
commercially, you can fly Airlink or CemAir
sundowners, snacks and swopping stories,
gamedrive tea, snacks on the evening drive
to Hoedspruit’s Gateway Airport and hire a
in the true African tradition. Watching the
followed by a three-course supper. Most
car.
sun set whilst knocking back a good few
alcoholic beverages, soft drinks and wines
Contact Kings Camp for further details,
glasses of chilled wine was sublime. After
are included. Speciality wines and spirits are
rate special offers and bookings at www.
a wobbly climb back onto the Land Rover,
extra. There is also a full kosher kitchen.
seasonsinafrica.com
knowing eyes.
The
main
camp
features
a
GETTING THERE
we headed back to camp and were thrilled
Email info@seasonsinafrica.com or call
to encounter a spotted hyena, the ugliest of
on +27137502358
nature’s beauties.
j
Each day’s game drive seemed better than the first; over the following two days we saw elephants, more rhino, two fantastic
Wonderfully sybaritic colonial styled rooms.
sightings of lions hunting and then, to our delight, lions on a kill. Back at the camp we were escorted to our suite where the turndown service had run a hot bubble bath in the large Victorian tub. Candles refracted by crystals in the cossetting room imbue the bush with irresistible romance. The décor is in the colonial style of the great hunters and explorers. A huge four-poster bed dominates the room and the enticingly comfortable bed was sheeted in the finest cotton. A sneak peek revealed three under mattresses to ensure that the bed is a transport of delight to dreamland. Dinner was served in the comfort of the new boma which felt like a glowing womb with delicious smells emanating from the fires. After a sumptuous supper, enlivened by African folklore stories, we were ready to head off with Remember to our room. Kings is aptly named; you are made to feel like royalty. The staff bend over backwards
to
provide
royal
treatment
from massages to game drives. This is an unforgettable experience of luxury and worth every cent. You feel transported to another era and are completely indulged, even if it adds a few unwanted kilos! This game experience is a must on your bucket list.
The essential spa for ultimate relaxation.
For those wanting exclusive use of a
55 www.saflyer.com | April 2019
SA Flyer 2019|04
The idea of the portal is to be an introduction platform where owners, operators, crew and enthusiasts can meet. We hope that we can contribute to the safe expansion of the industry and the number of crew actively flying.
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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
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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 | April 2019
57
AIR RACING PATRICK DAVIDSON
PATRICK DAVIDSON’S RED BULL UPDATE While waiting for his racing
year to move into high gear, Patrick answers some of the more common Red Bull Air Racing fan questions:
HOW IS YOUR YEAR GOING SO FAR?
and processing required during race week
My 2019 RBAR season has got off to a
can be overwhelming and even after my
slow start due to a couple of venue changes,
first full season of being involved in RBAR
which in turn has created date changes,
it becomes easier to take in the info and
forcing me to wait till June’s race in Kazan
understand how the whole system works.
for my return to the track.
So YES, I believe the Challenger Class is a really useful training ground for the Master
WHAT
IS
THE
ROLE
OF
THE
Class.
CHALLENGER CLASS? It’s a really good concept, with a proven
WHAT
ARE
THE
DIFFERENCES
track record in other fast paced motor
BETWEEN THE MASTERS’ PLANES
sports such as Formula 1 and Moto GP,
AND THE CHALLENGERS’ PLANES?
with their ‘second’ tier classes. As I have
Perhaps surprisingly, the Master and
mentioned a few times, the info overload
Challenger planes have exactly the same engines (and thus horsepower) and props. I guess the biggest advantage that the Masters planes have against ours is that they can make aerodynamic changes. Thus, changing the cowl can help with cooling and refining the winglets can help the plane turn faster and not ‘stall’ under loading. This means that the plane can take a shorter line through the track. And I guess the biggest benefit that the Masters have is that they don’t have to share planes. As the only pilot to fly their plane, everything is set up exactly as they want it. WHAT’S THE VIBE LIKE BETWEEN THE MASTERS AND CHALLENGERS? Initially the Masters take you at an arm’s length and I guess this is understandable as every new person joining has the potential to take their spot and to stop the whole project if somebody makes a mistake, or god forbid, has an accident. As time goes on and we get to know one another, the Masters become like big brothers giving advice when needed – and tips that may sound silly, but work like a charm! But come crunch time, everybody
The Challenger Class does not get the aerodynamic refinements that help the Masters fly a tighter line through the track.
58 April 2019 | www.saflyer.com
keeps to themselves and gets ready to race. So I guess the RBAR project is like a big family….. until the helmet goes on.
FEATURE WHEN WILL WE SEE YOU IN THE MASTER CLASS? This is a question I get asked the most, as our Class is not televised in SA and I guess everyone is as keen as I am to see me there. To be honest, nobody is certain as to the actual ‘how’ to get promoted, although we have been told that there will be an age limit of 50 years on the Master class which could be implemented as soon as 2020, and this would mean three seats opening up. So I guess if I keep my nose clean and fly safe and fast and score a podium or two, then who knows? I can only hope, but I am already very grateful and privileged to be competing at RBAR at all.
j
RIGHT: Until the racer's pull on their helmets... they are happy to help each other.
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.
SA Flyer 2019|04
YOUR ONE STOP SHOP FOR ANYTHING NEEDED IN THE LIGHT AIRCRAFT INDUSTRY.
Contact Eric or Hayley 084 857 6414 or 067 154 2147 eric@acgs.co.za - hayley@acgs.co.za Situated in Building B7, Rand Airport. Next to Aviation Rebuilders.
59 www.saflyer.com | April 2019
BRIEFING ALAN EVAN HANES
WHAT HAPPENS WHEN RECREATIONAL AVIATION GETS ABSORBED BACK INTO THE CAA? After the reabsorption of RAASA by the South African CAA, Recreational Aviation will be the responsibility of the CAA’s Senior Manager – General Aviation, a position that was newly created and is yet to be filled.
D
AILY
operations
will
be
the
responsibility of Manager – General Aviation
Organisation,
which
is currently filled by Mr Subash Devkaran. It could not be confirmed if Mr Devkaran will fill the Senior
Manager position, but he is well known to the Aero Club for his professionalism and involvement with the SafetyFirst Aviator campaign. RAASA’s Rand Airport office will continue top operate, with both licensing and Authorities to Fly (ATF’s) being issued there. Use of Rand Airport will continue until the SACAA occupies a new building at OR Tambo, currently scheduled for September 2021. THE ATF ISSUE The current process of bringing in your paperwork, having a cup of coffee and walking out with your documents will not be the case anymore. It will now take at least seven days (possibly longer), as the plan is that all submissions are put through a more rigorous checking and vetting process and digitised onto the CAA’s Empic system. In the age of digitisation things take 10 times longer – go figure. All docs will need to be emailed to a central post box, and notification will be sent to collect – at the Rand Airport office. Both offices (Midrand and Rand Airport) will issue ATFs; but they are likely to take longer than currently experienced for the same reasons that all data is being subject to additional verification prior to being captured onto the MPEG system. All documents should be scanned and sent to currencyfee@caa.co.za with a follow-up email within three working days. The system will advise the status of the application to the registered owners email address. It is critical that all documentation as stipulated on the
60 April 2019 | www.saflyer.com
FEATURE
application form (available on the SACAA
SACAA
and RAASA websites) is provided and
OPERATIONAL STRUCTURE GOING
filled in correctly or else the application will
FORWARD
be stalled until the correct documentation
The
GENERAL
General
AVIATION
Aviation
Organisation
• Part 94 Operation of Non-Type Certified Aircraft INDUSTRY OMBUDSMAN
is provided. Owners are reminded to
Department will consist of a Manager, Four
There were suggestions for an industry
include the Approved Aircraft Maintenance
Flight Operation Inspectors, a Mechanical
ombudsman to assist in ensuring procedural
Schedule.
Inspector
Inspector;
and operational fairness, as the regulator
administrators and a
was a monopolistic service provider and
submission of documents 60 days prior to
related branch department, namely General
there was a natural imbalance of powers.
expiry date, which will NOT affect new expiry
Aviation Aircraft Operations.
This suggestion was boosted by Mr Neil
The
current
process
allows
for
dates (e.g. documents issued in August for an October expiry date will be issued with an expiry date of October the following year).
and
an
Avionics
supported by two
The
General
Aviation
Organisation
suggested that the aviation industry needed
Department will oversee: • Part
Concerns were raised over the current
93
Corporate
Operations
status of Approved Persons, and it was
Aviation
and
High-
• Part 96 Commercial Operation of
be required to agree a way forward.
Non-Type Certified Aircraft
Further concerns were raised that status of
• Part 149 Aviation Recreational
applications for various Aviation Recreational as members of CARCom and NASCom had not been communicated. The SACAA
continuous professional development and an industry operational code.
Performance Aircraft
agreed that an industry workshop would
Organisations (AROs) to become admitted
de Lange in his presentation which also
•
SACAA SERVICE LEVEL AGREEMENT A Service Level Agreement with the industry is being developed by SACAA
Organisations
and will be published shortly for comment,
Part 137 Aerial Work Operations
where objections can be raised. The SACAA
The General Aviation Aircraft Operations Department will oversee:
agreed to provide an acceptance or rejection
•
Special Air Events
by 1 March 2019.
•
Part 66.10 Approved Persons
•
Part 91 General Aviation
intends to publish actual measured timelines, which will assess operational efficiency. The current proposed turn around times are as follows:
PILOT LICENCE RENEWAL Mr Neil de Lange (currently Chief Executive Officer of RAASA) advised that the issuing of Part 61 (Pilot licenses) and Part 62 (National Pilots Licenses) would likely take a little longer than previously as the data is subject to additional verification and captured onto the new systems; but it would soon allow electronic submission of documents and issuing of credit card type licenses. PPL and higher licenses will still only be able to be issued at Midrand. All NPLs including Balloon and Glider licenses will be issued at Rand Airport. Additional
concerns
were
raised
concerning multiple AROs for the same discipline and that Part 61 (i.e. Private Pilot Licenses or higher) were receiving conversions onto NTCA Part 62 type aircraft without the attendant oversight as they failed to become members of an applicable ARO in terms of part 94.06.1. It was agreed that not all AROs needed to be AROS; and those that experienced unreasonable operational compliance with the current interpretation of Part 149 would be allowed exemptions, and where there was common ground, Part 149 would be overhauled.
61 www.saflyer.com | January 2019
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62 April 2019 | www.saflyer.com
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
TECH TALK WYNDHAM FERREIRA
IS RETRACTABLE UNDERCARRIAGE WORTH IT? The Arrow is about 12 knots faster in cruise than its fixed-gear sibling.
F
ORTY
years
ago,
Damien Dyer
It’s always a thrill when we move the landing gear selector to the ‘Up’ position and a whole lot of stuff obediently starts happening to make the gear travel upward, with the accompanying noises, flashing lights and the final thump against the up-locks. And then even more rewarding, the plane accelerates and its controls become lighter and crisper. We revel in the efficiency of having the gear neatly tucked away.
in
about 25 minutes in flying time between
today, such as the Cirrus, have an eye-
general
the Cessna 210 and the 206. Both aircraft
watering price premium compared to older
aviation, most light aircraft
have the same fuel consumption per hour,
retract models with basically the same
manufacturers
high
although the 206 is spending 25 minutes
cruise performance, such as an F33 or V35
in
longer in the air, but it has a greater payload,
Bonanza.
the
heyday
performance
of
had aircraft
their line-up. Now, however,
shorter
take-off
roll
and
better
climb
there are almost no new retractable planes
performance than the sleek 210. Spending
sold. Yet, without exception, retractables
an extra 25 minutes after a bumpy three
There may be as much as a 50%
outperformed their fixed gear equivalent and
hour flight in the hot summer months over
increase in insurance premiums over a fixed
it was accepted that a plane with fixed gear
the Karoo, dodging thunderstorms, could
gear equivalent. For pilots with lots of retract
was aerodynamically handicapped.
just be 25 minutes too long.
time the insurance bill could be less, but the
HIGHER INSURANCE
To compare the same models; a good
It is also important to note that a Cessna
example is Piper’s Cherokee Archer 180
210 with its gear hanging out is by no means
and the Cherokee Arrow 180. The Arrow is
just a 206, neither is a Cherokee Arrow with
about 12 knots faster in cruise than the fixed
its gear hanging out a Cherokee Archer.
Flying a retract means operating an
gear Archer. Moving the goalposts a little, a
Retracts tend to fly like bricks once their
aircraft with more complex systems. Landing
Cessna 210 is roughly 20 knots faster than
gear is out in the breeze.
gear operating speeds and emergency
the 206, and the Cessna 182RG is around 15 Knots faster than the fixed gear version. The retractables usually came with slightly
larger
engines
and
premium never goes away. COMPLEX AIRCRAFT
So, what to choose? Here are a few facts
procedures in the event of an undercarriage
to consider when comparing a retractable
failure add a lot to the workload of a pilot,
and fixed gear piston single:
especially less experienced pilots.
COSTS
FAILURE
constant
speed propellers that made it difficult to assess precisely how much difference the
The purchase price of a retract within
There is a chance that due to mechanical,
retractable gear really made over their fixed
the same model range will be higher than
electrical or hydraulic failure, the gear will
gear siblings. By way of example, flying from
the fixed gear equivalent, although more
not extend, putting you in a higher risk (and
Bloemfontein to Cape-Town will save you
recent high performance models available
stress) bracket.
64 April 2019 | www.saflyer.com
FEATURE
DRAG Cessna’s simple steel leaf spring has made an excellent landing gear. Even
Retract aircraft tend to fly like bricks once their gear is out in the breeze.
without a fairing, the thin steel leg, though heavy, produces relatively little drag and a faired tubular one even less. A good wheel spat, fully enclosing the brakes, and making a clean intersection with a thin leg, does away with at least half of a wheel and tyre’s drag, provided that most of the tyre is inside it. However, wheel spats and fairings are prone to frequent maintenance due to the shock of landing, vibrations during taxi, landing and takeoff. This gets even worse on rough unpaved landing strips, to the extent that wheel spats have to be removed before landing there. The Piper Cherokee’s oleo struts are comparatively difficult to
the normal manufacturer’s inspection and
and almost better than new interior, and still
lubrication requirements.
have a lot of change left before buying a
During the 1980’s there weren’t any fixed
new high performance fixed gear single. But
gear aircraft that had the same or better
that change may be then be eaten over time
streamline. In terms of frontal area, the oleo struts’ drag is as much as nine times that of a Cessna’s aerofoil-shaped fairing. MAINTENANCE Retractable
landing
gear
systems
A good wheel spat does away with at least half of a wheel and tyre’s drag provided that most of the tyre is inside it.
require additional maintenance, apart from scheduled Some
inspections
manufacturers
and require
lubrication. hydraulic
systems to be overhauled every five years, landing gear retract gearbox overhauls at 2000 hour intervals, actuators to be overhauled at 400 hour intervals, and so on. Further to this, there are micro switches, electrical wiring snags, excessive play on door hinges and undercarriage pivot points that can be costly to repair. Some of the older retract systems have parts that have become obsolete, making replacement of worn parts a real challenge. You can expect to pay around 20% more on maintenance costs for a retractable gear. Be aware of the costs of ownership of the different types. On one hand, my old Cessna 210B costs upwards of R250,000 to carry out
cruise performance than the retractable
by the higher maintenance and insurance
gear aircraft. But today you have a choice
premiums.
– you can buy a new or still young Cirrus
My advice would be to consider what
with fixed gear that outperforms all the older
you would like to spend, what are your
retracts. But they come with a high price
typical application requirements, and then
premium. Or you could refurbish a Cessna
buy whatever aircraft type best suits your
210 or older Bonanza with a new engine,
pocket and mission requirements.
propeller, glass cockpit, new paint, windows
j
the 5-year power-pack overhaul, hydraulic system O-ring replacement, one or two expensive, hard to come by micro switches, solenoids, worn braces and electrical wiring
There is a chance that due to mechanical, electrical or hydraulic failure, the gear will not extend.
snags. But to see the old lady open its gear doors, tuck its legs away and close them with a thud in such an elegant fashion, with an average ground speed of 150 knots, for an initial purchase price of just R450,000 makes it all worthwhile. On the other hand, our Bonanza V35 gave us 170 knots on average out of not-so-good unpaved strips, with no additional costs apart from
65 www.saflyer.com | April 2019
Jabiru It's a lifestyle
Over 300 flying in SA
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66 April 2019 | www.saflyer.com
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67
REPORT: GUY LEITCH
FASHKOSH 2019 AIRSHOW
A highlight was the Mango Boeing 737-800 display flown by veterans Scully Levin and Rodney Chinn.
After a four-year absence there was a pent-up demand for a civilian air show in the Cape. It was therefore not surprising that all 5000 tickets were sold out days before the air show. studio and his commentary and music could continue. For many, the highlight of the show was the magnificent flypasts of the Mango Boeing 737-800, flown by Captains Scully Levin and Rodney Chinn. The combined age of these two veteran pilots is 145 years and they have more than 55,000 hours between them. Scully reckons it will probably be his last display. Keeping an eye on proceedings was Mango Chief Training Capt Bruce Hyde. The bright Orange 737 did a number of stately Airshows are a great way for families to get a taste of the excitement of small planes.
flypasts and then pulled up to the sound of Nessun Dorma being played over the PA system. It was a goose-bumps moment.
T
Coming from nearby Langebaanweg, ‘FASHKOSH’
HE
2019 air show was a
Rikus Erasmus with the Air Boss being Francois ‘Hosepipe’ Hanekom.
success
Despite an unseasonably hot day that
with many of the best
had everyone seeking shade, and then
teams
flown
two hours of load shedding, the air show
Gauteng,
was an unqualified triumph. It was so hot
resounding
down
having from
with
that even Capital Sounds’ generators could
locally based displays. And it no doubt
not keep up and there were a few minutes
helped that the organisation was led by
of silent frustration until a large genset
Stellenbosch’s Mr ‘Air Show South Africa’
was connected to Brain Emmenis’s mobile
combining
68 April 2019 | www.saflyer.com
well
the SAAF’s Silver Falcons were a big crowd pleaser and did great public relations work for the Air Force. Behind the scenes there was much work being done to stimulate children’s interest in aviation by many clubs and organisations such as Sakhikamva Foundation. Team Xtreme and the Raptors, who flew south from Gauteng, showed how good civvie pilots are and a highlight for the aircraft spotters were the very rarely seen Cape residents, such as Alan Fergus’s
AIRSHOWS
Howard, Lyle Grace’s Cessna 195 and the Club Chairman’s Aerostar. Thrills
were
created
by
the
TSU/
AGA Task Action Force who staged a car hijacking and showed an AH145 to great effect, dropping off cops and dogs. The only significant helicopter action that was missing was Mark Jackson’s Blackhawk, which had been called away two days earlier to provide desperately needed flood rescue services in Mozambique.
Impala Instructor Koos Kieck checks out the club's Impala simulator, made from a salvaged cockpit section.
Other noteworthy performances came
Samuel travels by bus to all the airshows around the country to sell his toy aircraft.
Capital Sounds Brian Emmenis feeling frustrated to be without power for his PA system.
from the jet powered JS-3 glider, Alan Fergus’s Harvard and L39 jet, a Bosbok and assorted model aircraft. Kishugu’s firefighting teams closed off the show with two Hueys and an 802 AirTractor bombing a fire while the spotter aircraft circled overhead. Encourage by this year’s success, the Stellenbosch Flying Club is planning on
A paper plane competition kept children enthralled.
making the crowd line bigger to accommodate the growing demand for a quality air show in
j
SAA Captain Pierre Gouws brought his Raptors team down from Gauteng - and sought refuge under a Silver Falcon wing from the heat.
Jason Beamish shows off his brand new Extra 300Lx in mirror formation with Nigel Hopkins inverted Extra 330LS.
Trevor Cohen
the Cape.
CAREER OPPORTUNITY ATR Captains
Air Mauritius Ltd., the Mauritian National carrier, has exciting opportunities for ATR Captains. Basic Requirements:
Home country’s highest secondary qualification. Medical Class 1 (In case of medical restrictions, the Company reserves the right not to accept the Medical). Licenses - ICAO or of equivalent standard. Minimum age of 20. Candidates shall meet the requirements of the local authorities.
Flying Requirements:
Valid ATPL. 4000 flying hours on multi engine aircraft including 1000 flying hours as PIC on ATR or equivalent aircraft. ATR Type rated plus a minimum of 100 flying hours on type and 20 sectors as Primary Crew in the last 12 months.
An Equal Opportunity Employer
Selected candidates will be offered employment on a contractual basis. A selection exercise is planned for the above position on the 25th and 26th of May 2019 at the Intercontinental Hotel, OR Tambo. Interested candidates fulfilling the above requirements and wishing to attend the selection exercise are requested to send their applications on the Air Mauritius application form (available on the Company website) along with a motivation letter to the following email address: nveerasamyackbar@airmauritius.com and mention the subject of the email as being ATR Captain May 2019 selection. Air Mauritius Ltd. reserves the right not to proceed with the filling of this vacancy.
airmauritius.com
69 www.saflyer.com | April 2019
AOPA BRIEFING REPORT: CHRIS MARTINUS
SA-CAA CRASHES AVIATION TOURISM INDUSTRY A decision by the South African Civil Aviation Authority (SACAA) to change pilot certification procedures may kill 'vacation flying' – a lucrative tourism industry that employs hundreds of South Africans and brings in millions of dollars of foreign exchange.
S
IMILAR to organisations that arrange 4x4 self-drive
Self fly safaris bring in millions in foreign exchange to SA.
groups, Aviation Touring Companies (ATCOs) bring qualified foreign pilots with their families and friends
into South Africa and set up self-piloted safari tours for them using small aircraft. The
recent
announcement
by
the
SACAA throws into chaos the planning system that tour operators have used for decades. Existing contracts made months earlier are jeopardised. The Authority said the rules would take effect from 13 March and gave industry leaders no opportunity for a hearing. Aviation touring companies warn that the abrupt decision will wreck their ability to plan, could force them to cancel tours, and would give South African tourism a black eye. HOW LICENCE VALIDATION WORKS Although ICAO, in terms of the Chicago Convention,
prescribe
that
contracting
states must recognise each other’s licences and certificates, foreign pilots must have a ‘validated’ pilot licence to legally fly a South African-registered aircraft. On the basis of ‘flight safety’, the SACAA mandates that the pilots are locally tested on their flying skills, on the rules of the air, and receive briefings about special flying conditions in southern Africa. If successfully completed, the pilot receives the validated private pilot licence.
start the paper work until after the pilot has
finished their job, they give themselves five
arrived in country. For years they have not
more days to give the pilot the licence.”
only started, but have completed the official
Hanks said the muddle means a proper
paperwork far in advance”.
schedule cannot be set.
Under long-existing custom, the SACAA
Safari lodges require guests to pay for
issued the licence paperwork well before
their accommodation up to four months in
the vacationing party arrived. This left only
advance. If the tourist is unable to get there
the air law and skill tests to be completed
on schedule, there is no refund. Guests pay
(usually over a weekend), to enable pilot-
as much as $2000 (R28,000) per person
groups to takeoff on their vacations.
each night at some lodges. A two-week self-
“If the guest cannot fly because the CAA
piloted safari can cost a couple upwards of
“Safaris are planned and paid for months
hasn’t issued his licence, they’ll have lost a
in advance and the SACAA ruling trashes
lot of money”, Hanks said. “They’ll be angry
“When the tourist-pilots make their plans,
our ability to make those plans”, said long-
and they’ll never come back. It’s all because
we allow two to three days in Johannesburg
time tour operator Nick Hanks of Hanks Aero
the SACAA won’t begin their work ahead
for preparations, briefings, the air law
Adventures. “They’ve said that they won’t
of time” he said. “Moreover, once they’ve
test and flight checks,” Hanks said. “We
70 April 2019 | www.saflyer.com
$30,000 (R420,000).
COLUMNS schedule all this tightly so the pilot-groups
Sample Trip Kit 2.
depart on schedule. We’ve worked this way since starting this business in 1997.” “Now SACAA won’t let you begin any application processes until the pilots and parties are here and have completed the CAA mandated checks - they can’t tell us when the licenses will be ready,” he said. “They say it’ll be within five working days.” Hanks said the muddle over beginning a license application and finally issuing the license means a self-piloted schedule cannot be fixed. “If the change sticks, hardand-fast reservations cannot be made and no one will book tours. It’ll kill the whole industry.” Similar
operations
have
developed
in Australia, the United States, Europe and New Zealand.
In most instances,
the requirements for validation can be completed online. Markus
Mollmann,
of
Pretoria’s
Bushpilot Adventures, notes that in other countries, “The licence validation process is simpler. Most of these countries have foreign pilots validated – with licence in hand – within a single day. While the validation requirements here have been more complicated compared to other flying destinations, we work them into our guestpilots’ trip schedules,” Mollmann says. “With these sudden changes however, we cannot promise any set schedule.” Holiday flying contributes to
almost
every facet of South African tourism, including eco-tourism, paleo-and culturaltourism, motoring, adventure, and sport tourism. Dave Vanderspey, of Cape based African Aero Safaris, goes further to say, “Tourists
families. Combined revenues of the aviation
industry stakeholders such as AOPA, nor
tour operators now generate in excess of an
have they been through the statutorily
estimated $1,500,000 (R21 Million) per year.
required consultation process with parties
The
SACAA
proposals
would
kill
whose rights are negatively affected.
the principals’ businesses and diminish
The
unnecessary
restrictions
and
the business of flight schools and flight
proposed regulations are mostly driven by
instructors
down-stream
commercial charter operators who seek
enterprises such as lodgings, transfer
and
other
to shift their liabilities and insurance costs
services, local tours and artefact vendors,
to game lodge owners and to discourage
causing lost jobs and revenue.
private aviation in the forlorn hope that tourists make use of their scheduled
SACAA
FEUD
AGAINST
and chartered flights, instead of flying
GAME
themselves.
LODGES For several years, SACAA has been
Sadly, the development of these very
attempting to impose onerous regulations
damaging
and requirements on game lodges and other
procedures is happening behind closed
fly-in tourist destinations. This includes the
doors with inexperienced, unqualified and
ongoing airfield licensing/registration saga.
malleable officials. Unfortunately, if South
The changes to the licence validation
and
unworkable
Africa loses this lucrative tourism sector, it is
process have not yet been discussed with
vote with their feet and South Africa will
regulations
unlikely that it will ever recover.
j
Country comparison expanded procedures.
lose this lucrative tourism income to other
COMPARATIVE PROCEDURES FOR THE VALIDATION OF FOREIGN PILOTS LICENCES FOR PRIVATE DAY VFR FLYING / RECREATIONAL HOLIDAY FLYING
countries that don’t have such restrictions. In an environment where every job opportunity counts more than ever before, this SACAA Time required in country Airlaw Exam required Briefing required
action is particularly harmful to South Africa – and more – it is unnecessary! It is purely a procedural change and has no bearing on flight safety.”
Type of flight test required
Aviation tourism has grown dramatically
offer licence validations and more limited
Can the validation be issued prior to below requirements being met Initial application method
services to vacationing pilots and their
Validity
since Mandela was elected. Starting with one company in the early 1990s, there are now several full-time operators. Many flight schools around the country also
SOUTH AFRICA
USA (FAA)
CANADA
UNITED KINGDOM
EUROPE (EASA)
AUSTRALIA
Min. 9 days
1 day
1 day
1 day
Unknown
1 day
1
YES
NO
NO
NO
NO
NO
YES 2
NO
NO
NO
NO
NO
Initial PPL Test
Flight review
Flight review
Acclimatization flight
Acclimatization flight
Flight review
NO
YES
YES
No validation required 3
No validation required 4
YES
Hard copy
Email / Online
Email / Online
up to 60 months
Unlimited / No expiry
up to 12 months
28 days
28 days
up to 12 months
Assuming no administrative delays - 2 days briefing and testing plus 7 days waiting for issuance of licence Briefing on airspaces and radio procedures as well as density altitude UK does not need a validation for private flights of max 28 days a year. A simple declaration of licence suffices. See amplified procedures below. 4 EASA does not need a validation for private flights of max 28 days a year. 1 2 3
www.saflyer.com | April 2019
71
NEWS
FIRST STEMME S12 SOARS INTO SOUTH AFRICAN SKIES Stemme builds the ultimate
Peter Bailey about to depart for Springs in his new Stemme S12.
motor gliders as they provide a comfortable side by side cockpit and fantastic glide performance, with a glide ratio of better than 50:1.
A
FTER many delays, including three months to get its first Certificate of
Airworthiness,
Springs based glider pilot Peter Bailey has
taken delivery of the first Stemme S12 high include a wider undercarriage track and
Peter How of Gariep based PJ Aviation
Peter is not new to the Stemme series,
a very useful increase in maximum all up
is the South African Stemme agent and he
having flown an S10-VT for several years,
weight to 900 kg. The wing comprises
says that there has been huge interest in the
appearing at many clubs and fly-ins in South
a fixed 11m centre section and an outer
latest product in the amazing Stemme motor
Africa.
section comprising two parts, which allows
glider range and the South African Stemme
The new S12 has a wing span of 25
the wings to be folded down to 11,4m for a
fleet has doubled in the past two years - plus
metres, two metres longer than the S10, and
T-hangar. It also enables the pilot to reduce
there are more on their way this year.
so the soaring performance is even better
the span to 21,7m for flying powered cross
than before. Other significant improvements
country or into narrow air strips.
j
SA Flyer 2018|10
performance motorised glider in Africa.
Cruise 149kt TAS at FL100 Powered range 950NM Glide angle 1:53
ST E MME -A F R IC A .CO M 07 1 6 57 4 424
72 April 2019 | www.saflyer.com
Contact: willoveravionics@gmail.com +27 74 120 5774
Contact: willoveravionics@gmail.com +27 74 120 5774
Perfect for the NTCA owner - NO aircraft
Displays via WiFi to your tablet and/or
required!
Charge, self powered!
wiring and internal structural modifications
smartphone (ios and android). No Battery to
Item
THE BOM
Price Including VAT
Item
Price Including VAT
BOM with ADSB-in
R35 500,00
Airman 8 - incl Case
R9 200,00
BOM without ADSB-in
R28 900,00
Airman 7
R5 160,00
TELEX HEADSETS
Willover Avionics is an authorised dealer
for LEVIL products which are backed by a 1 year warranty.
Price subject to stock availability and Rand Dollar exchange rate.
Airman 7 Case
R450,00
Airman 8 Replacement Ear Cups
R450,00
Airman 7 Luxury Replacement Ear Cups
R350,00
Airman 7 Standard Replacement Ear Cups
R140,00
Dual PJ Plug to Airbus XLR Adapter
R1 300,00
Company Registration 2017/355178/07 VAT No 4670281718
HANGAR SPACE AVAILABLE AT WONDERBOOM.
Break away to the sights and sounds of the bushveld, fly to Kunkuru Safri Lodge. Six well positioned thatched chalets with en-suite bathrooms and air-con sleeps 2/4 people. Most plains species are found at Kunkuru Safaris and also includes Buffalo, Lion and Hippo.
061 947 2807
Fly-in packages start at R250.00 per person. Includes brunch and use of the lodge facilities. The lodge includes a pool and lounge areas with a cash bar. Game drives can also be arranged at an additional cost. AIRSTRIP DETAILS
Gravel airstrip 20m wide with 15m shoulders on each side 1200m long threshold to threshold Approach 05/23 Windsock in centre of runway 25 20’53.50” S 27 41’44.20” E Elevation 1140m (3740ft) SA Flyer 2018|08
Please contact Donald for more info:
donald.gilroy@icloud.com Contact Andre on 072 733 4584 or e-mail andre@kunkurusafaris.com for bookings. www.kunkurusafaris.com
73 www.saflyer.com | April 2019
WORDS: PAUL LASTRUCCI
OBITUARY MIKE SPENCE 15 Feb 1930 - 25 Feb 2019
Mike Spence , the founder of the Experimental Aircraft Association (EAA) in South Africa passed away aged 89 on 25 February 2019. formed Chapter 322 Johannesburg. The EAA in South Africa played a pivotal role in sport and recreational aviation regulations. They instigated the Approved Person (AP) scheme which is still in existence today. Early homebuilt regulations remain essentially the same as were promulgated all those years ago with the assistance of Mike and various other EAA enthusiasts in the seventies and eighties. Mike ran a business Republic Pneumatics in Edenvale Johannesburg for many years and became well known as Mr Walkie Talkie. Mike as always was very friendly and funny and brought his humour to everyday transactions, to the delight of the aviation fraternity in South Africa. Late in his life he wrote the Aircraft Maintenance Engineer exams on type certified aircraft and passed them first time. He continued to serve the aviation community at Ultimate Aircraft Services Krugersdorp for many years mentoring young apprentices into qualified technicians on various vintage, production and experimental aircraft. Through Mikes mentoring, his son Anthony gained his AME and AP certificate. He is now flying Citation jets in the USA. Amongst the EAA and Flying Club members at Krugersdorp, Mike’s grand kids, Justin and Matthew, became known as Nosewheel and Tailwheel, Barely able to peep over the instrument panel, from an early age they flew with Mike and Anthony. In later years Nelson Muthivi, our resident fuel pump attendant at Krugersdorp used to write on their fuel slips, Nosewheel or Tailwheel which ever one came for gas in the many aircraft they later began to fly. The two following generations of Spence’s followed their passion thanks to Mike. In the words of Paul McCartney; “You can judge a man’s true character by the way he treats his fellow animals.” This was evident
M
within minutes of meeting Mike. His love for all animals meant that a pack of dogs at his house at Buccleuch and his numerous airfield cats IKE was born in Rhodesia in February
in his hangar were all subjected to his kindness.
1930 and spent his lifetime pursuing the
Mike left a huge void in the aviation fraternity in South Africa.
love of his family, his many friends and
From when he did his pilots’ licence in 1953 at Kumarlo Airfield in
animals, and an insatiable passion for
Bulawayo and shortly thereafter the acquisition of his little Auster
aviation.
Arrow ZS-VMV in 1958, he flew almost all his life. He gave much
Mike Spence and his friends Bill Keil,
endured the hardships that life dishes out, and definitely dodged the
Woody Woods and Anton Maneschyn
perils of old age with his infectious sense of humour and ability to
brought the dream of the EAA to South Africa in 1969 when they
74 April 2019 | www.saflyer.com
j
inspire and to give to those less fortunate, the time of day.
2019
HELICOPTER
FEATURE
75
www.saflyer.com | April 2019
FLIGHT TEST REPORT: GEORGE TONKING IMAGES: MARK MANSFIELD
THE ROBINSON
R44
SOUTH AFRICA’S UNIQUE CRIME-FIGHTING R44.
76 April 2019 | www.saflyer.com
Dawn Patrol - The surveillance R44 in action crime-fighting over Johannesburg's suburbs.
77 www.saflyer.com | April 2019
Ready go - Bidvest Protea Coin's, ZS-RGP is based, mission ready, at The Ultimate Heliport in Waterfall Midrand.
Ever since it’s humble beginning the helicopter has inspired and intrigued many; young and old. It has however been
and to this day its record stands undefeated as a piston powered helicopter. Cessna had done valiantly, but the Skyhook project became too expensive for a firm that had no proven track record in the rotor wing arena. Frank was taking notes and moved on to Kaman, then Bell and lastly Hughes Helicopters. With a string of successes in the engineering and design departments, he was well known for his
an expensive and exclusive contraption in which only a very small percentage of even the aviation fraternity could afford to fly.
W
exploits into anti-torque or tail rotor design. But as those around him worked their 9 to 5, he just couldn’t put his dream down. Eventually, Frank quit Hughes to start building his own low cost helicopter – the two-seat Robinson R22. Built in Frank’s garage, it was a humble beginning. The first flight was in 1975 in Frank’s hands. Surprisingly for many, it lifted off and all worked as expected. FAA certification followed in 1979 in the capable hands of Joseph John
ITH many moving parts requiring complex, compact
engineering,
the
helicopter’s
development was always going to be costly, let alone the unit production costs and maintenance.
These were issues close to Frank Robinson’s heart when he
had joined Cessna in the early 1950s as a young flight test engineer on Cessna’s Skyhook helicopter project. He was putting his nose in wherever he could to glean technological wizardry. Frank had a dream of building a light piston powered helicopter that would bring hovering within reach of the average American. Frank Robinson befriended Charles Seibel, who had stayed on at Cessna after the purchase of the Seibel Helicopter Company. Helicopters were new to Cessna, but not to Siebel. Turns out that the resultant Cessna CH1 Skyhook lived up to its promises, claiming the FAI Helicopter World Altitude Record in 1957 of 29,777 feet. At the time, it overtook the Sud Est Alouette II as the highest flying chopper,
78 April 2019 | www.saflyer.com
“Tym” Tymczyszyn, a veteran test pilot who, two decades earlier, had been part of the certification team of the Boeing 707. In 1990 the natural progression from the R22 followed: the R44, which is basically a larger R22 with two extra seats and a larger Lycoming O-540 engine. ‘Built light to fly right’, we always say. The design brief was exactly the same as for the R22; keep it efficient and cost effective. The materials and construction are largely conventional steel skinned and welded chromoly space frame with bonded aluminium honeycomb main rotor blades. Nothing new, just old school, slide rule computed fabrication. Robinson revolutionised the light helicopter industry by standardizing the main component time to overhaul and life span to 2,000 flight hours or 12 years, whichever comes first. With many millions of fleet hours covered without failure, this figure was increased to 2200 flight hours or 12 years in 2012 with the endorsement of engine manufacturer Lycoming. This business philosophy means more predictable maintenance schedules for the owner and it has proven to be the cheapest way to operate and maintain a new helicopter. It is
around 60% less costly than its competitors.
design allows for the Dural skin to be the only
advancing tail rotor blade to push up into
To date Robinson has produced over 12,000
structure managing the tail loads, so it is light
the main rotor’s down-wash, increasing its
helicopters, making it the biggest producer of
and strong. It’s one of the few components
effectiveness. – Clever stuff.
helicopters in history as well as the biggest
that last 4400 hours before overhaul.
single aircraft producer of the 21st century. Who would have thought? Actually, I think Frank did. Some will ask why all piston Robinsons are not turbo or super charged?
After an engine oil level check on the
Going past the skinned tail feathers, you
port side, the prefight is complete, ready for
make your way to the tail rotor assembly.
start. Seat belts on, controls checked full and
Interestingly, the aluminium teetering tail
free. Master on, key onto both, fuel cutoff
rotor spins in the opposite direction to the
to full rich and a further turn clockwise for a
R22’s. The reason being that this allows the
short prime. Everything is close at hand. The
At the heart of the design philosophy of the R22 and R44 is efficiency for performance, and the longevity of engine life for safety. The power plant chosen for the R44 Raven II
The FLIR operator's console. ZS-RGP is restricted to just a pilot and operator.
was the trusted, naturally aspirated de-rated 300 hp Lycoming 540 unit popular in many fixed wing aircraft. This engine is able to produce around 400 hp in a turbocharged fixed wing application, but at the cost of fuel consumption and lifespan. Robinson de-rates the engine from its static 295 horse power to 205 hp for continuous use and a five minute 245 hp take off limit. This is accomplished by the pilot referencing a manifold pressure limit table accessible above his seat area. By limiting the engine according to the manifold pressure for a given density altitude, the engine output, or torque, can be restricted by the pilot’s collective control. The limitation being factored against density altitude increases the helicopter’s high altitude performance. If flown within these operational limits, it allows for some power margin in reserve, which is a big help for hot and high Highveld conditions. FLYING THE ROBINSON R44 There really is no trickery to flying the Robinson R44. It is an honest simple ship. The walk around pre-flight is easily performed, from the pilot station on the right, clockwise around the aircraft. First stop is the rotor head inspection. The first thing you notice is that you need to use a combination of the rear seat and horizontal fire wall under the Aux fuel tank to climb your way up the tall rotor mast. A great design; the spinning blades are very far away from bystanders and passengers. The next inspection is the main gearbox
Unique to South Africa - the FLIR turret is mounted on the left side of the R44 and not beneath its nose.
driveshaft flex couplings and drive belts as you work your way to the tail. Its monocoque
79 www.saflyer.com | April 2019
FLIGHT TEST
priming is done by the auxiliary electric fuel pump. Good to know as Robinson added a second fuel pump to back up the engine’s mechanical diaphragm type fuel pump on the fuel injected Raven II. The electric fuel pump self-test happens automatically when the clutch switch is engaged on the ground. If the engine dies then you know that the mechanical fuel pump is likely at fault. Fuel mixture is returned to full lean and the engine cranked via the starter button on the end of the collective. Once the engine fires then mixture set to full rich. Run up is done at 70% engine RPM with a Mag check, followed by the RPM horn check at 97% and lastly throttle chop to check the sprag clutch operation. The performance tables above the pilot’s seat are then referenced to establish takeoff and continuous power settings in accordance with the all-important manifold pressure gauge.
Prominent in the centre console is the FM Tactical communication system.
80 April 2019 | www.saflyer.com
The FLIR system requires a skilled operator.
The Bidvest Protea Coin surveillance heli patrolling past the Sandton skyline.
Engine oil and cylinder head temperature
businessmen relying on the convenience of
Aerocomputers NVG capable screen with
are noted in the green arc. Hatches closed
vertical lift. The useful payload of the R44 is
multiple inputs for picture-in-picture style
and we’re ready for take-off.
compromised by a centre of gravity forward
mapping. Targeting is taken care of with an
The R44 uses an electronic servo engine
limit: typically two average adults (80 kg
invisible laser target designator on the ball
governor to maintain constant main rotor
each) in the front seats and two smaller
that runs on the same plane as the imager,
RPM, limiting the normal pilot work load
people in the rear seats. Fuel quantity can
allowing the operator to light the target for
by controlling the throttle twist grip during
be limited to compensate for cabin loading
night vision goggle operators covertly.
normal flight. The governor actuates after 80
weights, with baggage space limited to the
% engine RPM and can be deactivated via a
four under-seat box areas.
A full communications suite, including a NAT TAC COM control head, allows the
switch on the end of the collective lever.
crew to communicate through VHF, UHF
All ground manoeuvres are done in a
and GSM encrypted radios to keep all
ROBINSON R44 ZS-RGP
five foot hover. Once transitioning into wind,
Bidvest Protea Coin acquired ZS-RGP
operators in the loop. Downlinking of the
rotation speed is 40 knots. Nose position is
virtually new from a private owner in the UK in
imager is done through a microwave downlink
then adjusted for a 60 knot climb attitude,
2010. It is a standard R44 Raven II which we
system providing imaging to vehicles and
all typical helicopter numbers. Due to the
equipped as a Telstar platform with a number
VR goggles equipped ground teams. This is
great power to weight ratio, the R44 has
of modifications to use it in the security
complemented by a 3G low-latency feed to
an impressive 1000-fpm-plus climb in most
environment.
keep our Headquarters War Room up to date
conditions. The
R44
The aircraft is equipped with a FLIR behaves
predictably
on field operations.
in
Systems U8500 XRT forward-looking infrared
The aircraft is limited to pilot and FLIR
autorotative decent. Normal speed is 65-70
sensor ball. This is a Nitrogen cooled type
operator in the Restricted Category due
kts with the high inertia type rotors storing
sensor that runs at -197 degrees Celsius,
to the modifications. The entire process of
plenty of energy to absorb engine-off landings
which actively presents the operator with
modification approval took five years, making
with relative ease. Descent speed is at 60
an environment picture with contrasts of
this the only R44 with a side mounted FLIR
knots following the typical height velocity
temperature variation. The system uses a
Systems U8500 in the world.
vertical corridor to ensure a safe outcome if
6-mode tracker on the isolated gyro stabilised
ZS-RGP is based, mission ready, at The
the donkey dies.
ball, reducing the operator work load and thus
Ultimate Heliport in Waterfall Midrand. Due
enabling him to concentrate on other mission
to the system complexity only a handful of
requirements.
specially trained pilots operate the aircraft.
Performance wise, the R44 will skip along happily at over 100 kts with a 2.8 hour fuel endurance making it a popular choice for
Imaging
is
monitored
on
an
A fuel bowser and motor home support the
81 www.saflyer.com | April 2019
TECHNICAL SPECIFICATIONS
ROBINSON
R44
RAVEN II
helicopter, allowing it to be dispatched within hours to any environment where it may be needed. CONCLUSION
SPECIFICATION: CREW: 1 pilot plus 3 pax PAYLOAD: 748 lb (340 kg) LENGTH: 38 ft 3 in (11.65 m) ROTOR DIAMETER: 33 ft (10.1 m) HEIGHT: 10 ft 9 in (3.3 m) EMPTY: 1450 lb (658 kg) LOADED WEIGHT: 2500 lb (1134 kg) FUEL CAPACITY: 175 litres usable POWERPLANT: 1 Lycoming IO-540-AE1A5 fuel injected, 295 bhp. PERFORMANCE MAXIMUM SPEED: 130 knots (240 km/h) CRUISE SPEED: 110 knots (200 km/h) RANGE: 300 nautical miles (560 km) FUEL CONSUMPTION: 15 US gallons (57 litres) per hour SERVICE CEILING: 14,000 ft (4,300 m)
82 April 2019 | www.saflyer.com
Frank Robinson was right. He doggedly followed his dream while acquiring all the tools he needed along the way. There remains no easy way to success, but he pushed the hard yards to produce an oxymoron; a cheap helicopter, yet one that performs well. Thankfully
he
never
compromised
on safety. Robinson have a well-earned reputation of changing designs and training to meet the demands of regulators around the world, making Robinson Helicopters leaders for pilots and owners safety. If
the
mainstream
light
helicopter
manufacturers had listened to Frank and empowered his ideas, they wouldn’t be batting against him now. I owe my career to the humble R44. Its qualities have allowed me to fly more hours at a lower cost and to come home safely after every sortie.
j
World’s Leading Producer of Civil Helicopters
COMPANY PROFILES
WORLD’S FIRST BELL 222 SIMULATOR LANDS AT HENLEY AIR
H
ENLEY Air based at Rand airport, Germiston has become Africa’s first aviation training organisation to operate a Bell 222 FNPT II flight simulator. After two years of planning and preparation, Henley Air now offers a fully functional Bell 222 SACAA approved FNPT II helicopter simulator
approved for both the Bell 222B (retractable undercarriage version) and the Bell 222UT (utility version; has skids), for advanced twinengine helicopter training, CPL, ATP, IF, and multi-crew co-operation (MCC) training and recurrence training. According to Dr. Andre Coetzee, CEO Henley Air, the Bell 222 simulator was the perfect investment as Henley Air is one of the largest operators of Bell 222 helicopters in the world. “We are now in a position to train our flight crews more cost effectively and are now
B222 Simulator.
in a position to offer third-party training on our simulator”, commented Dr. Coetzee. Henley Air operates 10 Bell 222’s of which two are permanently
(MCC), Night Vision Imaging Systems (NVIS), single/multi-
configured to fly for the Netcare emergency medical services (EMS) and are on standby 24 hours a day. The Bell 222, a twin-engine helicopter allows for night operations and night operations are further enhanced with the crew wearing Night Vision Goggles (NVG), one of only two such operators in South Africa. Henley Air has established itself over the last 23 years as one of
engine type ratings. · Two in-house Designated Flight Examiners (DFE) able to perform all license skills tests and revalidations · Human Factors Training: Cockpit Resource Management (CRM) & Dangerous Goods (DG), Human Factors, Integrated safety, Quality Assurance Auditor, Safety Management Systems Courses
Africa’s leading helicopter charter and flight training companies in the
•
Multi-engine helicopter simulator (FNPT II)
aviation industry.
•
Helicopter Emergency Medical Services (HEMS)
•
Fire Fighting Services
What started out in 1995 as a dream has today grown into a major operation at Rand Airport, Johannesburg. The early years saw Henley AIr using one Bell JetRanger, today it provides their clients with a variety of single and multi-engine aircraft to meet their diverse requirements. The majority of its fleet is owned and operated from their three hangars covering 7323 m2. Some of the many aviation services provided are: •
Helicopter charter services: tailored to suit any budget & requirement
•
Airport transfers
•
Scenic flights
•
Photographic flights
•
Helicopter “flipping” for events
•
Helicopter Flight Training: Private Pilot’s License (PPL) Night Rating, Instrument Rating (IR) Commercial Pilots License (CPL), Sling & Winch Rating, Multi-crew Co-operation
84 April 2019 | www.saflyer.com
B222 Cockpit.
j
Composite Tail Rotor Blades NEW TO MARKET for BELL 206 JetRanger • LongRanger STC imminent • • • • •
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)
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 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.
TECHNICAL SPECIFICATIONS: • Single or multi drop availability • 24V or inline air compressor options available • 200lt – 10 000lt capacities available
F O R MO RE I N F ORM A TI ON CON TA C T U S : Heli-Tractor South Africa P: +27 826 526 705 E: helitractor@vodamail.co.za | W: helitractor.co.za
SA Flyer 2019|04
Go to our website to see our full line of products and fire bucket comparison tests.
FLIGHT SAFETY THROUGH MAINTENANCE Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com
AMO No: 227
Aiden O’Mahony has recently joined the AEP team and has a tremendous following in the industry.
SA Flyer 2017|03
He has 40 years aviation experience, of which 36 are on propellers. Highly experienced on Hartzell & McCauley props fitted to all engine types.
86 April 2019 | www.saflyer.com
éOverhaul / Shockload / Repair of Continental and Lycoming Aircraft engines ; éOverhaul Engine; éComponents; éOverhaul and supply of Hartzell / McCauley and Fix pitch Propellers
SEAMLESS INTEGRATED SEAMLESS AIRCRAFT INTEGRATED SALES AIRCRAFT SOLUTIONS SALES SOLUTIONS
STARLITE AERO SALES Office: (031)AERO 571 6600 STARLITE SALES Mobile: (083) 324 8530
Office: (031) 571 6600 E-mail: klaraf@starliteaviation.com Mobile: (083) 324 8530 E-mail: klaraf@starliteaviation.com
www.starliteaviation.com
www.starliteaviation.com
SA Flyer 2019|04
WE ARE THE OFFICIAL ROBINSON HELICOPTER AGENTS IN NAMIBIA. WE SELL NEW AND PRE-OWNED HELICOPTERS AND AEROPLANES. WE OFFER A ONE-ON-ONE CONSULTING SERVICE IN ADVISING THE BEST AIRCRAFT FOR YOUR NEEDS. WE ANALYSE YOUR REQUIREMENTS AND SEEK A SOLUTION. WE ARE AFFILIATED WITH SEVERAL WELL-ESTABLISHED DEALERSHIPS WORLDWIDE. WE PROMISE TO FIND YOU THE PERFECT AIRCRAFT EVERY TIME!
International Dealer & Service provider for Robinson Helicopters in Namibia Contact person: Adri McDonald +264 812 166 910 OR Alex McDonald +264 811 286 821 Website: www.namagri.com
SA Flyer 2019|04
REAL VALUE – PRICE REDUCED FURTHER!!
1996 ROBINSON R44 ASTRO EXCELLENT VALUE FOR MONEY!
Equipment: 9 Hole Panel; Dual Controls; 1 X King KY197A VHF transmitter; 1 X King Transponder 1 X Garmin 150 GPS; Total Airframe Time: 2920.3
Price: R 2 300 000 + VAT
CONTACT: CORNE BURGER: 072 737 2209 | WILLIE JOUBERT: 082 560 2920 CORNE.BURGER1980@GMAIL.COM
88 April 2019 | www.saflyer.com
Titan Helicopter Group Titan Helicopters Court Offshore Indwe Aviation Costa Do Sol Taxi Aereo Helitrans Helicopters Rotorwing Malaysia
FROM UP HERE YOU’LL SEE THE WORLD DIFFERENTLY SERVICES OFFERED: › Oil and Gas Industry Support › Disaster Relief (WFP + MSF) › Salvage Operations › Executive Charter › Election Support › Humanitarian Aid › Fire Fighting › Ship to Shore Services › Emergency Medical Services › Maintenance (AMO 0049)
› AW139’s › S76 Series › S61-N
› Mi8 › Embraer 145 › Convair
OPERATIONAL HEADQUARTERS George, Western Cape | +27 44 878 0453 | info@thghelicopters.com OTHER OPERATIONAL BASES George Airport: +27 44 876 9037/39 | Oranjemund: +264 6323 7770
90 April 2019 | www.saflyer.com
Cape Town International: +27 21 936 4400 | Brazil: +55 21 3554-3190 Malaysia: +60 19 858 5439 | Nigeria: +234 909 392 8722 www.titanhelicopters.com
SA Flyer 2019|04
WORLDWIDE OPERATIONS OF:
91 www.saflyer.com | April 2019
COMPANY PROFILES
parts sales, as well as an accessory repair and
DALLAS AIRMOTIVE
•
Handheld
and
bench
meters
Dallas Airmotive and H+S Aviation deliver
overhaul company, International Governor
(analogue and digital) up to 6 ½
OEM-authorised turbine engine maintenance,
Services (IGS). For more information, please
digits
repair and overhaul services and support
visit DallasAirmotive.com, HSaviation.co.uk,
to the aviation industry backed by more
InternationalTurbineService.com,
than 80 years of experience. The companies
B arrettTurbineEngine.com
have established a Global Engine Services
InternationalGovernor.com.
•
Thermocouple
and
RTD
Thermometers (simulation) or
•
Process Calibrators (mA and Volt source and measure)
(GES) network that provides comprehensive
•
Data Loggers
services for engines powering 80% of the
•
Strip and Chart Recorders
world’s business and general aviation (B&GA)
M AND N ACOUSTIC SERVICES (PTY)
•
Watt Meters
aircraft and 55% of rotorcraft fleets. For
LTD
•
Current Clamps and Clamp Meters
helicopter operators, GES supports various
M and N Acoustic Services (Pty) Ltd
•
Panel Meters
levels of engine MRO for the following: Pratt
performs SANAS accredited calibrations on
•
High Pots - Insulation Testers
& Whitney Canada PT6B, PT6T, PW200
acoustic, human vibration, vibration and DC/
•
Power Supplies
and PW210 engines, Rolls-Royce M250 and
LF measuring equipment.
•
Graphical multimeters
•
Calibrates a wide variety of electrical
RR300 engines, and General Electric (GE)
The laboratory operates according to the ISO/IEC 17025:2005 Specification for the
CT7 and T700 engines. The GES network includes engine
competence of calibration laboratories and
MRO centers in Dallas, TX and Portsmouth,
also according to the requirements of the
UK, as well as 10 regional turbine centres
South African National Accreditation System
around the world. Additionally, the F1RST
(SANAS).
SUPPORT field service organisation provides
They
do
accredited
calibration
on
acoustic and vibration measuring equipment
repair and inspection services. The Global
and/or transducers, and certificates with
Engine Services network also includes two
usable results for the end user (user specified
companies, International Turbine Service
points).
SA Flyer 2019|04
(BTEC), that specialise in turbine engine and
Resistance calibrator (decade box), capacitance meters. Loop Testers, Earth resistance Testers
Contact M and N Acoustic Services on:
rapid response and high capability on-site
(ITS) and Barrett Turbine Engine Company
test equipment •
Tel: 012-689-2007/8 Email: admin@mnacoustics.co.za
Our electrical calibration capabilities include but are not limited to:
usticLtd o c A M & Nices (Pty) Serv SANAS Ac credited 1302 & 1 Laboratory 48 We perform SANAS certifications on all your: Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)
QUOTATIONS ON REQUEST Contact: Rashid Snyders Tel: 012 689 2007 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za
92 April 2019 | www.saflyer.com
Heli-Afrique
in We specialise
gene
hment.
terior refurbis
rior and ex s, repairs, inte
, modification
ce, upgrades
maintenan ral helicopter
S IN E S S.
• SA341 series • AS350/ 355 5 series 13 0/ • EC120/13 ries se 5 10 • BO ouglas D d al • McDon 22/R44 • Robinson R e rvice availabl • Hagarage se g engines. n and Lycomin so lli A , ca ec Turbom d Lesotho Zimbabwe an aintenance on a, m bi e lin am Z nd of co 0, Republic First and se s : SACAA # 83 CAA approval
SA Flyer 2018|11
HEL
0 YEARS E
H AV E 4 E W – E U IQ I AFR
IN T H E B U X P E R IE N C E
Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632 n Tino: 083 458 2172 n Office: 083 446 0066 Email: technical@heli-afrique.co.za and info@heli-afrique.co.za
COMPANY PROFILES
SKY-TECH Sky-Tech ground equipment has more than 30 years’ experience in design, and manufactures ground handling wheels, helicopter
Starlite Aero Sales Klara Fouché : +27 83 324 8530 klaraf@starliteaviation.com
dollies, tow bars and towing tugs for all types of helicopters. We specially design the wheels to be rugged for Africa.
Starlite Maintenance
We convert hydraulically operated wheels to mechanically
Emmanuel Mhungu: +27 82 402 7117
operated wheels on the Eurocopter and Bell helicopter range.
emmanuelm@starliteaviation.com
We also represent Aces Balancing Equipment from Knoxville Tennessee USA. With the equipment Shy-Tech does propeller balance, helicopter track and balance, and engine vibration. It is the approved equipment
Starlite Aviation Training Academy Klara Fouché : +27 83 324 8530 klaraf@starliteaviation.com
for: CFE Company, General Electric, Honeywell, McCauley Propellers, Pratt & Whitney Canada, Robinson Helicopter Company, Rolls-Royce,
Student Enquiries
Allison, Williams International and Turbomeca.
Claire Bang +27 63 253 1900
We provide on the job training and consulting on the equipment
train@starliteaviation.com
and on all balancing. The equipment is designed to be rugged and user friendly for
Starlite Charters
aircraft maintenance engineers, giving fast solutions, saving time and
Jen de Lange +27 82 977 1847
flying costs.
charters@starliteaviation.com
For more information, contact Sky-Tech on: Tel: 082 720 5210 Email: sky-tech@telkomsa.net
STARLITE AVIATION GROUP STARLITE AVIATION GROUP is a multi-faceted aviation company, offering a range of helicopter and fixed-wing services on a worldwide basis; delivered to the highest quality and safety standards without exception or compromise. With mission-ready aircraft configured for multi-task operations on 24/7 standby, a successful sales and charter division, and a world-renowned pilot training academy, all supported by a world class maintenance organisation, makes Starlite a fully integrated supplier for all your aviation requirements. Starlite Aviation Operations - experts at ensuring rapid deployment to remote areas across the globe. Services include: medevac, emergency rescue and relief work, oil and gas, mining support, firefighting, passenger and cargo transportation, surveillance, pipe and powerline inspection and antipoaching Starlite Aviation Training Academy boasts an impressive fleet of helicopter and fixed-wing aircraft, FNPT II simulators and a dedicated core of highly experienced instructors. Starlite Aero Sales offers a wide range of new and pre-owned aircraft, approved dealers for Robinson, Guimbal Helicopters, MD Helicopters, The Airplane Factory, Elite Simulator and David Clark.
as well as bring an authorised Robinson and Guimbal service centre for third party maintenance. For more information: www.starliteaviation.com Contacts: Starlite Aviation Operations Fiona McCarthy: +27 82 552 3813 fionam@starliteaviation.com
94 April 2019 | www.saflyer.com
Ground Handling Wheels Contact : Heinz Tel : +27 (0) 11 973 4443 Cell: 082 720 5210 Email: sky-tech@telkomsa.net www.sky-tech,za.com
SA Flyer 2015|05
Starlite Maintenance has a team of highly experienced engineers that maintain our entire fleet of aircraft to SACAA/EASA/FAA standards
95 www.saflyer.com | April 2019
Following a management buyout in August 2001, Placo Engine Division became known as APCO Engine Division. Spear headed by Tony Rodrigues and Henk Joubert this engine shop has spread its wings. APCO has full in-house capacity to do all the required work on Lycoming and Continental engines. APCO has an NDT facility, machine shop, component division, hose shop, Aluminium welding and Cadmium plating capability, engine division and engine bench testing facilities.
On request, various mods or STCs can be carried out. NTC engine balancing and porting and corrosion protective applications are available, ranging from polyurethane base paints to the more durable external ceramic coatings. APCO is also an Engine and Component Certified Centre as well as an approved MT Governor Service Station.
All personnel are qualified and have had the appropriate training either locally, or at the factory. APCO prides itself in giving the best customer service, workmanship and value as far as reciprocating engines are concerned. This with their turn key service and written warranties makes them an obvious first choice when engine overhauls, repairs, mods etc are to be carried out.
96
Contact APCO on Tel: +27 12 543 0775 / 543 0181, or Email: April 2019 | www.saflyer.com
tonyrodrigues@mweb.co.za / henkjoubert@mweb.co.za
DART AERONAUTICAL
® ®
Pieter Viljoen +27 83 652 4421 pieterviljoen@mweb.co.za Jaco Kelly +27 84 498 4916 jacokelly@mweb.co.za
GFC 500
New Garmin Autopilot Options
D2 Delta Series
SA Flyer 2019|04
GFC 600
CE AN S N I F N TIO OP LE B ILA AVA QUIRE EN W! NO
CENTURY AVIONICS - EXCELLENCE IN AVIONICS SA FLYER EXTENDS AN APOLOGY TO CENTURY AVIONICS, LAST MONTH A FEW GREMLINS CREPT INTO OUR SYSTEM AND WE PLACED AN OUTDATED COMPANY PROFILE ON CENTURY AVIONICS.
We offer a wide range of general aviation avionic solutions, including cockpit upgrades. We excel in Avionics Sales/Marketing, Installations, Repairs/Maintenance, Support and Certification, making us a one-stop avionic shop. We are also an in- and out of warranty service centre for Bose, David Clark and Lightspeed headsets. We are approved dealers for a host of avionics manufacturers (Garmin, Honeywell, Avidyne, McMurdo ELT, Genesys Aerosystems and many others) and constantly aim to offer our valued customers
CENTURY AVIONICS is celebrating 41 years in business this
the widest range of products and capabilities. Longstanding customers
year and is located at Lanseria International Airport. We specialise in
attest to our professional commitment, and fast and friendly service.
general aviation avionics for fixed- and rotary-wing aircraft together with handheld units and headsets.
Our AMO and Design Organisation is approved in South Africa, Botswana, Kenya, Namibia, Malawi and Zimbabwe. Century NAVCOM,
Century Avionics will be exhibiting at several events this year
our Design Organisation, along with our qualified and experienced
including Nampo, Aero SA, Presidents Trophy Air Race and the regular
Certification Department, will assist with Avionics STC Application/
airshows. We are excited to announce that Nampo for the first time
Development and/or Modification Approvals.
will have a Pilot Refreshment Area on the Nampo Airfield for all pilots
Please contact us for all your avionic requirements.
and their clients flying with them sponsored by Century Avionics, Bose
Tel: +27 11 701 3244 | E-mail: sales@centuryavionics.co.za |
and Garmin.
Website: www.centuryavionics.co.za
Building on the success of Dart Aeronautical and M&D Aircraft Electrical, Dart Aircraft Electrical opened its doors in January 2015. Dart Aircraft Electrical (DAE) took over from M&D and has acquired all M&Ds test and bench equipment, thereby maintaining M&Ds capabilities. DAE has also retained the services of M&Ds Matthew Joubert, and is therefore well-equipped to cater to all aircraft electrical requirements. Matthew has over 17 years’ experience and brings a high degree of professionalism to the aircraft electrics trade. He specialises in fuel pumps, magnetos, alternators and starters. Sharing the premises with Dart Aeronautical, DAE is located on the ground floor of Aeronautical House at Rand Airport. DAE is able to sell, overhaul, service and repair the following: •
Starters
•
Alternators
•
Fuel Pumps
•
Magnetos
•
Strobe Boxes
•
Aircraft electrical wiring installation and repairs
•
Electronic components
98 April 2019 | www.saflyer.com
Edition 126 APRIL 2019
AFRICAN AIRLINE CEOs ROUND TABLE AKBAR AL BAKER ON AFRICAN AIRLINES
AMMO CAPABILITY DEMO
SAAF BUDGET LIMITATIONS BOTSWANA SUICIDE PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 |www.saflyer.com Nigerian Naira| NGN600.00 April 2019
99
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... Who would have thought
APRIL 2019 Edition 126
the
mighty
Corporation
5 News 9 Bush Pilot - Hugh Pryor 11 Face to Face: Akbar Al Baker 15 2019 Ammunition Capability Demo 21 Briefing: The African Airline Industry 25 Aviation Africa Summit 27 Defence - Disaster Response 29 GIB Events Calender 34 Pilot Attacks Flying Club 35 The Ultimate Namibian Fly-In 37 Federal Airlines Charter Directory 38 AEP AMO Listing 39 Gryphon Flight School Listing 41 AME Doctors Listing 42 Back Pages 43 Subscriptions 45 Airline Ops - Mike Gough
that
would
investigation by the FBI over the design and certification of the 737 MAX?
T
HE Seattle Times reports that the FBI will lead a criminal investigation into the certification of the Boeing 737 MAX in the wake of the crashes of Ethiopian Airlines Flight 302 and Lion Air Flight 610. This follows the US Department of Transportation announcing an embarrassing audit into the processes that went into the certification of the Boeing 737 MAX. This has profound implications for African aviation. Up till now, Boeing as one of the two big original equipment manufacturers (OEMs), was seen to be tantamount to God in its infallibility. African regulators have tended to slavishly follow the requests of the big OEMs to the extent that they have often gone overboard and mandated items that were nothing more than manufacturers’ recommendations. Now Boeing is seen to be fallible – as evidenced by the Ethiopian authorities’ refusal to allow the Americans to analyse the ‘black box’ data from the EK302 crash. It is also significant to note that the two big OEMs pride themselves on the level of support they provide to often-struggling African airlines. The OEMs are able to provide a broad range of services to African carriers – from centralised ACARS message downloading and processing, to assistance
SALES: +27 (0)72 900 2023
Managing Editor Guy Leitch guy@flightcommag.com
ADMIN: +27 (0)83 607 2335
Layout & Design Emily-Jane Kinnear 70
3
FlightCom Magazine
be
the subject of a criminal
Publisher Flyer and Aviation Publications cc
Advertising Sales Wayne Wilson wayne@saflyermag.co.za
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with tricky administration functions, such as flight crew rostering. What it would now seem needs more attention, at least from Boeing, is pilot training. It is significant that American carriers, and in South Africa, Comair, believe that there is nothing wrong with the Boeing 737 MAX series that cannot be overcome by basic pilot training. Southwest Airlines has accumulated 88,000 hours in 41,000 flights in its MAX fleet. CEO Gary Kelly said the airline’s internal data reviews revealed no problem that could compromise safety. Like South Africa’s Comair, Southwest initially decided to continue to fly the MAX, even though it now agrees the grounding. Boeing’s own training pilots and Comair MAX pilots I have spoken to believe that any properly trained pilot should easily be able to handle a trim runaway associated with the MCAS system. They point out that the pilot can neutralise an MCAS trim runaway by using the control wheel trim buttons. This will override the MCAS trim for 4.75 seconds – more than enough time for the captain to take charge and switch the Stabiliser Trim off. But in the meanwhile, Boeing finds itself pilloried on social media platforms. The public no longer trusts it to build safe airliners. Sorting out what I have called ‘the devil in the system’ of the MCAS is a small problem for Boeing compared to the task of fixing the damage to its reputation. And the bill from the MAX operators for grounded aircraft is going to hurt.
Guy Leitch
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Airline Ops
Mike Gough
PILOT ERROR To the average aircrew member, the term ‘pilot error’ defines the individual using it as an aviation illiterate. Generally, these days it is the lesser informed who still choose this expression to neatly apportion causality and blame to someone who has a good chance of not being able to defend him or herself, as they are no longer around.
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OCKPIT voice recorders (CVR) and flight data recorders (FDR) are mandated for this very reason, and this information is meant to be used with impartiality and technical astuteness to determine the sequence of events that lead to the accident. Therein lies the rub: The Sequence Of Events. But wait, there’s more. Unsurprisingly, an airliner is not operated in a vacuum of isolation from its environment, which extends way beyond the actual surroundings of the aircraft at the time. Every aspect of aviation is controlled or governed in one way or another, from the most minor, seemingly insignificant item, right through to the aircraft themselves and the corporate culture that operates them. As we are all aware, a second Boeing 737 Max 8 aircraft crashed in Ethiopia. We are all still awaiting the release of final reports and CVR transcript data from the first Lion Air accident, and therefore we have little to go on, and thus speculation is running rife. It is reasonable to draw parallels between the accidents, and as the first preliminary data started trickling through,
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the entire fleet of Maxs were grounded. Where there is smoke…there are mirrors. The Airbus 320/330/340 series of aircraft have an almost identical issue of uncommanded nose down elevator (as opposed to the entire stabiliser, in the Max cases), which is a manifestation of the stall protections going rogue, as a result of a temporarily frozen Alpha vane. This down elevator input cannot even be countered with full back stick, as the aircraft thinks it’s stalling, and removes the side stick authority from the pilots. Our only chance of rescuing the situation is to immediately disable the protections by forcing the aircraft into Alternate Law (which is a set of flight control laws that have very limited protections built in). This is done by reaching up to the overhead panel, above the Captain’s head, and pushing two switches which knock out two of the three Air Data Reference systems simultaneously. Left with only one ADR source, the flight control logic decides it cannot compare a single source of data with anything and degrades the control law, disengaging any autopilot and lumping the problem on the pilots’ laps. At least now the side stick has full authority again, and we can pitch the nose up to where it should be.
The Max problem appears to stem from an aircraft design that has reached its Maximum (see what I did there..?) practical design limit. The short little legs the 737 inherited from its original 737-100 have been optimised as far as possible, to the extent of adding eight inches to the nose leg. Those fancy Leap 1B engines simply could not fit under the wing, so they moved forward and upward of the leading edge. The nose-up pitch associated with an increase in thrust is now further exacerbated by the aerodynamic lift from the underside of the new, large cowlings. In certain phases of manual flight, the stick forces required from the crew were out of certification limits, so Boeing added an auto-nose down component that was meant to work quietly in the background. MCAS, (Manoeuvring Characteristics Augmentation System), as it is named, has now become public enemy Number 1. The only indication of this system in operation is the very-visible movement of the two large manual trim wheels in the flight deck. There is no form of auto-trim in the 737, so any movement of these wheels that is not originated by the crew is a sign of the ghostly, unseen MCAS awakening. As we have our method in the Airbus for fixing an unintended control input, so
The key components of the Boeing 737 MAX trim controls.
does the MAX. Very similar to the original 737-100, there are two trim cut-out switches on the pedestal near the thrust levers, which if the condition is correctly diagnosed, will instantly disable the MCAS. As the intention is (obviously) that this system will help the crew, seeing the trim wheel movement while manually flying may well become familiar, so when excessive nose-down is encountered, it may be initially confusing until that massive control surface, the horizontal stabiliser, has been positioned such that it has over-powered the much smaller elevators. Hitting the cut-out switches at that point means that while plummeting, the stabiliser has to be re-positioned manually by the crew cranking that trim wheel to nose-up. Pretty lousy situation to be in‌ Had they used the cut-out switches immediately, and as per their training, the latest Max accident could have been averted. Surely this must be pilot error? Allow me to illustrate a few aspects that all get together and conspire against the safe conduct of each and every flight. A week ago, I was called by our crew movement centre to please assist with an upcoming flight. No big deal. Due to the shortage of crew at my current employer, I was asked to operate this particular series
of flights from the right-hand seat (RHS), instead of the left seat Captain position. As a Training Captain on the A320, I am right seat qualified to operate when training new Captains onto type. The company is not meant to take advantage of this dual qualification, but on further verification, crew movement had literally run out of available co-pilots. I had done my annual RHS recurrency in the simulator in November, but had not operated there for a year. This introduced an element of unfamiliarity, but, again, no big deal. This was a latent threat (not immediately obvious) introduced through organisational error. We were to fly to Harare and back, and then to Durban for a night stop. However, our aircraft had gone technical, and we had to wait for another aircraft that was inbound. Our original aircraft was not immediately available due to lack of spares. Organisational error. Harare just so happened to have the remnants of Cyclone Idai moving in from Mozambique, and the weather was steadily worsening, and our delay was not helping. Environmental overt threat compounded by organisational error. When we were preparing the aircraft for departure, we had to check the status
of the Operational Engineering Bulletins, which confirmed we had to contend with the Abnormal V Alpha Prot OEB, which is the problem mentioned previously of the aircraft deciding to head for the ground. Aircraft system design threat. Our destination weather was marginal, and our Notice To Airmen (NOTAMs) showed the ILS was awaiting calibration, which meant we could not legally use it, and had to plan for the less accurate VOR approach to Runway 05. There was no money to pay for the calibration, so the threat to airline operations was passed firmly to the pilots. Infrastructure overt threat, as a result of serious political instability. Two fully qualified Captains in the same cockpit has historically proven problematic in terms of CRM. I put on my best pair of First Officer pants and got on with the task at hand. Organisational latent threat. All went well, and as I had been nominated Pilot Flying, I set up and briefed on the approach. Our Standard Operating Procedure called for me to fly the approach, and the Captain to take over for the landing when the runway was in sight. As our vertical guidance was purely barometrically guided (no glideslope), the pressure changes on the final descent into the cyclone made for some interesting vertical corrections by
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the autopilot on final approach. Below 1000’ above ground level, I had to disconnect the autopilot and fly manually, while still solidly in the clag, to prevent the approach becoming unstable. Environmental threat. This kept our parameters within tolerances, and exactly as the Airbus announced “minimum’, the runway lights appeared. The Captain decided that I should continue and land, as I physically had things in hand. My rusty right hand did a semiOK job of the last 300 feet, and a crosswind, rain drenched landing seemed to happen reasonably well with the wipers furiously flailing away.
As soon as the engineer disconnected, I commenced with my Pilot Monitoring (PM) checks. This included the non-standard switching of the radar and adjusting it to show what was lurking on our planned flight path. A short discussion ensued about the amount of yellow and red indicated, and we started the taxi. While receiving our departure clearance from the tower, I did my customary ‘how goes it’ glance at the important stuff in the cockpit. Oh crap. I had not selected any flap for take-off. Pilot Error. The aircraft automatically records an
This down elevator input cannot even be countered with full back stick, as the aircraft thinks it’s stalling, and removes the side stick authority from the pilots. Leg one completed, with all threats kept at bay. However, the demanding approach that we had just flown could be repeated if we had to return on the next leg with an emergency…which was discussed at length. The Captain became Pilot Flying (PF) for the return, and as part of the briefing, we discussed use of the weather radar after start to take a look into our future in terms of planning our avoidance tactics.
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exceedance if taxi is commenced without flaps. This particular parameter has been highlighted by the Flight Data Analysis (FDA) specialists because many years ago a Boeing 738 managed to commence its takeoff roll with no flaps selected. That’s a story for another time… The point of this all is that in 21 years of operating airliners, this was my first exceedance, as minor as it was. The
Before Take-off checklist and the Takeoff configuration test would have both caught the lapse, such is the belt-and-braces importance that is ascribed to this item. I had to send a ‘mea culpa’ email to our FDA specialist. Had this been an absolutely normally crewed flight, would this have occurred? Maybe not, but it does highlight the multiple interrelated layers that contribute to the outcome of each and every flight. While we await the formal reports on both the Lion Air and the Ethiopian Max accidents, we need to spare a thought for the crews who would have done their absolute damndest within their trained capability to prevent the steadily deteriorating situation from turning into a disaster. Organisational structure, crew experience, experience on type, airline technical competence and what would appear to be a significant design issue with the Max all conspired to bring these two aircraft down. This particular event has surfaced previously with this aircraft type and has successfully been mitigated with the correct procedure by other crews. It’s the other factors, including Boeing’s role, that need to be examined to determine what lead to these two manifestations of events that culminated in these tragic examples of pilot error.
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News
BOEING 737 MAX SOFTWARE FIX On 25 March, Boeing and the FAA announced that they expect to finish a software and training update for the 737 MAX series of aircraft ‘shortly’. Boeing said it’s been working on the update since the crash of a Lion Air MAX 8 on 29 October 2018, but the crash of the Ethiopian MAX 8 prompted the FAA to issue an airworthiness directive (AD) requiring Boeing to have a fix by April.
“WE’VE been working diligently and in close cooperation with the FAA on the software update,” a Boeing spokesman said Saturday in a statement. “We are taking a comprehensive and careful approach to design, develop and test the software that will ultimately lead to certification.” Boeing has now confirmed the software fix will focus on the angle of attack sensors and their interaction with the Manoeuvring Characteristics Augmentation System (MCAS), which uses the horizontal stabiliser trim to lower the nose if data supplied by an angle of attack (AOA) indicator shows an imminent stall. The MCAS currently gets data from only one of two AOAs. The fix makes both AOAs supply pitch data to the MCAS and a formerly optional disagreement warning on the pilots’ primary flight display (PFD) will become standard equipment. The update will also limit the MCAS’s ability to keep pushing the nose over in defiance of manual inputs from the pilots. The current system will relentlessly drive the jackscrew that increases the horizontal stabiliser’s incidence if the angle of attack is reported to be too high. The software update will only allow one jump of the tail position and trigger an alarm that tells the crew the MCAS has been activated.
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Pilot training will be part of the system updates as pilots need to be able to identify a trim runaway caused by the MCAS and know how to deal with it under stress.
B737 MAX Angle of Attack display.
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Bush Pilot
Hugh Pryor
The Loo at Riyan Riyan is the international airport of the historic port/town of Mukallah on the south coast of Yemen facing the Arabian Sea. It has a three thousand metre runway, a large apron, a control tower and a vestigial terminal building.
A
PART from that, there is a lot of sand and the blue, fishrich waters of the Arabian Gulf. The wide coastal plain is dotted with date palm plantations which nestle around ancient mud brick villages. Beyond the plain the barren mountains rise to heights of more than eight thousand feet, driven up by the
Falaj system and consists of a series of wells connected by underground stone-arched tunnels. These tunnels were installed by the Persians some three thousand years ago and most of them still function to this day. Further east, on the high barren plateau, according to Bedouin folklore, lie the blackened remains of the cities of Sodom and Gomorrah. Apparently the people of
with their city. It is possible to pick out the vast patches of larva which covered the buildings. I have landed there and there is not a trace of human habitation remaining. The only clue to the position of Gomorrah is that the larva flow which covers the site is shaped like a leaping gazelle. Lot’s wife is actually a pillar of rock in the Bedouin story. I have met her...she’s not really my type! I was flying for a French seismic survey company. We were operating one of the icons of bush flying, the Pilatus Porter. There is a story that it was designed by a committee of six Swiss farmers who did not know what an aeroplane was supposed to look like. All they wanted was a means to convey hay up into the mountains so that they could keep the cattle up there for longer. So the most important characteristics of the aircraft was its ability to carry a ton of hay and to be able to land and take off in remote alpine meadows. Speed was not a requirement, which lead to the Porter’s reputation for being the only aircraft which suffered bird strikes from the rear. Coincidentally these same qualities
I was flying for a French seismic survey company. We were operating one of the icons of bush flying, the Pilatus Porter. East African tectonic plate which is forcing its way under the southern coast of the Arabian subcontinent. One extraordinary feature of the coastal landscape is the system by which fresh water is brought to the villages. It is known as the
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Gomorrah recanted from their decadent ways just before God destroyed the city and he allowed them to catch a herd of gazelles to keep them alive, where the recalcitrant inhabitants of Sodom were totally destroyed
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made it an ideal vehicle for supporting seismic survey teams in the more remote parts of Southern Yemen. We had the heavy maintenance performed at what was technically known as a ‘Remote Maintenance Site’. This consisted of two forty foot and one twenty foot shipping container. One of the forty footers was air conditioned and housed the office and all the sensitive equipment like avionics and electrical equipment, together with all the technical logs and manuals. There was a work bench equipped with a vice and a shadow board for all the tools. The other forty footer contained spares which did not mind the high temperatures, sometimes in excess of fifty degrees Celsius in mid-summer, things like spare tyres, nuts and bolts and sheet metal. Incidentally that container was dehumidified because the Pilatus Porter is not built out of ‘Alclad’, a sandwich of aluminium alloy, coated between two layers of pure aluminium, for corrosion protection. The Swiss simply treated the sheet alloy with a Chrome Etch
paint in order to save weight. This reduced the corrosion resistance of the metal but in the salt-laden humidity of Riyan the only long term protection was the installation of a de-humidifier. The smaller container was for ‘volatiles’ like hydraulic fluid, oil, paints and thinners, anything inflammable and it was placed one hundred metres away from the other containers, in case of fire. The base was set up by a meticulous engineer called Tony Burgi, who had graduated to aircraft from making watches for the International Watch Company of Schaffhausen, one of the very finest watch makers in the world, so his attention to detail was irreproachable. Even so, the facility had to be certified by an inspector from the Swiss Civil Aviation Authority. The inspector duly arrived, seemingly determined to find fault with Tony’s set-up, but after two hours, he could find no faults. Tony had performed miracles. The only task he could not perform on the Porter was to overhaul an engine.
Finally, with some suppressed frustration the Inspector turned to Tony with a gleam in his eye. “The Authority requires Toilet Facilities for those who work here. Where are your toilet facilities?” “Oh,” Tony replied, “We use the facilities in the Airport.” He did not mention that he used the toilet in the ‘VIP lounge’, a reasonably clean shed next to the Control Tower. The Inspector chose rather to relieve himself in the as-yet unfinished new passenger terminal. The new urinals were indeed installed, but they were not actually plumbed in and so the Inspector’s ‘Relief’ went all over his shoes. So that went in his report, “Toilet Facilities not up to The Authority’s requirements!”
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Air Tractor
Qatar CEO and IATA Chairman Akbar al Baker.
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Face to Face R eport : G uy L eitch
QATAR AND IATA’S
AKBAR AL BAKER ON THE STATE OF THE AFRICAN AIRLINE INDUSTRY
At the Aviation Africa summit held in March in Kigali Rwanda, Guy Leitch got some face to face time with Akbar Al Baker, the unabashedly controversial IATA chairman and CEO of embattled Qatar Airways. GL: The last time we talked was in Durban when you launched Qatar’s 787 flights to that city. You spend a lot of time in Africa – yet it is less than 3% of the of the global airline industry. Why is Africa important to you? AA-B: Africa is a promising land for aviation as, despite a population estimated at 1.2 billion in 2018, and an expected GDP growth rate of 4% in 2019-2020, Africa remains an under-served market by the airline industry. Although Africa makes up 16% of the world’s population, it only captures approximately 2.5 % of the world’s total number of air travellers. And despite an average GDP growth of 4% in the past five years, only 1.6% of the global freight tonnage was carried through Africa in 2017. So are you aiming to unlock Africa’s untapped potential? The African Union Agenda 2063 is a good example of an ambitious project to reposition Africa globally. But 2063 is too far away. I am sure that you can do that far sooner. For that potential to be realised, we need to turn the page on the old culture of protected hubs, which has produced
years of weak aviation infrastructure, high airfares and poor global connectivity. Going forward, we will need to support the successful implementation of regional initiatives that aim to improve Africa’s position in the areas of economic integration, trade, human capital, air connectivity, and tourism development. Speaking of partnerships, you have been known to take minority stakes in airlines. If South African Airways was turned around would you be prepared to take a 25% stake in it? Yes. Even with the government as a controlling and possibly interfering shareholder? Yes – but with minority protection safeguards. We are comfortable with many of our stakes in small airlines – we even own a 5% stake in China southern Airlines. We also have a 49% stake in Meridiana, a 20% stake in the International Airlines Group (IAG), a 10% stake in LATAM, and 10% stake in Cathay Pacific. So we would be prepared to invest in SAA.
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Shortly after your appointment as Chairman of IATA you were reported as saying that a woman could never be CEO of your airline. Do you still hold those views? From an airline industry perspective, we need to support African airlines and aviation professionals to meet the challenges of tomorrow. For example, the creation of education and training programmes to ensure a wider and more effective representation of women in technical fields, management and leadership roles within the airline industry is fundamental. I am very glad that RwandAir has a female CEO. I am very proud to say that 47% of the 47000 employees in our group are women. What about Africa’s wildlife? – does Qatar Airways have a policy against transporting endangered species? As an industry, we should put our best efforts to promote the protection of wildlife and join the global fight against human trafficking, always in partnership with stakeholders across the supply chain and local enforcement authorities.
expertise in the areas of safety, security, and facilitation. Through partnerships with ICAO and other regional organisations, Africa can make concrete steps towards the improvement of competencies for its aviation professionals at home. Thirdly, ongoing collaboration with the military for the enhancement of air corridors for civil aircraft is also important. Sound air traffic management practices and reliable airspace for operations can only benefit the industry and its customers in the long-run. Fourthly, governments should leave behind protectionist approaches to regulating aviation and embrace liberalisation. There is plenty of evidence that when liberal policies are adopted, countries benefit from improved connectivity and the positive impact it has on
The state-owned African airlines are almost all loss making. Is this sustainable – or fair to private sector competitors? A long-term concern for sustainability should drive any future government initiatives related to aviation. As stated in the Doha Declaration that was released during the Qatar Aviation Aeropolitical and Regulatory Summit 2019, governments should enhance the sustainability of the aviation sector in its broadest meaning. I invite decision-makers, policymakers and the industry to embrace the principles of the Doha Declaration in that regard. You have come to Kigali to talk about airliner hub development. Is this a problem for Africa? The future of African aviation should no longer lie in the hands of a few airlines or protected hubs. We all know that the old model of vested interests has not produced good results Qatar Airways routes around the blockade echo South Africa's 'round the bulge' flights. for Africa or anywhere else. So how can we ensure Africa’s potential is achieved? I believe there are a few trade, tourism and employment. A small country like Qatar has 35 key ways: million passengers – down from 38 million pre-blockade – but you First of all, nothing great was ever built in isolation. When can see what potential aviation has when 4.9% of my country’s GDP industries, communities and governments work together, we can is contributed by just one airline. When liberal policies are adopted achieve greater results. This requires trust, determination and good countries benefit from trade and tourism and the further benefit it will from all stakeholders. Regional development is dependent on has on unemployment. With the pan-African vision embraced by cooperation, whether through government collaboration such as the Single African Air Transport Market (SAATM), the day will the African Union, people-to-people exchanges through travel, or come when Africa starts negotiating Comprehensive Air Transport economic partnerships such as joint ventures. Agreements with other countries and economic blocs, similar to Secondly, we should all continue to work with ICAO to uphold what the state of Qatar has gone through with the European Union. global standards in aviation and improve levels of technical
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In an under-served market of 1.2 billion people, the pie is big enough for everyone, so there is no reason to be concerned about competition. Fifthly, and in line with a pan-African vision, there is a need to consolidate the purchasing power for aircraft, as well as maintenance, catering and other services. For example, establishing joint MROs is one area where consolidation would greatly benefit the African Aviation industry and create thousands of jobs. Joining forces to obtain better prices from suppliers will have a direct positive effect on the bottom line and long-term profitability. Qatar Airways is doing exactly that and I am proud to say that the major aircraft suppliers are terrified to negotiate with Qatar Airways. We can always squeeze the last drop out of a stone. The African airline industry is very fragmented – can it ever consolidate and work together? The industry seems to be developing a shared vision based on liberalization, which will set the framework for a successful future in aviation for Africans, by Africans. But for these ideas to flourish and provide benefits to Africa, we also need to take a closer look at the current market environment which is dominated by a few airlines and protected hubs. As I have said, when compared to the global aviation industry, Africa represents only 3.1% of total passenger movements and just under 4% of total revenues. In 2018, approximately 127 million passengers were carried to, from and within Africa, generating almost 34 billion US dollars in revenue. 75% of these passengers originated or ended their journey outside Africa, and interestingly accounted for 85% of the total revenues. This means intra-African air services currently only contribute to 15% of the total industry revenue. If we look deeper into the data, some other interesting revelations appear. The global aviation industry is currently offering over 113 million available seats as a result of more than 5,000 weekly frequencies to and from Africa. When reviewing operations from an alliance perspective, we discovered that Star Alliance carriers account for 22% of the total available seats in the market, followed by Sky Team with 14% and Oneworld with a minor 6%. From an African airline perspective, 10 airlines operating to and from a total of eight hubs in the continent have captured over 80% of the intercontinental market, both in terms of passenger movement and
revenues. So the dominant airlines are taking the smaller African carriers to the cleaners. Moving to the topic of airports, similar concentrations of capacity appear. Of the approximately 32 international airports in Africa, 10 airports in seven countries account for 49% of total seat capacity and 50% of the total revenues of the entire aviation market to and from Africa. When compared to intra-Africa air services, the data is very similar, with only 10 airports accounting for 56% of total inter Africa seat capacity and 55% of the revenues. Given these figures, I think it is time to consider how Africa’s aviation market is positioned in order to maximize its full potential. Now is the time to promote longterm global connectivity at lower air fares and cargo rates. So what needs to be done to make the African airline industry more globally competitive? For Africa’s full aviation potential to materialise, a decisive shift in the current hubbing dynamics is needed. This shift will be based on the emergence of mediumsized airlines in under-served markets. The shift will also encourage the development of medium-sized super-connecting hubs adopting the latest airport technologies to ensure the best passenger experience and the highest levels of efficiency in operations. The proposed shift will complement the implementation of the Single African Air Transport Market (SAATM) initiative and ensure Africa’s global leadership in aviation for years to come. Global connectivity brings opportunities and prosperity to communities and countries whose potential has been overlooked for too long. Speaking now as the CEO of Qatar Airways – what are your plans for Africa? Qatar Airways’ commitment to the African continent is undeniable. We currently operate passenger services to 21 destinations in 15 countries. Africa is our next growth market. We also operate allcargo services to seven countries across the continent, carrying African agricultural products and other African imports to Qatar and beyond. How has the political blockade affected your African plans? Due to the unjust blockade against Qatar, we have had to suspend some planned new destinations especially in West and Central Africa. This highlights how the illegal blockade has not only impacted my
country, but also other countries, especially in Africa. But we are very inventive – we will always find a back door to achieve our aims. The additional flight hours required to fly around the blockaded air space has meant some of these operations are no longer commercially viable. However, we continue to explore alternative routes and potential partnerships that may make these routes economically viable. While on this topic, I would like to take this opportunity to thank our African partners for their support in responding to this illegal blockade. In particular their support and commitment to the principles of international law and the advancement of good governance. At the upcoming ICAO convention in Montreal in September we should all reaffirm our commitment to the principles of the Chicago Convention. We should relieve ICAO from the bonds of being politicised so the blockading states should in my opinion never be allowed to be members of the ICAO council. What is your future strategy for working with the African airline industry? Qatar Airways sees great opportunities in operating to under-served markets here in Africa. However, we also know that there are mutual benefits to be gained by such operations, and as such we seek collaboration with local aviation partners and governments to develop these services. We are not interested in increasing the number of protected hubs or contributing to the wealth of their alliance partners. Our vision is about freedom, collaboration and long-term sustainable investments in local infrastructure, human capital, and capacitybuilding. We believe in Africa’s aviation potential and we are ready to offer you a solid and long-term partnership with this great continent. Our strategy is based on the following principles: The support of the Single African Air Transport Market. A continuous improvement in safety and security standards. Regulatory and policy harmonisation. Optimised aviation infrastructure. Human capacity development, and multi-sector and multistakeholder collaboration. A shift towards a new hubbing dynamic in Africa will also put many emerging African capitals on the global map of aviation. Just imagine what the whole aviation sector can do for African economies.
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Defence R eport & I mages : G uy L eitch
THE 2019 AMMUNITION CAPABILITY DEMO The SAAF supplied Gripens, Hawks and a Rooivalk to launch rocket salvos.
Every four years Rheinmetall Denel Munition (RDM) puts on a massive, no expenses spared, demonstration of its ammunition capability in the Ammunition Capability Demo (ACD).
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heinmetall Denel is jointly owned by Rheinmetall Waffe Munition GmbH (51%) of Germany and Denel. The demo gathers many of the company’s customers and potential customers to witness the full range of products of the company and, in part, also the other ammunition produced by the German defence group. The demo took place at the Overberg Test Range near Arniston. This year’s event followed closely after the SA National Defence Force’s even larger Armed Forces Day demonstrations and night shoots in Cape Town. The SANDF display is about showing off the SA military’s capability to taxpayers. In contrast the ACD display is about marketing and sales orders. It is expected that just one order for RDM’s ammunition, missiles and bombs would more then cover the huge costs of the 2019 demo. Military procurement specialists from 52 countries made the journey to South Africa and then on by bus to the remote Overberg Test Range near Cape Agulhas. More than 800 delegates attended a series of seminars, visited the stands, and watched the night firing demonstration on 19 March and the day firing demonstration on 20 March. A key development for the 2019 Demo was that it was done in conjunction with the SANDF, who supplied 400 troops plus artillery and aircraft to demonstrate the armaments. Although the SA Army provided most of the personnel and assets, the Air Force provided two Gripen and two Hawks, a Rooivalk helicopter and a Navy Super Lynx. SA Navy crew operated the very impressive 76/62 mm Oto Melar guns that allowed RDM to demonstrate its capabilities in the naval market. In his proudly South African themed address, the Chief of the Army LieutenantGeneral Lindile Yam said the weapons had all been developed alongside the men and women who used them in conflict zones. “We see scientists, we see engineers, we see major researchers, but it is the soldiers who give us the feedback to the brains at Rheinmetall Denel.” RDM manufactures products such as artillery ammunition, mortar bombs, rockets and missile sub-systems. RDM is one of the most successful of the Denel group of companies and has shown what can be accomplished in the international defence
Hitting the actual targets seemed secondary.
A cannon shell filled with flechettes.
Chief of the Army, LieutenantGeneral Lindile Yam.
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Party trick is this Canadian 8-wheeled vehicle which follows troops to carry their kit - or in this case launch rockets.
arena though well managed partnerships. RDM’s South African Head of Business Development and Sales, Thomas Potgieter, says it’s a fast growing employer, starting with 400 workers in 2008 and growing to a staff complement of over 2,500 at present. The company has factories at four sites: in Somerset West, Wellington, Boskop, outside Potchefstroom and Boksburg. Arms manufactured in South Africa are used in several war zones, including Yemen. Potgieter was therefore at pains to point out that RDM adhered to strict international standards which control the countries to which they are allowed to sell. “The ACD, which is being held for the third time, is our most important marketing event,” RDM CEO Norbert Schulze said. The company pulled out all the stops for the 800 guests. Two massive marquees were rigged and all the surrounding towns – as far afield as Bredasdorp were filled to accommodate the more than 1000 guests and support staff. Most impressively, the organisation adapted seamlessly to accommodate the rain that forced a rescheduling of Day 2’s programme. “This is the event that allows us to show our customers that we are producing high quality products, which can be considered at the same level of those produced by Rheinmetall,” he explains. “The 53 nations
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Arms buyers from 53 countries attended.
present here at Overberg represent our customers and our potential customers,” Schulze said that the main geographical areas targeted by his company are: “Asia, the Middle East and Africa. Today South Africa covers only 15% of our revenues, the remaining 85% comes from export.” ACD 2019 was not limited to RDM’s products as other systems were demonstrated, such as Rheinmetall Weapons and Munitions pyrotechnics, plus precision guided munition kits by Barij
Dynamics of the UAE, a company to which RDM provides Mk-series bombs. A neat party trick came from Rheinmetall Canada who supplied a Mission Master unmanned ground vehicle. These are 8-wheeled battery powered vehicles that automatically follow ground troops to carry their equipment and supplies. They are also ideal for carrying casualties and thus evacuating downed and injured pilots.
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RF O F E C A HIS SP
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Briefing T ext : G uy L eitch
THE AFRICAN AIRLINE INDUSTRY THE IMPORTANCE OF AIR TRANSPORT
In t his series of B riefings , Guy Leitch explores t he role and cont ribut ion of t he air t ranspor t connect ivit y provided by t he African airline indust r y and specific aspect s of interest and impor tance. By so doing it is hoped t hat t hose student s of Aviat ion in Africa will be able to enhance t heir understanding of t he role of aviat ion in Africa .
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LOBALLY the aviation industry directly supports $2.7 trillion (3.5%) of the world’s gross domestic product (GDP). The world’s airlines carry over three billion passengers a year and 50 million tonnes of freight. Providing these services generates 9.9 million direct jobs within the air transport industry and contributes $664.4 billion to global GDP. Of this supported growth, $664.4 billion comes in the form of benefits accruing directly to Gross Domestic Product (GDP). Compared with the GDP contribution of other sectors, the global air transport industry is larger than the automotive industry, which accounts for 1.2% of global GDP and chemicals manufacturing (2.1%). INDIRECT IMPACT An IATA study by ATAG calculates that aviation has a $761.4 billion indirect GDP impact. Indirect impacts include employment and activities of suppliers to the air transport industry – for example, aviation fuel suppliers; construction companies that
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build airports and infrastructure; suppliers of aircraft sub-components; manufacturers of goods sold in airport retail outlets; and a wide variety of activities in the business services sector (such as call centres, information technology and accountancy). The aviation sector is more than half the size of the global financial services industry, which accounts for 6.2% of GDP. If air transport were a country, its GDP would rank it 21st in the world, similar to that of Switzerland or Sweden.
INDUCED GDP In the same study ATAG calculates that aviation contributes $355 billion in “induced
GDP”. This is defined as the spending of those directly or indirectly employed in the air transport sector. This supports jobs in industries such as retail outlets, companies producing consumer goods and a range of service industries (such as banks and restaurants). This is then the global impact of induced GDP created by employees in the air transport industry (whether direct or indirect) using their income to purchase goods and services for their own consumption. TOURISM The connectivity provided by international air transport facilitates the fast-growing global tourism industry. It is estimated that over half of international tourists travel to their destination by air. Tourism makes a major contribution to the global economy. It directly contributed $2.2 trillion to world GDP (almost 10% of the global economy) in 2015 and provided over 108 million jobs globally. By 2024, the World Travel & Tourism Council expects direct employment in the tourism industry to be more than 126 million people globally. Tourism is fast becoming the world’s largest industry and air transport plays
C W Price & Co Aircraft Headsets For over 50 years, Peltor has led development in protection and communication for anyone who spends time in noisy environments. All headsets in the Aviation 8000 series have ambient noise compensated differential microphones. The earphones have a broad frequency range for good sound reduction in Fixed Wing Aircraft and Helicopters. Ground Power Unit You can depend on Hobart for full support of your aircraft’s power requirements AC or DC. Hobart has earned the reputation of being the “standard” in the industry, trusted for the superior power quality and excellent durability. The Red Box RB Series These man-portable GPU’s use the latest in dry lead acid military / aviation technology which offers many valuable features. Very rugged, they can be operated, stored or transported in any orientation, even inverted. Safely transported in aircraft, land or sea, they produce massive power for comparatively low weight and small size. They hold their charge for long periods when on standby or in storage. Eagle Tow Tug Nothing moves you like an Eagle tug. Designed and built to meet the varying demands of regional airlines, corporate flight departments and military flight ops. The Eagle TT series All-Wheel Drive aircraft tractors pack a lot of power in a small package. The advantage of All Wheel Drive provides safe controlled traction on all surface conditions.
SA Flyer 2018|01
a very important role in supporting this sector. Over 54% of international tourists now travel by air. ATAG says conservative analysis suggests that aviation supports $892.4 billion in economic activity within the tourism industry. When looking at the jobs and GDP supported through the indirect and induced impacts of tourism, the figures are significantly higher at 285 million jobs (8.7% of employment) and $7.2 trillion, or 9.8% of the global economy. By 2026, tourism could support some 370 million jobs and $11 trillion in GDP. Tourism is particularly important in many developing countries, where it is a key part of economic development strategies. The World Travel & Tourism Council report for Africa says that an estimated 5.8 million people are employed in areas supported by the steady influx of overseas visitors, most of whom arrive in the region by air, and contributed almost U$ 50 billion to GDP in African economies in 2018. Including direct, indirect, and induced effects, air transport supports 36 million jobs within tourism, contributing around $892 billion a year to world GDP. The Direct contribution of air transport to tourism employment and GDP is 15.9 million direct jobs estimated to be supported by the spending of foreign visitors arriving by air. This includes jobs in industries such as hotels, restaurants, visitor attractions, local transport and car rental, but excludes air transport industry jobs. The Indirect contribution of air transport to tourism employment and GDP is a further 13.4 million indirect jobs in industries supplying the tourism industry are supported by visitors arriving by air. The Induced contribution comes from these direct and indirect tourism jobs which generate a further 7 million jobs in other parts of the economy, through employees spending their earnings on other goods and services. Including direct, indirect, and induced effects, air transport supports 36 million jobs within tourism, contributing around $892 billion a year to world GDP. It is therefore clear that African governments in particular, must focus on developing the attractiveness of their countries as tourist destinations. Although many African governments invest in promoting tourism, there are many easy to remove obstructions such as difficult visa applications, high taxes on arriving or departing tourists and a lack of regional co-operation. There are signs of improvement in these areas, with some Regional Economic Communities (RECs) like ECOWAS and UMA discussing ways they can make travel to and within their regions simpler. Europe, with a single Schengen visa, is a good example of regional thinking. Open-skies from reducing bi-lateral air transport agreements has proven to be a real driver of travel, tourism and the economic benefits that can bring. This allows airlines to start services without having to go through lengthy government-to-government negotiations for every new route or airline. Finally, the World Travel and Tourism Council says that nation states should ensure that they regularly review the capacity of their airport and air traffic infrastructure versus projected demand. This will ensure that aviation can continue to support tourism development and deliver wider economic benefits.
Tel: (011) 8054720 Fax: (011) 3156275 Email: cwp@cwprice.co.za
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News T ext : G uy L eitch
AVIATION AFRICA SUMMIT The Aviation Africa Summit and Expo has rapidly grown to become the prime airline industry event in Africa. This year it returned to Rwanda’s Kigali, following its initial success there in 2017.
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NDER the theme ‘Flying forward together developing partnerships for Africa’s future skies’ the two day summit and exhibition brought together leaders across the civil and military aviation spectrum to discuss key issues driving change across the African airline industry. Indicative of the level of support this event receives is that it was once again hosted by the Rwandan President Paul Kagame and a keynote speaker was the ever-controversial Akbar Al Baker, who wore both his hats – as Chairman of the IATA Board of Governors and as CEO of Qatar Airways. Referring to the blockade on his home state and airline, Al Baker delivered a nopunches-pulled diatribe about political interference in airlines. Al Baker criticised the United States’ carriers for the protection they are insisting on against the ‘superconnectors – especially the Middle East-3. He also took the opportunity to outline how Africa should be developing its own airline hubs.
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RwandAir's Yvonne Manzi Makolo in deep conversation with Qatar CEO and IATA Chair Akbar Al Baker.
President Kagame was Chairperson of the African Union in 2018 when the agreement for the introduction of the latest version of the Yamoussoukro Declaration and Decisions – the Single African Air Transport Market (SAATM) which was signed by 24 African nations. “Sixteen countries in Africa are landlocked, including Rwanda – that is almost one-third of Africa - but every country is air-linked. So, geography should not be seen as an excuse for underdevelopment. This highlights the importance of regional integration where there have been some notable achievements over the past year, chief among these is the Single African Air Transport Market,” said Kagame. “However, the full promise of this pact only becomes apparent in the wider context of the African Continental Free Trade Area, and the Protocol of the Free Movement of Persons which were also signed last year. It is therefore important to attract more countries to join the Single African Air Transport Market, and to fully implement its provisions.” Kagame added that protectionism is a short-sighted policy, which only serves to keep the African market fragmented, inefficient, and expensive - thereby reducing opportunities for African business entrepreneurs. Following on from this, a key issue of the conference was yet again the need for liberalisation, particularly the implementation of the SAATM. With the SAATM ‘Open Skies’ agreement now in place, the conference aimed to help aviation policymakers implement the agreement. Notable at the conference was the attendance of numerous airline CEOs and Directors from key associations such as, ICAO, IATA, various regulators. Although small by world standards, the African airline industry is expected to need more than 1000 new aircraft with a value exceeding U$150 billion dollars. “That means there will be many more high-quality jobs for African pilots, engineers, and service personnel, to operate and maintain this equipment professionally, and above all, safely,” said Kagame. Airbus’s Hadi Akoum, VP of Sales for Sub-Sahara Africa said, “With urbanisation, population growth and economic expansion, Africa’s air travel market is doubling in size every 15 years, making it one of the fastest expanding markets. When one takes a broader view, aerospace in Africa also presents significant opportunities for industrial, social, knowledgebased and entrepreneurial partnerships that are essential to sustainable development.” Something different was the presentation and then round table participation by aspirant astronaut Dr Adriana Marais, one of the 100 people short-listed for a one way flight to Mars to establish a human habitation colony on our nearest planet. Perhaps surprisingly, one the weakest presentations came from one for which much was expected. Australian search and rescue (SAR) expert Brian Day has been involved in developing SAR policies in Africa and the Middle East. However he positioned himself as a Cassandra, warning about the lack of co-operation between African states on S&R. Given that airline safety has improved almost 500% in the past five years and that governments have more pressing needs than doomsday S&R scenarios, his increasingly strident warnings fell largely on deaf ears and he overstayed his time and welcome. In contrast, an unexpected highlight for delegates was the opportunity to visit the Zipline drone operation about 80 km west of Kigali. Zipline is leading the way in drone operations,
using fixed wing autonomous drones to deliver medical supplies in Rwanda and now in Ghana. The active support of the Rwandan regulator in this regard was key to the launch of this life saving service. At the summit there was also be a panel discussion looking at unmanned opportunities with Airbus, Dronamics, Rolls Royce and the FAA. The role of defence received special attention this year. General Charles Karamba of the Rwandan Defence Force presented a talk on challenges and successes. Carlo Gagiano, former Chief of the South African Air Force and now board member of Paramount Group talked on how collaboration, building capacity, strengthening the industrial capacity and establishing national defence industries could benefit Africa’s value chain. At Kigali Airport Gulfstream displayed a G500 and G280. Gulfstream’s African representative Marc Strange reported that they were very pleased with the expo as it enabled them to demonstrate the aircraft to a highly qualified and select market. The expo had almost 100 exhibitors including Gulfstream and Airbus, but notably was marked by the absence of Boeing who featured just a small and empty stand.
Indicative of the level of support this event receives is that it was once again hosted by the Rwandan President Paul Kagame and a keynote speaker was the ever-controversial Akbar Al Baker, who wore both his hats – as Chairman of the IATA Board of Governors and as CEO of Qatar Airways. Summarising, Akbar Al Baker said, “Africa is a promising land for aviation. The launch of SAATM in January 2018 and the African Continental Free-trade Area in March of 2018 are testament of Africa’s visionary leadership and longterm thinking in aviation. Going forward, we need to support the successful implementations of regional initiatives that aim to improve Africa’s position in the areas of integration, trade, human capital, air connectivity, and tourism. I don’t think there is any continent in the world that has bigger tourism potential growth than Africa.”
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Defence T ext : D arren O livier
YOU GET THE DISASTER RESPONSE READINESS FOR WHICH YOU PAY The recent flooding in Mozambique, Malawi, and Zimbabwe caused by Cyclone Idai has been catastrophic, killing hundreds and stranding thousands more in trees, on rooftops, or any other high ground they could find while desperately awaiting rescue. A SAAF AW109 working with the World Food Program in Mozambique.
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A SAAF Oryx over the Mozambican flood.
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NTIRE towns, including many around the city of Beira, were washed away and destroyed. Mozambique’s government, overwhelmed by the scale of the disaster, asked for international assistance to rescue those stranded and to transport food, medicine, and other essentials to where they were needed. In response, the South African National Defence Force (SANDF) immediately swung into action, sending helicopters, medical personnel, and other specialists across the border. For many this echoed a similar disaster nearly twenty years ago, when South African Air Force (SAAF) helicopters rescued over 14,500 people from rooftops and trees after the devastating Mozambican floods of 2000. However, whereas that response included nearly a dozen Oryx, BK117 and Alouette III helicopters, numerous transport aircraft and light aircraft in the spotting role, this time around the SAAF has only been able
to contribute one Oryx, one A109, and a single light transport. There simply are no further spare aircraft available, with all other operational Oryxes, A109s, BK117s, C-130s, C-212s, etc already committed to other tasks such as standby for internal operations (firefighting, search and rescue, etc), peacekeeping, or training. This should not be seen as criticism of the SANDF’s operational personnel who, as in 2000, have been performing heroically in extremely difficult situations and have already saved hundreds of lives, despite having so few resources. They are not the problem. Instead, what needs to be understood is that the huge difference between South Africa’s ability to help in 2000 and in 2019 is the natural result of a long-term decline in operational funding and therefore should not have come as a surprise to anyone. Having the spare capability in both aircraft and personnel to deploy a dozen or more helicopters and transport planes at short notice for natural disasters will require spending substantially more on the Air Force than South Africa does now. It’s naive
for the public to expect that the Air Force can maintain the same levels of capability and readiness on an ever-declining budget. When the subject of the SANDF’s capability issues comes up, there are often those who ask how much truly results from underfunding and how much is actually the result of mismanagement and bad planning. Some commentators have gone further and claimed that there really isn’t a funding crisis at all, only a military that has too many personnel and facilities. These are valid questions, as the present situation is not caused by underfunding only. The SANDF is top heavy, especially in administrative and supporting units, has a large number of expensive and under-utilised bases, and it has too many uniformed personnel for its budget to be able to support. However, it’s crucial to understand that the SANDF has no direct control over its mandate, and it’s the mandate which determines personnel numbers, base positioning, and overall structure. That mandate comes from Cabinet and Parliament, informed by policy studies like
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the 1998 and 2015 Defence Reviews, and has actually increased in scope over the years. Of course the SAAF would be able to provide more rescue helicopters within its current budget if it could close most of its bases, retrenching the personnel who maintain them, and retire all combat aircraft. But that would require a new mandate and defence policy from the country’s civilian executive and legislative leadership, explicitly stating that the SAAF no longer needed to perform any combat roles and that the obvious consequences that would result are acceptable. Therefore, given that the SAAF’s mandate has specified the aircraft types it must have operational and the number of bases it must keep running, the question comes down to whether mismanagement is the root cause. The answer is no: While bad leadership, corruption, poor staffing decisions, and the overzealous application of transformation in some areas have all led to clear inefficiencies, they’re all dwarfed by the impact of a declining operational budget in real terms. This has been shown again and again by both internal and external audits and other studies the SAAF has undertaken to try to squeeze the last drop out of its funding. In 1999/2000, the SAAF’s budget (excluding capital acquisitions) was between 10-20% higher in pure inflation-adjusted terms, yet over the years its actual input costs have more than doubled. Fixed costs have become a lot more expensive. Partially as a result of aboveinflation salary increases, driven by both the unlinking of rank to pay in order to normalise the wages of lower ranks and the need to apply occupation-specific salaries competitive with the private sector for high-skill personnel like pilots, air traffic controllers, and specialist ground crew. Partially as a result of the much higher costs of utilities like electricity and water at bases and other facilities. Variable costs though have skyrocketed mostly as a result of the declining value of the Rand compared to the US dollar and Euro. During the 2000 flood rescues, Jet A1 cost around R5.50 in inflation-adjusted
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terms, today it costs more than double that. Spare parts for aircraft, which are usually priced in US dollars, have become twice as expensive as the Rand has lost more than half its value since 2000. So the main direct costs in flying hours, being spare parts and fuel, are now twice as expensive in real terms for the SAAF than they were in 2000, yet the SAAF has a 10-20% lower budget in real terms with which to buy them. It’s unsurprising then that the budgeted flying hours for the SAAF have declined from over 35,000 in 1999/2000 to just 12,700 now, while the number of aircraft in operational service has remained more or less constant. Little wonder that an Air Force that is now allocated fewer total force preparation flying hours in 2019 than its helicopter fleet alone was allocated in 2000 is unable to meet the same levels of crew training and aircraft availability. What this means in practice is that because the SAAF does not receive nearly enough operational funding to sustain its fleet size, mission set, and mandate, it has reduced the only thing it has real control over: Mission capable rates. When a typical properly-funded air force achieves 70-80% mission capable rates, it does so by building up a large surplus in both personnel and parts. Complex modelling is run to ensure that at any given time there will be enough air and ground crew, current with their training on all mission types, available to the front line to make up for those who have left or who are on courses, ill, or otherwise unavailable. Similarly, spare part supply planning systems can tell you just how many items of each spare part you need to have acquired ahead of time and kept in stock to account for fleet size, usage and failure rates, and order lead times. Because the SAAF has effectively only received half as much funding as it needs for both aircrew training and part acquisition, it has implemented austerity measures that limit the number of fully qualified aircrew available on any given day to just the number needed to fulfil its basic mandate, along with a larger pool of qualified-butnot-current aircrew able to muster in should there be a need. It has also been forced to
run down its inventory of spare parts to virtually nothing, acquiring all needed parts on demand as and when they’re needed. Not only is this more expensive per item than being able to acquire those same parts in bulk, but the lead time for certain parts can be months-long during which the aircraft waiting for the part is grounded. In many of those cases the SAAF has cannibalised the parts from other aircraft awaiting maintenance, just to meet mission needs, but that’s an unsustainable practice over the long-term. The country’s inability to respond as effectively as before to Mozambique’s floods should ideally be an inflection point for the SAAF. We either decide as a country that we want to be able to react to unexpected situations and disasters with a large number of readily available aircraft, as was done with the Oceanos rescue in 1991, or in Mozambique in 2000, and that we’re willing to reduce the budgets of other departments to pay for it, or we accept that we simply cannot perform those types of missions any more. There’s no silver bullet solution here, all options have significant monetary, social, economic, and strategic implications and trade-offs. Nor does the answer have to be more spending. Given South Africa’s current issues, it’s both acceptable and justifiable to insist that the defence budget remain low and that the SANDF downscales its size and capabilities. But then we don’t get to be upset when it can only send a single Oryx to rescue all of central Mozambique.
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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
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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|04
Hangar 11, Rand Airport, Germiston, 1401.
1955 G35 Bonanza
2015 Tecnam P2006T
2006 Robinson R44 Raven II
AFTT: 8,064 Hours SMOH: 315 Hours SPOH: 315 Hours- Done September 2017 +- 300 Hours since major Overhaul, Recent Prop Overhaul.
210 Hours Total Time! Garmin 1000 Suite, STEC 55X Auto-Pilot, Retractable Gear, 155 MPH Cruise.
AFTT: 2,044 Hours Engine TSO: 5,8 Hours Fresh 2,200 Hour MPI, Good Paint and Interior, Air- Conditioning.
R 495 000,00 +VAT (If Applicable)
POA
P.O.A
2000 Bell 206B-III
2002 Pilatus PC 12/45
2013 DHC 6-400 Twin Otter
AFTT: 3,735 Hours Cycles: 2,655 SMOH: 580 Hours Prop TBO: 4,000 Hours/ 72 Months Large Cargo Door, Increased Take Off Weight, Low Time Engine.
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.
$ 2 200 000,00 + VAT (If Applicable)
POA
Rolf Brauteseth 0 8 2 5 6 5 6 0 0 6
David Lewis 0 7 6 8 2 4 2 1 6 9
2,725 Hours Total Time! Great Component Times, Dual Wire Strikes, Dual Controls, Baggage Extender, Sliding Doors.
POA
Quinton Warne 0 8 2 8 0 6 5 1 9 3
33
FlightCom Magazine
EVENTS CALENDAR SA Flyer 2019|03
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FlightCom Magazine
34
The ruins of the Matsieng Flying Club house and air show control tower.
News W ords : G uy L eitch
PILOT ATTACKS FLYING CLUB WITH KING AIR After an altercation with his wife at a party, a pilot stole a King Air 200 and after a few flypasts, deliberately crashed it into the Matsieng Flying Club outside Gaborone.
T
HE Matsieng Flying Club is the home of the hugely popular Botswana Air show and has a control tower attached to the club house specially built by the De Wet family who own the airfield and have done a huge amount to develop general aviation in Botswana. On Saturday afternoon 23 March the clubhouse was being used to host a baby shower when a dispute flared up between the pilot, Charl Viljoen, and his wife. It is alleged that Viljoen was told to leave the party after he had assaulted his wife. Viljoen travelled back to Gaborone’s Sir Seretse Khama Airport and took a King Air 200 belonging to Majestic Air without permission. He had reportedly already consumed a few beers. After doing a number of low passes he phoned Jan de Wet at the party and asked if his wife was still there. Sensing that the pilot may be suicidal and that there was risk to the whole party, Jan de Wet insisted everyone evacuate the club house as fast as possible. This was prescient as Viljoen then flew the King Air into the club house, which had by then been evacuated. Other than the deceased pilot Charl Viljoen, the only casualty was Amanda De Wet who received second degree burns on her back when a gas bottle exploded. The Club facility and Matsieng ATC tower were destroyed and the resulting fire destroyed 13 vehicles. ďƒź
35
FlightCom Magazine
A propellor from the crashed King Air embedded on a gate to the flying club.
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Fly-Ins
THE ULTIMATE NAMIBIAN FLY-IN The Fifth Annual Uis Fly-In is set for the 30 May to 2 June 2019.
E
ACH year the Uis FlyIn attracts both local and international pilots in a spectacular array of aircraft. Located in the lee of the magnificent Brandberg Mountain, Uis is arguably one of the most unusual settings for an aviation event in the world. Pilots, aviation enthusiasts, aviation photographers, desert lovers and adventurers are invited to enjoy the spectacle of aircraft roaring through the Namibian skies. Navigation rallies, spot landings, timed circuits, aerobatics, sky diving and an array of other escapades are planned for the weekend. Pilots and their passengers can expect true Namibian hospitality with a choice of accommodation and catering options. A dedicated person has been appointed to handle the clearances for all non-Namibian aircraft. Contact Henk Koster oomgaljoen@swakop.com for more information or visit the Uis FlyIn Facebook page @uisflyin. For group departures out of Johannesburg contact jay@skyhawkphotography.com. Uis airfield co-ordinates - FYUS S21°23’ E014°86’
37
FlightCom Magazine
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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
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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111
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Where pilots speak for themselves
SURNAME
FIRST NAME
LOCATION
TEL NO
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
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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
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