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STATE OWNED AIRLINES A DISASTER FOR AFRICA?

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1 May 2019 | www.saflyer.com

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Edition 283

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 45 Ray Watts - REGISTER REVIEW 50 Jim Davis - ACCIDENT REPORT 74 Chris Martinus - AOPA BRIEFING

4

68

May 2019 | www.saflyer.com

FLIGHTCOM

5 Mike Gough - Airline Ops 11 Hugh Pryor - Bush Pilot 33 Defence - Darren Olivier

Page 16

Edition 283

CONTENTS FEATURES SA FLYER

14 22 54 64 79

Gadget Of The Month Letter To The Editor

REGULARS

Flight Test - Sling TSi Red Bull Update

10

Rand Airport Feature

Opening Shot

46 Flightsure Register Review 52 SV Aviation Fuel Table 73 Market Place 78 Quote of the Month

FLIGHTCOM

9 17 23 27 29 35

14

News Face to Face: Hadi Akoum Australia’s Plan Jericho

FLIGHTCOM

Briefing: State Owned Airlines AERO 2019

Stratolaunch First Flight

6 May 2019 | www.saflyer.com

35

36 GIB Events 38 Federal Airlines Charter Directory 39 AEP AMO Listing 41 Gryphon Flight School Listing 42 AME Directory 43 Aviation Directory 45 Subscriptions

POSITION REPORT

T

HERE comes a time

grow. And this necessary level of maturity

in human development

seems sorely lacking, from both the industry

when

and the regulator.

we

reach end’.

For reasons inexplicable to me, the

Broadly speaking, this

industry decided that it didn’t trust itself to

is the moment when

even have a modicum of self-administration

we have to grow up and

through RAASA and meekly allowed the

‘childhood’s

administration of recreational aviation to

make adult decisions.

In

the

early

stages

of

a

be reabsorbed into the CAA. An immediate

child’s

development there are key milestones:

consequence

has

been

that

the

time

learning to delay gratification, and when a

required to process an authority to fly has

boy has to learn that he cannot marry his

now increased from two hours to around two

mother – or a girl her father. By the time

months. This is part of a ‘buggeration factor’

we turn 25 we should be equipped to make

that has caused many to just quietly stop

adult decisions; to behave responsibly, with

flying. Their aircraft sit in the hangars, with

long term goals in mind.

prices in freefall and only die-hards tolerate the hassle of owning an aircraft.

The reasons I mention this is that I write

But we have reason to hope that this will

this almost exactly 25 years since our first

turn around. If President Ramaphosa secures

democratic elections – and our country now has to ‘grow up’ and start making adult decisions. So far the signs

his position after this election he may be the one leader who can lead

have not been good. Under Nelson Mandela we lived in a children’s

the truculent children who hijacked our young democracy into the

nursery, in a state of blissful delusion. Our rainbow nation was a

disciplines and responsibilities of adulthood needed for South Africa

wonderfully sheltered place, where the hope that South Africa was

to once again be a successful nation.

Then we will slough off this despondency. The brakes will come

somehow ‘special’ swept us along.

Under Mbeki the bubble began to burst: the absurd denialism of

off and the economy will make up for the nine years it lost under

AIDS and the cracks from the tensions of Mbeki’s ‘talking left, walking

Zuma. We may well experience a couple of years of GDP growth

right’ sowed the seeds for a populist president; Zuma. Suddenly

above 10%, and if that happens, aviation will bounce back even more

reality arrived.

strongly – possibly with 20% plus growth.

South Africa became just another failing African state with gangster leaders who cared nought for the poor but were out to

There’s more upside than downside, and right now fortune favours the brave.

enrich themselves as much and as quickly as possible. As a teenage democracy we lost our way and became victims to the addiction, not of cheap drugs, but to the trappings of power.

What this has to do with general aviation is that this industry

EDITOR & PUBLISHER

requires a level of maturity from all participants if it is to thrive and

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 May 2019 | www.saflyer.com

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

Guy Leitch

guy@saflyermag.co.za

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

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

Important

pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

AV I AT I O N AV I AT I O N

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OPENING SHOT

10 May 2019 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za

EYE OF THE BEHOLDER Classic photographs are not only taken by professionals with megabucks camera equipment. A good photograph begins in the mind and eye of the photographer which can be well-executed by any reasonable camera kit.

This is proved by this sunrise shot taken by Michael Crause at Petit airfield using his Galaxy A8 smartphone. The eager expectancy of the Volksplane to go flying, and the sunrise beckoning both pilot and plane make for a warm and dramatic opening shot.

11 www.saflyer.com | May 2019

The new Continental GT Convertible.

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BENTLEY JOHANNESBURG • BENTLEY CAPE TOWN Power: 467 kW (635 hp); Torque: 900 Nm; 0-100 km/h: 3.8 seconds; Combined fuel consumption: 14 l/100 km; CO2 Emissions: 317 g/km.

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GADGET OF THE MONTH REPORT: MARK MANSFIELD

A BLAST ON DI BLASI The Di Blasi arrived in its carry bag and in less than two minutes it was ready to use.

Unfolded the dimensions are 128x92x58cm, and folded it measures just 79x35x61cm which makes it a tad too big to fit through the baggage compartment door of a C172, but it fits comfortably on the back seat and weighs only 32kg.

Since it’s less than 50cc, under South African law you don’t need a licence to ride it. The Di Blasi also has a carrying capacity of 110kg, so if you really do have a pudding butt, you might have a problem. But if you’re simply ‘South African sized’ the Di Blasi can scoot along at up to 35Kph. We spent a few days driving around some airfields on the Di Blasi, and it got much attention and positive feedback like; “I love that it can be folded up”, “it’s very light”, “perfect way to get around the airport if you are stuck there for the day”, and “very practical and useful to have one”.

On the flip side, and if we are forced to be pedantic as hell, two small issues that can be improved; the first is that the kickstart pedal is very close the rear indicator light and if you are in a rush you could damage the indicator light while starting it.

The

second is that the carry bag handles are a

How many times have you flown off to destinations, either for pleasure or business and when you get there it dawns on you that you have no mode of ground transport? (Whaddaya mean they don’t have Uber in Gatsonderwater?)

W

shade too short as you struggle to get your hand under both carry straps.

Other than those two, the Di Blasi was a pleasure to pack and unpack and was easy to heft into a C172, so getting it into and out of larger aircraft would be a doddle.

I was recently stuck at a remote airfield and

good

Reading the sales brochure gives us the

news is you needn’t

perfect sales pitch, but the proof is when you

be stranded, as a

get your pudding butt into its saddle. And the

solution is at hand

SA Flyer team got to put the Di Blasi bike

in the form of the

through its paces and see if it really is a

ELL,

the

Di Blasi foldable, 50cc two-stroke kick-start

practical accessory for pilots.

moped – now also available as an electric

The answer is a resounding yes – but

powered bike. These are imported by Klasie

let’s back that up with some facts and first

Smith of Moped South Africa.

impressions.

14 May 2019 | www.saflyer.com

having a Di Blasi would have made my life a lot easier for the day. I would also have had more independence waiting for my client to return from his business meeting.

Klasie can be contacted on +27 83 212 9060 or E-Mail: ksmith@mopedsouthafrica. com, or by visiting www.mopedsouthafrica. com

j

Contact: Klasie Smith +27 83 212 90 60 | E-mail: ksmith@mopedsouthafrica.com | Website: www.mopedsouthafrica.com

THE FIRST FOLDING MOPED IN SOUTH AFRICA Manufactured by Di Blasi Italy

Specs: The R7E model is powered by a 49.9 cc two-stroke engine and is equipped with an automatic speed variator. It can reach a speed of up to 45 km/h.

Extra’s: Carry Bag & Rear luggage Carrier The Folding Moped fills up with 3 Litres of normal unleaded fuel with a 2% mixture of 2 stroke oil. The Moped delivers 35km per litre. It weighs 31.5kg and folds in 3 easy steps. It’s also available in 4 x different colours Blue, Red, Anthracite and Stainless Steel. It also has 2 x Engine systems at 2 Stroke 50cc Motor and a 2 Stroke 50cc with Catalytic Muffler EURO 2 Approval.

The Moped requires minimal maintenance and servicing.

® ®

We have a service centre in Pretoria “Heath’s Offroad Service Centre” and also carry stock of different spares required. Should we not have the parts needed we can have them in SA within 3 to 4 days.

L CIA SPE ORY T C YER ODU L F R T IN SA 0 99-0 FOR 9 E 9 C R3 PRI RS E a D ding g.

REA u l c in ba rry a c free

We are also in the process of completing our Homologation of an Electric Moped that will have the exact same specs as the 50cc only in electric. Please visit our website www.mopedsouthafrica.com for more products available in SA and any

SA Flyer 2019|05

additional information you might require.

ATTITUDE FOR ALTITUDE GUY LEITCH

STRATOLAUNCH AND THE GIANTS BEHIND THE GIANT

The first flight of the Stratolaunch is of huge significance as incredibly, it has been 70 years since the

record was broken for the largest aircraft ever to have flown. The story of the Stratolaunch is not only amazing because of the size of the plane – but because of the people behind it.

T H-4

with

HE record that stood for 70

Two giants behind the giant - Burt Rutan and Paul Allen with a model of Roc.

years was that of the Hughes’ H-4 Hercules – known as the ‘Spruce Goose’. On 2 November 1947 the Hughes

eccentric

billionaire

founder

Howard Hughes at the controls flew briefly.

Too large for almost all land based runways, it was built as a flying boat. With its eight complex Pratt & Whitney R-4360 Wasp Major ‘corn cob’ radial engines of 3,000 hp each the Spruce Goose was a labourintensive plane. The first flight needed 22 crew to monitor and operate the systems.

It also carried seven journalists and seven industry representatives, for a total of 36 on board. Not something that would be allowed for a test flight today, which would

of aircraft size and the Stratolaunch’s

is empty and unpressurised. To reduce

be restricted to ‘essential crew only’.

385 feet surpasses both the Hughes H-4

development costs many of the aircraft’s

After two taxi runs four of the journalists

Hercules at 320 ft; and the current largest

systems were adopted from the Boeing 747-

left to file their stories – or decided the

aircraft, the Antonov An-225 with a 290 ft

400, including the engines, avionics, flight

risks just weren’t worth it. The remaining

wingspan.

deck, and landing gear.

press stayed onboard for the final test run

The significance of the Stratolaunch’s

The Stratolaunch is designed to carry up

of the day. After building speed to 110 mph,

first flight is enormous. It is the culmination of

to three rockets to be launched from 35,000

Hughes lifted the flying boat off the water,

a dream for two aviation giants – who in their

ft to carry payloads into orbit. And not just

remaining airborne for 26 seconds at 70

own way have rivalled, if not far outdone,

to a 2000 km Low Earth Orbit (LEO), but all

ft above the surface at just 135 miles per

Howard Hughes. These are the visionary

the way to geo-stationary orbits, 35,786 km

hour for about one mile. The aircraft was

Paul Allen and the extraordinarily original

from the earth.

still in ground effect as it was less than

Burt Rutan with his Scaled Composites

half its wingspan above the surface. Wiki

company.

The is

Stratolaunch

based

on

business

satellites

model

progressively

notes; “nevertheless, the brief flight proved

The Stratolaunch first flew on 13 April

becoming smaller and cheaper to build, and

to detractors that Hughes’ (now unneeded)

2019, at the Mojave Air and Space Port,

consequently the number of organisations

masterpiece

flight-worthy—thus

reaching 17,000 ft and 165 KTAS in a 2 hour

that can take advantage of space growing

vindicating the use of government funds.”

29 min flight. Unlike the Spruce Goose, there

exponentially. However, despite the best

The Spruce Goose never flew again, so its

were just three crew: the pilot, co-pilot and

efforts of Elon Musk and Space X and the

lifting capacity and ceiling were never tested.

flight engineer. They occupied the right side

many other launch companies, demand still

Wingspan is the most common measure

fuselage cockpit – the left fuselage cockpit

far exceeds the supply of launch vehicles.

was

16 May 2019 | www.saflyer.com

COLUMNS Stratolaunch says it is, “…ushering in a

Stratolaunch is just one of the projects

in the remote north west of Namibia. Just

brand-new way to reach space. By taking

of Paul Allen, the ‘quiet partner’ behind

getting there required a massive logistical

off from a runway, we can circumvent bad

frontman Bill Gates of Microsoft. Four

exercise, using bizjets to Windhoek, Pilatus

weather, air traffic and other variables

decades after co-founding Microsoft, Paul

PC-XIIs to Hartmann’s Valley and then

that cause delays with traditional ground

Allen applied his skill, knowledge and yes,

helicopters to the Serra Cafema Camp.

launches. So we’re able to launch more

personal wealth, to push out the frontiers

His website notes that in all his

quickly and more often. Once it reaches a

of technology and change the future.

endeavours, Paul Allen constantly asked

cruising altitude of 35,000 ft, one or more

Tragically, what he was not able to change

“What if…?” and pushed people to challenge

launch vehicles are released, allowing for

was his heath, and after a titanic battle he

conventional thinking, collaborate across

rapid constellation deployment to different

succumbed to a rare form of Hodgkinson’s

disciplines and re-imagine what’s possible.

inclinations. As the launch vehicles ascend

lymphoma. He had first been diagnosed with

The other, and perhaps most defining,

into orbit, the Stratolaunch plane heads back

cancer in 1983, when he was just 30 years

giant behind Stratolaunch is Burt Rutan.

to the runway to reload for its next mission.”

old – so his death last year aged 65 was the

In an age when all aircraft tend to look the

The Stratolaunch looks like no other

end of a long struggle, which motivated him

same, Rutan is a true innovative genius and

aircraft, and in fact it looks most like two

to make every day count and leave a huge

it is said that any Rutan design is immediately

aircraft in close formation, and so it looks like

legacy. “To be 30 years old and have that

recognisable as having his DNA.

it should break-up in flight. On the ground the

kind of shock – to face your mortality – really

With his original VariViggen and then

twin-fuselage design looks like a Dr Seuss

makes you feel like you should do some of

Vari-Eze and Long-Eze, Rutan popularised

drawing of two Diplodocus dinosaurs, with

the things that you haven’t done yet,” he said

both the canard configuration and the use

their long necks sloping down to the ground.

in his biography, ‘Inside Out’.

of mouldless composite construction in the

The Stratolaunch is nicknamed ‘Roc’ after Sinbad’s Roc, the mythical bird so big it

Paul’s

company

Vulcan

continues

his vision as it works to save endangered

homebuilt aircraft industry.

Rutan has too many achievements to

could carry an elephant.

A common question must be; why bother building such a huge plane to lift rockets to 35,000 ft when they still have to go on to reach Low Earth Orbit (LEO) of 2,000 km

Rutan's DNA is apparent in all his designs.

– which is an altitude of six million feet?

Rephrased; surely 35,000 feet is such a small proportion of the total altitude required that it’s pointless to build the biggest plane in the world for such a small percentage of the total job – they should rather just launch from the ground like everyone else has done up to now? In answer, Stratolaunch claims three key benefits for using a fixed wing aircraft to launch space rockets: • “Flexibility: When it comes to choosing your launch dates, orbit and inclination, the sky is just

•

about the limit [for a fixed wing

species, slow the pace of climate change,

list – but notably: he designed the Voyager

plane].

improve ocean health, share art, history

which in 1986 was the first plane to fly around

Reliability: Fixed-range launches

and film, develop new technology, tackle

the world without stopping or refuelling. He

are just that… fixed. With a mobile

epidemics, research how the human brain

also designed SpaceShipOne, which won

launch platform, you can avoid

works and build sustainable communities.

the Ansari X-Prize in 2004 for becoming the

delays.

•

Paul’s

philanthropic

contributions

first privately funded spacecraft to go into

Convenience: Your big ideas

exceeded $2 billion. Even before becoming a

shouldn’t have to wait. With 12

member of the Giving Pledge with Bill Gates

Rutan has designed 46 aircraft that have

or more missions per year, we’re

and Warren Buffett and other billionaires,

flown, he has been the co-recipient of the

ready to launch when you are.”

Paul had committed to giving away the

Collier Trophy on two separate occasions,

majority of his fortune including to elephant

received six honorary doctoral degrees,

research in Botswana.

and has won over 100 different awards for

THE GIANTS BEHIND THE GIANT It is profoundly significant that the

Nothing daunted him and he used to

Stratolaunch is not only the biggest plane

mount a huge expedition from his home in

ever flown – it is the product of two of the

Seattle each year to spend a week or more

most extraordinary giants in aviation and

with his musician friends at the incredible

technology.

Serra Cafema Lodge on the Kunene River

space twice within a two-week period.

aerospace design and development.

It took the two giants of this calibre to

j

build Stratolaunch.

guy@saflyermag.co.za

17 www.saflyer.com | May 2019

NEWS REPORT: GUY LEITCH

ROBINSON R22

CELEBRATES 40 YEARS bargain price tag of $40,000, it soon became the most popular civilian helicopter in the world and a favourite of flight schools Foreign markets contributed significantly to the success of the R22, Robinson says.

“Overall 2018 was a good year for us. I say that ever year, but it’s been a good year for Robinson Helicopter.” The company delivered 316 aircraft last year, up from 305 in 2017 and 234 in 2016. Thirty-three of those helicopters were R22s; leading sales Robinson's 40th birthday R22 is painted exactly the same as serial number 0001.

was the R44, with 209 produced.

Robinson has estimated that its aircraft have flown 40 million hours over the past 40 years, and within the next few months the

Happy Birthday! To the little helicopter that transformed an entire industry.

O

personal electronic devices, such as an

turbine-powered R66 will mark 1 million

iPhone or iPad.

hours flown. “It’s becoming a very reliable,

The company was born in 1973 in the home of Frank Robinson, who had fallen

dependable aircraft, and that’s what we want to build,” he said.

in love with helicopters as a kid. “When I

Robinson has added the Avidyne IFD

was 9 or 10 I saw a picture in the Seattle

400-series touch-screen GPS navigators

newspaper of Igor Sikorsky hovering in

to its R22, R44, and R66 avionics options.

a VS-300 prototype,” Robinson said in a

The units can be operated using the touch

N 16 March this year

lecture at the Royal Aeronautical Society in

screen or traditional buttons and knobs,

Robinson’s diminutive

England. “Right then and there I decided;

or with Avidyne’s IFD100 app, which can

R22 officially turned

that’s what I want to do.”

connect to the navigator using the IFD’s

40 years old. As part

He earned a degree in mechanical

integral Wi-Fi. Synthetic vision is standard.

of the celebrations at

engineering and then spent 16 years working

For 2019 the company has made the Garmin

this year’s Heli Expo,

for aircraft manufacturers, including Bell and

GTX 335 transponder with integral ADS-B

Robinson displayed a new R22 painted in the

Hughes. Neither was making the helicopter

Out standard on all of its helicopters.

same scheme and colours as the very first

for the masses that he envisioned. “I wanted

Robbie R22 (S/N 0001). “The R22 is iconic,”

to design a very simple — with an emphasis

African operators, Robinson said that a

said Kurt Robinson, company president

on simple — low-cost helicopter that could

diesel-powered R44 is in development. It will

and chairman—and son of founder Frank

be produced efficiently and sold to the public

be able to operate 2,000 feet higher than a

Robinson. “It changed the game. It changed

at a price that many people could afford,”

piston-powered R44 and will burn less fuel.

the industry.”

Robinson said in his lecture.

However, he cannot commit to a time frame

Most

usefully

for

Avgas

restricted

The birthday Robbie R22 carries serial

He replaced his living room furniture

number 4797, a huge number of helicopters

with drafting tables, set up a workshop in

To enhance customer and service

away from serial number 0001. While the

the garage and farmed out parts fabrication

support, Robinson is expanding from 8,000

exterior pays tribute to the R22’s origins, the

to a business partner in Hawaii. He built a

square feet to 38,000 square feet at its

interior features modern avionics, including

prototype of the two-seat, piston-engine R22

facility dedicated to tear-down and rebuild

the Avidyne IFD 440 GPS/COM with built

in a hangar at nearby Torrance Airport, now

components and aircraft.

in Wi-Fi and Synthetic Vision. And to keep

home to the company’s 600,000-square-

it thoroughly up to date, the cockpit is

foot factory.

equipped with an accessory bar to support

18 May 2019 | www.saflyer.com

The R22 hit the market in 1979. With a

for possible certification.

In all, Robinson has made more than 12,000 helicopters, with at least 60% of recent sales going to foreign buyers.

j

40 YEARS Today’s R22 features ADS-B Out and a selection of options that reduce pilot workload including digital flight displays and touchscreen navigators.

for www.robinsonheli.com

LEADING EDGE PETER GARRISON

KNOWING THE ANGLES Books about aeroplane design often mention wing incidence as if it were a parameter of some importance. It isn’t. In fact, “wing incidence” is a misnomer.

I

propose – and fully expect my proposal to sink without a trace – that the term be abandoned, and that we speak of “fuselage incidence” instead.

The so-called angle of incidence

of the wing is the angle between its chord line and the fuselage’s longitudinal axis. This sounds as if it ought to matter, because after all if the wing is not at the correct angle it will not have enough lift, or will have too much, and the aeroplane will mush, or plow, or otherwise misbehave. But to think that way is to slip into the mindset of the lubber who says, “The aeroplane flew into a storm and its wings fell off.” Wings never fall off. It is the fuselage that falls off the wing.

When you fly, what you are flying is not a fuselage; it is a wing. To fly straight and level, you adjust the angle of attack of the wing so that its lift (actually, the lift of the entire aeroplane taken together, but the wing is by far the main player) is exactly equal to the weight of the aeroplane. You change the adjustment as weight or speed changes. You might consume ten percent of the weight of the aeroplane in fuel in the course of a long flight; if you never retrimmed, you could find yourself climbing a couple of hundred feet a

We should drop the term wing incidence and rather refer to fuselage incidence.

attack required for the lift to equal the weight

around three degrees. This may have been

at the design point; that will be the position of

done mainly keep the tail from scraping on

the wing in level cruising flight. The fuselage

landing – the MD-11 was longer – but it also

is then placed on the wing in the position in

had the effect of making the food carts a lot

which their combined drag is at a minimum.

easier to handle.

You might think that, as a streamlined

Seeing an aeroplane nose-up in cruise,

body, the fuselage should be pointing

many people would call it “tail-heavy.”

straight forward. Actually, however, the drag

But an aeroplane is not a boat. If the back

of fuselages, especially round ones, is not

end of a boat is low in the water, you get

very sensitive to the angle at which they meet

people to move forward. But the attitude of

the air. Besides, the wing and empennage

an aeroplane is not controlled by the CG

themselves distort the airflow around the

position; it is controlled by speed. In level

fuselage, so that the meaning of “straight

flight, the pitch attitude of the aeroplane

forward” is no longer straightforward.

is a visual indication of the angle of attack

The fuselages of most airliners ride at a

required for the wing to produce lift equal to

adjustments

small positive angle in cruise. Two to two-

the weight; it has almost nothing to do with

has anything to do with the fuselage.

and-a-half degrees seems to optimise the

where that weight is located. An aeroplane

Aerodynamically, the fuselage is just another

interaction between wing and fuselage.

that is “mushing along” is just flying slowly,

passenger.

What is optimal for air, however, may not

nothing more.

minute at the end of the trip.

None

of

these

trim

Somewhere between full and empty

be optimal for flight attendants who have to

tanks, between full and empty seats and

push food service carts up and down aisles.

aerodynamically

between economy and high cruise power is

I seem to remember the DC-10 as egregious

conventionally called “wing incidence” – that

the aeroplane’s “design point” – an average

in this respect, perhaps because, late in its

is, the angle at which the wing is attached

case, usually in cruise, used by the designer

career, rising fuel costs led to lower indicated

to the fuselage – is as well. That is why I

to define the positions of various parts of the

airspeeds, higher altitudes and larger angles

suggest that we shelve the term. But if the

aeroplane and their angles with respect to

of attack than it had been designed for.

incidence isn’t important, then what about

one another for the purpose of maintaining

The way to the front was distinctly uphill,

the decalage?

equilibrium while minimising drag. The

and looked it. The fuselage incidence of

Decalage – a French word meaning

designer begins by determining the angle of

its successor, the MD-11, was reduced by

“shift” or “offset,” which you may pronounce

20 May 2019 | www.saflyer.com

Since

fuselage

incidence

unimportant,

what

is is

COLUMNS

LEFT: Biplane Decalage Terminology.

outboard ends of the elevators. They are kinked in order to line up with the stabiliser when the elevator is trimmed downward for cruise.

The fact that incidence and decalage either as the pretentiously suave French day-ka-LAH SH or the gratingly American dee-KAY-ledge – is, as used in aviation, a difference between the incidences of any two lifting surfaces. It was originally applied to the two wings of a biplane: In the usual arrangement, the upper wing was further forward than the lower and had a larger angle of incidence – called positive decalage – so that it stalled first, shifting the centre of lift aft and providing an automatic nose-down moment for recovery.

In a monoplane, the term refers to the angles at which the wing and the stabiliser (or canard) are attached to the fuselage. For an aeroplane to be longitudinally stable, it must have positive aerodynamic decalage; roughly speaking, the forward surface must be at a greater angle of attack than the aft one. This principle applies to conventional aeroplanes and to canards alike.

The notion of wing-stabiliser decalage – also sometimes called “longitudinal dihedral” – is a slippery one, however, because of a wonky-sounding term: “ zero-lift angle”. The zero-lift angle is the angle of attack at which an aerofoil makes no lift. For symmetrical aerofoils it is zero; but for cambered

don’t have fixed, ideal values has an incidence, has some effect on drag. If you

important corollary. It implies that you can

have a fixed stabiliser set at the wrong

get things wrong and still be safe. The deck

angle for cruising, you have to correct by

angle may be funny and the elevator may

trimming in some opposite elevator. As you

not line up nicely with the stabiliser, but the

might guess, a surface like a horizontal tail,

aeroplane will still fly more or less correctly.

composed of two elements hinged together,

This is true of conventionally-configured

has the least drag when the movable surface,

aeroplanes,

the elevator, is “in trail,” that is, aligned with

argument often made for canards is that the

but

not

of

canards.

An

the fixed surface.

stabilising force contributes to lift, whereas 180s,

in conventional aeroplanes it usually (though

Mooneys, most jets, all aeroplanes with

not always) produces a downward force

stabilators – have trimmable stabilisers,

that makes the wing work a little harder.

and so never pay a drag penalty for a kink

There is an important collateral benefit:

in the horizontal-tail aerofoil. For them, the

Since stability requires that the canard be

decalage has no fixed value.

working harder than the wing, the canard

Many

aeroplanes

–

Cessna

Fixed stabilisers sometimes present designers with a problem related not to

will normally stall first, and thereby protect the wing from stalling at all.

stability but to control. The correct stabiliser

But if you get the decalage wrong – and

angle for cruise may not provide enough

some designers have – the wing may, under

elevator authority to rotate for landing

some circumstances, stall before the canard

with flaps down and a forward CG. So it’s

does. Usually, such a stall is unrecoverable

necessary to set the stabiliser more nose-

and the outcome is often fatal. That’s the

down than the ideal and then to trim the

reason that amateur designers, however

elevator downward for cruise. This is the

great the attraction of the canard, are well

arrangement on Cessna singles, from the

advised to stick with the conventional aft-

Skylane up, except for the 180. You can

stabiliser arrangement.

see it if you look at the horn balances at the

j

aerofoils, which most aerofoils are, there is lift even when the angle of attack of the chord line is zero, and so the aerofoil must be set at a small negative angle to eliminate it.

The difference between chord-line angle of attack and zero-lift-line angle of attack depends on the aerofoil’s camber, and the camber of a horizontal tail surface changes every time you move the elevator. The angle of attack of the empennage is also affected by the downwash of the wing, which varies with speed. So a monoplane’s decalage has to be defined in terms of the wing and the stabiliser, ignoring the elevator.

Stabiliser

incidence,

like

Cessna 182s have a bend built in to the elevator horn balance.

fuselage

21 www.saflyer.com | May 2019

Tell us what's on your mind: guy@saflyermag.co.za

LETTER TO THE EDITOR

737 MAX

[Guy: No – increasing power raises the

The tragic and unnecessary accidents

nose – and this is compounded by the low

involving the Boeing 737 Max is haunting

thrust line of the engines – hence the need

years old. I played around with similar

me. I have read your article with awe over

for MCAS].

switches some seventy years ago and

and over again. I do hope that the tragic

Second, you write: “The one thing that

later as electrical/electronic engineer in my

built-in flaws can be sorted out and that

simulators cannot replicate are violent G

career I have come across protective bars

the fine 737 will not suffer the same fate

forces. When you are porpoising through

in protection circuits etc. The switch levers

as the Comet did years ago. Your Article,

the sky, finding the switches, removing the

have an elongated pear-shaped shaft. When

‘The Boeing 737 MAX’ has sections that

protective bar and flicking the two switches

they are in the on or off position its spring

immediately struck me:

requires a cool head.” This one can readily

mechanism allows them to still be moved

First, the Max’s Leap 1B engines

appreciate. I am now wondering about the

about 2 millimetres up or down. The First

changed the handling characteristics and

“stick shaker” which the earlier 737’s had.

Officer or the Captain himself could merely

therefore the MCAS system was installed

When Boeing introduced the MCAS system,

lift the bar with his fingers, both at the same

also not to spend a lot of money on

did they do away with the “stick shaker?”

time just as easily and the bar would press

expensive pilot training. With my very limited

[Guy: No – the stick shaker was there and

the switches upwards and the toggle lever

knowledge I would have thought that more

adding to the confusion]. The MCAS system

with that bit of spring loaded free play would

powerful engines would merely increase

kept on informing the airplane that it was on

allow the bar to roll/slide over the levers and

speed and /or provide more power at lower

the verge of stalling. [Guy: No – The MCAS

now the switch levers are free to be moved

throttle openings. If the engines were given

system pushes the nose down]. If one were

down and switch the MAIN ELECT and

different shapes, cowlings , mounting pods

to add to the woes of the ill-fated pilots

AUTO PILOT off. I daresay this is probably

etc then the aerodynamics of the airplane

violent shaking and vibration it would have

the oldest design feature in the airplane

would be affected. In your article you state

made finding the switches etc even more

and this sort of mechanism just cannot be

that the key visual difference between the

difficult.

improved on. [Guy: Indeed – which is why

two is that the MAX has a sawtooth edge to

My last observation could have been

the back of the engines. Why has a sawtooth

amusing if we do not think of the ghastly

edge been brought on to the MAX ? [Guy:

air crashes. In your article you mentioned

I regularly read your fine magazine from

– mostly to make the engine quieter] Is it

“ removing the protective bar” from the

cover to cover although I must admit that

not possible that at certain throttle openings

switches.

a lot of information in it is above my head.

and conditions too much lift is given to the

penny dropped. The basic design of those

Keep up the good work.

tailplane thus causing the nose to drop?

toggle switches is well over a hundred

KAREL SPIES

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

This had me baffled until the

I put a large picture of the switches in the article].

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

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SA Flyer 2018|10

CONTACT:

23

PLAIN TALK JIM DAVIS

THE BEST

Instructors Are… Last month I was rude about SAAF instructors, young instructors, old instructors, Airline pilots, female instructors and potatoes. But it’s no use telling you who to avoid without giving you some hints on finding that god-like being who will recognise your potential and turn you into a Sully Sullenburger, Amy Johnson or a Scully Levin.

Y

OU

need

someone

a pupe’s first solo is a great event in the

your best and your instructor shows signs of

pretty

special

to

impatience – look for another instructor.

train

instructor’s life. You should recognise this

you in an aeroplane. The

special instructor by asking him a couple of

consequences of getting a

questions and seeing how he responds.

Professionalism.

What

a

ghastly,

overworked word. It’s used by every scruffy

A sense of humour. We all think we have

little operation, whether it’s a flying school

one, but you only really find out when you

or hairdresser. They all love to advertise

The training environment is tough on

start teaching people to land the aeroplane.

themselves as professional. Try to think

both you and the instructor. A cockpit is a

The occasional joke or bit of leg-pulling

past that, and picture your instructor as

noisy, cramped classroom. You hardly ever

makes for a relaxed atmosphere and it

a real professional – like an airline pilot.

have eye-contact, and body-language is

boosts the learning process.

Imagine what she looks like. She will be

dud are dangerous and long

lasting.

pretty much non-existent. This means that

At one time I had two German ladies

smartly dressed. She will stick to the rules.

only about 20% of what your instructor tells

instructing for me, one, who I will call Vera,

She won’t cut corners. She will treat you

you actually gets into your turnip. Worse still

because that was her real name, had a

with dignity and respect, and will expect the

– if you think you are in danger – you filter

wonderful sense of humour. The other,

same from you.

out almost everything he says.

whose name I won’t mention, didn’t. Vera’s

You will find yourself being proud of

A good instructor avoids most of these

pupes enjoyed themselves and learned

doing things properly – not because she

problems by giving you a proper pre-flight

quickly, and Fraulein No-name’s pupils found

tells you, but because you want to be as

briefing. He will be extremely careful to

learning to fly such a miserable process that

professional as she is.

gain your trust so you should never feel

they gave up – three in a row. True story.

Why the emphasis on professionalism?

worried or scared. By the time you get into

Patience is often cited as a necessary

Because flying is an extremely disciplined

the aircraft you should know exactly what to

quality for teachers of any sort. If the pupil

activity – it has to be – that’s the only way

expect during the entire flight.

is really trying, then a good instructor will

to keep it safe. Professionals do things

A good instructor is a guy or girl with some

get huge pleasure out of each little step, no

properly.

pretty special talents and characteristics.

matter how small. A good instructor doesn’t

Imagine the brain surgeon who is about

You need to look for someone who has as

need that grit-your-teeth-and-smile type of

to cut your head open to remove a lump of

many of the following as possible:

patience. She will share your joy over every

FOD. If he looks or behaves like a maverick

little step you take – even when progress is

you probably don’t want him poking around

slow.

inside there with a rusty fork. Pilots have the

Enthusiasm for all things aviation. You will recognise these instructors immediately – they want to show you around and take you

I once had a pupil at the civilian airfield

same responsibility. It is critical for the safety

to look at the aeroplanes and… and… and…

at Hoedspruit who took 76 hours to go solo,

of their passengers that they do everything

A love of teaching. Being a good flying

and both he and I enjoyed every minute of it.

exactly right.

instructor is the most rewarding job in the

He eventually became a safe and competent

world. Good instructors get a huge kick

PPL.

out of every bit of progress you make. And

24 May 2019 | www.saflyer.com

Put it another way – if you are trying

So, if you are learning to fly because you are a thrill-seeker or adrenalin-junky – stop right here. Go find a bat-man instructor who

www.saflyer.com | May 2019

PLAIN TALK

will put you in a wing-suit and push you off a

The point is that if your instructor is

Airmanship. That illusive quality that

cliff. Risk-takers have no place in passenger

sloppy about the information he gives you,

we all find so hard to define. It is more than

carrying aviation.

you quickly learn not to trust what he says.

just not blowing dust into hangars. It’s more

You will lose respect for him, and probably

than not pressing the mike button in the

turn out to be sloppy yourself.

middle of someone else’s exchange. And

Example. She will set a good example ALL the time. I had an excellent instructor at 43. He was a capable pilot and a brilliant

Smooth, polished flying. This is not quite

it’s more than situational awareness. It’s all

teacher. But occasionally he would show

the same as ‘accurate’ – although it’s part of

of these things plus an almost gentlemanly

off by doing cowboy turns off the deck. His

the same family. When I was learning to fly

consideration for others. If you pick up or

pupils eventually became instructors, and so

I had one very strict RAF instructor. On our

drop pax with the engine running, which is

did their pupils – unto the tenth generation.

first flight together he said, “Always imagine

generally not a good idea, then always stop

And do you think I could stop them from

your granny in the back seat with a basket

with your tail towards the terminal building.

doing this? His message that it’s okay to

of eggs on her lap.” This means that when

That way pax are less likely to walk into the

show off at low level has been passed on to

you change anything – the power setting,

prop. A good instructor will not only display

hundreds of pilots.

the flap position, or anything at all, your

immaculate airmanship but will tell you what

Instructors should never do anything

passengers shouldn’t notice the change.

he is doing and why.

they would not be proud to see their pupils

This is particularly important during the

doing. Some instructors make the cardinal mistake of saying, “Don’t do what I do – do what I say.” That’s a sign of an instructor who is showing off. Avoid them like rabid dogs.

Experience. The more experience your instructor has, the more information he has to pass on to you. Many young instructors are great, they can be really enthusiastic and they all have clear, recent memories of what it’s like to struggle with landings. They

Long after I sold 43 Air School, I went

Your instructor must be able to understand what you are thinking.

are most suited to young pupils. But if your instructor has a few grey hairs and a fat

landing – that gentle transition between

back to visit a friend. As I walked in, I noticed

logbook, he will also have a greater depth of

flying and taxying.

a pupil getting into a Cherokee that was

understanding and knowledge for you.

Spirited is the wonderful word used by

facing straight at closed hangar doors, about

Integrity. You must know that your

the Air Force to describe part of the ideal

two metres away. I assumed that he had

instructor will be honest with you. She will

instructor’s makeup. At first it may seem to

come to get something out of the aircraft.

not hesitate to tell you when you fall short

contradict the notion of smooth and polished,

But when he closed the door and settled in

of the mark, but she will also be quick to let

but actually it doesn’t. Spirited is not about

the pilot’s seat, I thought that this warranted

you know when you have done something

showing off, it’s about the instructor’s

watching.

well. You will always know where you stand

enthusiasm

challenging

There was a bit of messing around and

with her.

conditions like strong crosswinds (which are

then the rotating beacon came on. The

quickly

often poorly taught). Or perhaps converting

storm window opened and the pupe called

learn, from her example, that safety is not

to a taildragger, or not being timid about

out “clear the prop!” and the next moment

negotiable.

entering an incipient spin – but doing it

the engine started.

Safety

conscious.

Accurate.

Your

You

will

instructor

must

for

tackling

be

with gusto. If your instructor is timid this

I stood near the wingtip and watched

accurate – both in his flying and his

could make you think he is frightened of the

with my mouth open. There was a bit of radio

statements. And he will insist on the same

manoeuvre, rather than enjoying it.

work. And then he shut down the engine,

accuracy from you. When he demonstrates

Okay you won’t do these things with

climbed out onto the wing, put his hands on

an approach at 68knots – that’s what the ASI

granny and her egg basket in the back,

his hips and said to me, “So what are you

will read. When he taxies, the nosewheel will

but you get the picture – I am saying that a

looking at?” I am afraid I doubled over with

be on the centreline. And when he tells you

good instructor should be capable of spirited

laughter.

something it will be true.

flying.

Insight. I call this, “getting into the pupe’s

When he did his instructor rating flight

She must make things memorable.

head.” Your instructor must be able to put

test the DFE (Designated Flight Examiner)

When Mike van Ginkle was converting me

herself in your shoes and understand what

was looking for accuracy of statements. He

to a Grob G109B motor-glider, we were

you are thinking. The better the instructor,

would be marked down for saying something

taxying out between parked aircraft at Grand

the better she does this. She should also be

like, ‘when a wing stalls it loses lift.’ That

Central. Mike said, “This aircraft is like a

able to tell if you are distracted by outside

statement is only half true. How much lift

Dak – you have got to keep an eye on the

influences or worries, or have personal

does it lose? All of it? He should say that it

wingtips when you taxi”. That stuck in my

problems. And she must be able to judge

loses most of its lift, or about 2/3 of its lift.

head – as it was meant to.

your rate of learning and your attention span.

26 May 2019 | www.saflyer.com

COLUMNS

She must understand not only what you are

slower? It is a silly thing to say and it means

doing, but more importantly, why you are

nothing. And the term, “Your airspeed is

should be kicked into touch.

And if she keeps grabbing the controls,

doing it.

rising” can also be seriously confusing. So

or hovering with her hands near the controls,

She must not talk too much. This is a

the speed goes higher while the nose goes

it means she doesn’t trust you – or worse

common problem with new instructors – they

lower and we go down – can that be right?

still, she doesn’t trust herself to sort the

feel the more they tell you the better you will

A good instructor will say, “your airspeed is

mistakes you may make. Not a good sign.

fly. Wrong. Most of the talking should have

decreasing, lower the nose a little.”

She respects your time. Rather than

been done on the ground. In the air she

She must be consistent in her teaching

cancel a lesson because of weather or

should simply remind you of things you may

methods and standards. This is one of

unserviceability, she will spend time in

have overlooked, and give you space to

the reasons I am strongly against having

front of the white board, or sit with you in

make mistakes, recognise them, and correct

multiple

the aircraft on the ground, and go through

them yourself.

and standards are extremely confusing for

Fraulein No-name would make her pupils

instructors.

Different

methods

pupils.

checks, or discuss radio procedures.

Fun. I have kept the most important

feel inadequate by continually reminding

Her praise must be generous and

one till last. Your instructor must make your

them to get the ball in the middle, to fix that

sincere. “Now, that’s what I call an accurate

training fun. They will say things like, “I’ll bet

untidy 100 ft of altitude, to get the airspeed

steep turn,” will keep you on your toes for a

you a beer you can’t land on the centreline.”

right, to do landing checks, to call the tower,

week. We are all flattery-powered machines.

At 43 I would always ask new pupils if they

to watch that traffic. She felt that all this talk

Punctuality is vital. A good instructor is

were having fun. If they said they were not,

was helping them. Sadly, it was – it helped them to hate flying.

She needs an analytical mind to get to the root causes of why things go wrong.

always on time and properly prepared.

She is positive, and she will always find a way to send her pupils home on an encouraging note.

then it was time to call the instructor in and find out what was going on.

The bottom line is that if you are not having fun, then you are not learning

I don’t have space here to tell you why

She never interferes with the controls.

insufficient right rudder after takeoff can

And you always know who is doing the flying.

properly – and it’s the instructor’s fault.

Good luck in your search for the right

lead to bad landings, but it can, and it does.

If she insists on ‘helping’ you by putting

instructor, and remember that you are

The right words. A good instructor must

pressure on the controls while you are trying

the customer. If the school can’t give you

be very careful with her words. What is a

to land, she is not a good instructor. You will

someone really good – move to another

pupil meant to make of the words, “Watch

never know how much is your input and how

school, there are plenty of good instructors

your speed”? Does it mean you should stare

much is hers. Any instructor who persists in

around – you just have to know what you are

at the ASI? Or should you be going faster, or

doing this, after you have asked her not to,

looking for.

j

27 www.saflyer.com | May 2019

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29 www.saflyer.com | May 2019

HELI OPS GEORGE TONKING

ABOVE & BEYOND:

A TALE OF VERTICAL RESCUE It is said that a smooth sea never made a skilled sailor. I’ve stood by this mantra as I’ve seen ‘rough sea’ challenges inspire ordinary helicopter pilots to extraordinary feats. the main causes for delaying the arrival of civilian helicopters. Understandably the personnel on the ground were desperate to start making use of the aerial support that only helicopters can provide in situations like these. There was a make-shift JOC (joint operations centre) set up inside a dilapidated hangar at Mutare airfield, from where civilian volunteers were working alongside Zimbabwean Air Force personnel to coordinate the relief efforts.

On arrival, I was informed that my first mission would be to deliver desperately needed medical supplies to a remote clinic in the Chimanimani district. I was assigned The destructive force of the landslides evident behind the helicopter, where once stood a bridge, houses, and a market.

a guide who occupied the co-pilot seat, with the remainder of the seats and footwells in the cabin loaded with as much supplies as the aircraft’s weight and balance would

T

allow. I received a set of GPS coordinates to direct us to the town of Chimanimani, but HIS story comes from Ray

South Africa. Little did I know at the time that

nobody was able to tell me where exactly

van der Watt, a colleague of

it would turn into a two-week job.

the clinic was situated. “Just fly around

mine at Bidvest Protea Coin.

After shifting a few appointments and

and look for it,” was one suggestion. After

Ray and I had been friends for

making last-minute arrangements, I agreed

flying approximately 25 minutes we reached

years before flying, but only

to the trip. Up to that point I had very little

the town. It wasn’t very big, but to locate a

now I had the privilege of flying alongside

information on Cyclone Idai that had struck

clinic from the air proved more difficult than

him. His background is in safety aboard

the East coast of Africa on 14 March 2019.

we had thought. Eventually my volunteer

oil rigs; having learned the basics as a

Since Mozambique was hardest hit and

pointed out a long building with a red roof

paramedic years before in South Africa.

had received the most media attention, I

that he decided had to be the clinic.

Using his unique skill set, he was able to

naturally thought that I would be flying into

After two slow orbits to assess the wind

work alongside many aid workers during the

flooded areas. The effect of the cyclone in

and hazards at the landing zone, we landed

Mozambique floods. Here is Ray’s story…

Zimbabwe was in fact far different to what

safely. The biggest hazard in situations like

was seen in Mozambique.

these are the onlookers and children that run

I received a call late on Tuesday afternoon, asking whether I can fly to

The following day, roughly seven hours

towards the helicopter as soon as it touches

Zimbabwe early the following morning. The

after leaving my home-base in Gauteng,

down. Luckily my frantic waving and shooing

job entailed ferrying a Bell 407 helicopter

I arrived at Mutare airfield (FVMU). It had

kept them at bay until the rotor blades had

to Zim, offer in-country assistance for

been four days since the disaster had

come to a stop, after which they amassed

approximately three days, and then return to

struck, with logistics and bad weather being

around the helicopter while excitedly taking

30 May 2019 | www.saflyer.com

COLUMNS

One section of road completely destroyed by the forceful flow of water and mountain rocks.

photos and attempting to touch every inch of the machine. While having my hands full to keep everyone at a safe distance, my passenger informed me that we were in the wrong place and the clinic was situated one mile south of us. We cleared the area of onlookers and got airborne again.

When arriving overhead the clinic, I saw some of

the devastation less than

150 metres south of the clinic. Due to the mountainous terrain along the eastern border of Zimbabwe, the natural runoff of rain water had never been a problem.

However, when Cyclone Idai struck the region during the early hours of the morning on 16 March, the torrential rains had resulted in a multitude of disastrous mud and rock slides. I was shocked to see that one section

Communities working together to offload foodstuffs from the helicopter.

of the village had been completely wiped out by landslides.

The mud and water had since dissipated and only the boulders remained, many of which were the size of a car. While orbiting I

had

This

field which made an excellent landing area.

also realised that one of the biggest impacts

effectively isolated previously self-sufficient

Over the following two weeks, that field

of the disaster, other than the loss of life and

towns and communities.

became a hub for food and medicine supply

property, was the fact that roads and bridges

been

completely

destroyed.

Beside the clinic was a grassy football

drops. As soon as we had delivered our

31 www.saflyer.com | May 2019

HELI OPS GEORGE TONKING precious cargo to the clinic, another issue came to light. Many people were stranded with no means of getting home to their

One example of the countless roads made impassable by the landslides.

families. I was inundated with requests to fly people to their homes situated in nearby villages. Unfortunately, I had to say no to most of the requests, since our next mission was to transport doctors and nursing staff to a clinic that had been isolated as a result of the destruction of a nearby bridge.

Our priorities over the two weeks were to move foodstuffs, medical supplies and medical personnel to remote areas. Several patients

with

less-serious

conditions

were also delivered to nearby hospitals.

Thankfully an ambulance helicopter with specialist medical crew was also available for the serious and critical patients. On occasion, I also had to fly VIP’s which

Mud and rockslides dramatically changed the landscape.

included local politicians, foreign dignitaries, and members of the Ministry of Transport and Infrastructural Development who had to assess the extent of the damage and relief efforts to date. Surprisingly, a week after arriving in-country many of the roads were again accessible, and many of the bridges were close to being fully repaired.

A total of ten civilian helicopters assisted with the relief efforts in Zimbabwe, six of which had been flown in from South Africa.

Additionally, there were three Zimbabwean Airforce helicopters operating out of Mutare, as well as a United Nations Mi8. The efforts by all involved made a significant impact during the early stages of the relief efforts, and I’m grateful to have been part of it.

However, it is still heart-breaking when I consider the impact that a disaster like this has on a family, community, and country as a whole.

Cyclone Idai turned out to be the costliest tropical cyclone ever in the South West Indian Ocean with losses estimated at US$ 2 billion, affecting over three million people and resulting in more than 1000

j

fatalities.

Bell 407 helicopter parked at Mutare airfield at the end of a successful day.

32 May 2019 | www.saflyer.com

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Aviation AviationAuditing Auditing 33 www.saflyer.com | May 2019

HANGAR TALES SARALIMA

NIGHT FEVER Your aviating licence cost you sweat and study, long hours, frustration and wads of hard-earned cash. So it’s natural to assume that you get the maximum value from it and extract every moment of the exclusivity that it grants you – Right? and resulting trends that I am observing amongst our general aviation community.

It’s a distressing tendency for the licence to become the end in itself, irrespective of how the pilot started out.

Let’s take a case study – someone who we will call Steve, as it’s a suitably anonymous name. Steve is a businessman who got his PPL a few years ago because flying himself would make it easier to go visit family and friends in Welkom and flying around the country would also give his good lady ample opportunity to expand the potential of her commercial photography business. Since they are DINKYs (Double

Your aircraft will be transformed and more lovable.

Income No Kids Yet) it wasn’t a major impact on their finances so both agreed that it was a

T

great idea. Once he had the PPL, Steve also have

if you cast your mind back to the dim and

confused you, so let me take

distant past, to reacquaint yourself with that

a moment to expand my train

bright-eyed newbie (I mean you) signing up

of thought. The rationale is

for a first flying lesson, you may be surprised

simple, your licence (whether

to find that you fall into the former category

PPL, CPL or ATPL) is either a means to an

– those for whom the licence is a means to

end, or it’s the end in itself. There’s no shame

an end. This then, begs the question; ‘what

if the latter case applies to you, some people

have you done with it since then?’

HAT

question

may

elected not to buy a plane but rather Hire and Fly from his local.

If we track the flying hours in Steve’s logbook starting from the day after he got his PPL, the first 12 months he did 92 hours, the next 12 months 47 hours, the following year he managed 19 hours, and eight months into this 12-month cycle, he’s trying to ‘find the time’ to fly enough to maintain currency and

gather qualifications as a life objective. I have

Round about the time you answer

a cousin, thankfully many times removed,

that question, it’s very easy for anyone to

who at last count had three PhD’s and an

switch instantly into judgement mode and

MBA as well as all the attendant degrees

start heaping buckets of sarcastic criticism

required to reach those exalted academic

family and to take scenic photos. His licence

on whatever aviating you may have been

has become the end, and no longer a means

levels. Not a bad collection of alphabet soup

extracting from the freedoms your licence

to an end.

for a 42-year-old ‘professional’ student who

grants you – I however, will not be doing that.

Steve is not the only one. I meet far too

Instead, it is more helpful to discuss

many like him every day. But, if you are one

one of the increasingly alarming attitudes

of those who is slowly going down the “same

has yet to be gainfully employed.

But I have a sneaking suspicion that

34 May 2019 | www.saflyer.com

keep his licence. So the licence has become the reason he’s flying – this from someone who wanted a PPL to visit distant friends and

COLUMNS old, same old” plughole – never fear, help

find that perfect VMC has turned into scary

is at hand. What follows here is a sure-fire

IMC and your windows are whitewashed.

recipe to re-ignite your aviating passion with,

Conventional hangar talk says that you now

of course, a few side benefits as a bonus.

have around 135 seconds to live, and you

Get a night rating.

haven’t even started on your bucket list yet.

watercolours on its way to velvet.

You will fall in love with your patch all over again.

Your plane will also appear to run smoother and quieter. The cooler evening

Let me deal with the excuses I regularly

However, if you had a night rating,

air is less fraught with thermal bumps so,

hear: The first one is cost. Its going to take

the night hours of training to trust and use

like you, your airframe is less stressed and

10 to 15 hours of flying and some instructor

your instruments will give you the extra

the engine is running cooler. The cooler

time to get the rating, and flying costs

confidence margin you need to perform the

air is also denser so your beloved craft will

money right? My question is, would you

life-saving one-eighty and get your butt to

perform better and will somehow feel bigger

rather fly your plane 10 hours round the

safety.

and more ‘grown up’.

patch, learning sweet zilch in the process,

Ranking high on the list of pilot-killers is

or fly those same 10 hours towards a night

‘get-there-itis’. And this is often time based.

rating? Same hours and suddenly you’re a

With a night rating that dreaded ‘15 minutes

You will love yourself more because

better safer pilot. You have more confidence,

before and 15 minutes after’ merely reverts

you’re a safer and more confident pilot. You

your insurance premiums will go down and a

to being what it is – part of your flight time

will love your aircraft more, because its more

whole new world has opened up for you. On

calculations and not a hard-coded deadline

capable and pleasant to fly at night. And

reflection, you get one hell of a lot for a very

of legality. So the pressure is off and you can

you will love aviating more because of the

small investment. Sound good?

take the time to let granny feed her canary

technicolour prismatic rainbow it can dish up

before you leave.

for you every day.

Wait, I’m not finished yet. I also hear “I fly

You will fall in love with your aircraft all over again.

by day only, how can a night rating help me

Just a suggestion if I may. Before you

Best of all, share the moment of a

be a better pilot?” Okay, so you only fly by

decide either way, grab a night-rated pilot

sunset flight with someone special. And

day, in perfect weather, with no wind, clouds

and go up in your patch at around sunset –

never underestimate the power of nature

or the like, comfortable temperatures and a

in your own plane. This is where the miracle

to bewitch with multifaceted spectra and

wide margin dewpoint and never further than

begins. Unless you are colour blind or a

thereby strengthen bonds. A single night

100 nm from home base. May I respectfully

Philistine, prepare to be awed as your patch

flight with a loved one will have you singing

suggest that you would find it easier and less

transforms through an artist’s kaleidoscope

at the top of your voice (like the BeeGees –

challenging, to drive. So sell the aerie and

of colours. The brown bits become purple

just maybe not quite as falsetto) “Borne on

buy an upmarket car.

and the blue edges change to green then to

the wind, Making it mine. Night Fever Night

Alternatively, if you enjoy flying, but

yellow, orange and finally the deepest pure

Fever.”

our local weather can sometimes pose

gold before the twinkling lights burst out of

Get a night rating and your licence will

problems – like that thin grey line on the

the purple below like diamonds scattered

once again be a means to an end and have

horizon that becomes cloud and before you

on velvet. The dome of your patch will also

the power to enchant. Because a night rating

blink, you have an ‘Oh shit!’ moment and

transform through pale green and pink

is a love story.

j

You will fall in love with your patch all over again.

35 www.saflyer.com | May 2019

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A SLIM LOGBOOK JOHAN WALDEN

AT LAST!

MY FIRST SOLO

A routine flight where interesting things don’t happen is exactly what you want from your first solo. So I’m happy to say that I don’t have any nail-biting survival stories to share with you about mine.

On a rare Cape Town day without a howling wind I asked Thomas if he would send me up on a day like ‘today’. He said that if you only fly on days with no wind, you’ll never learn how to fly – especially in Cape Town. I was comforted to know that I wouldn’t be waiting weeks and months for a perfectly calm day. I was ready to get it done and didn’t want to wait too long and miss my phase of ‘readiness’.

I’d heard that it’s a bad idea not to solo when you’re ready, because if you miss that moment, it can be a long while before you or

I

your instructor will be ready again. I guess

spent lots of time in the clubhouse at

Phew! – I wasn’t going to be exposed to the

Morningstar, watching the Slings do

risk of having a stroke if he suddenly climbed

touch-and-goes. It looked like much

out.

fun and at first I couldn’t wait, but as the weeks to solo ticked down, I

suddenly found that I could wait. As time passed I became increasingly aware of the impossible mission I had to pull off. I heard that sometimes, on their first solos, students would death-grip the control stick with both

Finally one day I felt ready-ish, and

in a way, we students are like mangoes – we get ripe, but if you leave it too long you’ll go vrot. Some instructors prefer to surprise their students with a solo shortly after they’ve done a few greasers. It gives

trusted that he wouldn’t send me solo if I

the student no time to have nightmares and

wasn’t prepared. In the days leading up to

sleepless nights. Although I didn’t have a

my dance with death, we worked hard on

choice, I preferred to know when I’d solo – I’ll

greasing the landings and getting my radio

take the nightmares and lack of sleep, thank

skills to a point where I was intelligible.

you. Thankfully, Thomas felt the same way.

hands and accidentally hold the push-totalk button down. If you were flying and on frequency, you could hear heavy breathing over the radio... and sometimes even, ‘I’m gonna die.’

Thomas, my instructor, didn’t drop the bombshell by climbing out without warning and saying, “Gimme three good ones. Good luck!” and slamming the canopy shut before I could grab him for dear life. He asked me if I felt ready to solo some time the next week.

38 May 2019 | www.saflyer.com

I had to concentrate to stop my jittering feet on the pedals.

COLUMNS Judgement day came and the weather was ‘Cape Town’ as usual. I arrived with my

FSL politely lifted off without hassle.

flight-bag, headset, and cushions – both of them – and went through the admin rituals.

When it came to signing the aircraft out, and possibly also my life, I found out I would be flying Foxtrot-Sierra-Lima. I only noticed this because today would be my first time flying solo and also my first time flying Foxtrot Sierra Lima.

Wonderful!

I got stuck into weight and balance calcs.

Then we completed a thorough pre-flight before I settled onto my cushions and tried to make friends with ‘Eff-Ess-Ell’. I turned the key and the Rotax responded with its usual clatter and buzz. Shortly afterwards, we were airborne and practising touch-andgoes to awaken the folds in my brain that are supposed to know how to fly a plane. We did a couple of circuits and then made a full stop. I felt reasonably confident by now that the Sling didn’t want to kill me and that we were going to get along just fine.

My instructor quickly went through some final points and we decided I would do just one circuit – no need to push it. I nervously watched him undo his straps and unplug his headset before closing the canopy. He walked over to the clubhouse where I now saw I had an audience waiting to witness my triumph, or my demise. I gulped and looked back down at my instruments.

I released the brake and moved off – very conscious of being alone in the cockpit.

My hands and feet got a little shaky and I had to concentrate to stop the rudder and nose-wheel from jittering in sympathy with my feet on the pedals. All the way down Taxiway Alpha I kept reminding myself that I had just done two good touch-and-goes and nothing would be different this time.

After I had performed the traditional pre-

The adrenaline was still attacking my blood

ears as I hauled myself up before I gave a

pressure when a wave of calm passed

weary wave to my parents. I hopped off the

through the cockpit. I did my best to hold on

wing and landed with a clumsy thud on the

to that feeling and my composure with it.

concrete.

By left base, I was furiously reminding

Some of the pilots who had watched

myself that I knew how to fly a damn plane.

from the clubhouse came toward me with a

Final approach is kind of blurry so I’m not

large bucket. They had mischievous smiles

going to tell you how, against all odds, I

on their faces as the water sloshed over

flew dead stick through a microburst and

the sides and I immediately understood the

performed a perfect landing in forty metre viz

situation. There was no way out of it so I

on instruments, because I don’t remember

hurriedly tried, without success, to take off

doing that.

my watch before they tipped the bucket over

The touchdown (which I actually do

my head.

remember) was so accidentally smooth that

Now that my pilot’s initiation was

it must have been a fluke. The nose stayed

complete, I thanked my instructor and

up for longer than usual before it gently

collected my bags and cushions. Thomas,

floated down for a squeak on the centreline

beaming with delight, helped me push the

paint. I was still rolling when congratulations

Sling inside and pack up. I squelched off to

arrived via VHF from the clubhouse radio.

my parents, dragged myself into their car

I made the first left onto taxiway Hotel and

and they took me home. At sixteen I am old

stopped for my after landing checks. Eff Ess

enough to fly solo – but not to drive.

Ell had kept its promise in my hour of need and hadn’t thrown any tantrums.

I thought I was lying every time I told myself that there was nothing different about

Safe in the knowledge that I would live to

this flight than any other. Turns out I wasn’t.

fly another day, I taxied back to the hangar.

Aside from leaping off the ground sooner,

I remembered to set the brake, switched off

flying solo is operationally exactly the same

the mags and watched as the prop stopped

as flying with your instructor. As long as

with the usual shimmy from the instrument

you fly the aeroplane and remember when

panel. I flipped all the switches off, peeled

mangos are best, you’ll have an uneventful,

off my headset and popped the canopy.

routine first solo flight where interesting

The loud buzz from the gyros rang in my

things don’t happen.

j

takeoff ceremony, I had a brief but very hard think about anything I might have forgotten.

I could find nothing.

I visually cleared base and final, made my radio call, and taxied onto two-zero for take-off.

With my heart in my mouth, I applied full throttle and did my best to keep the nosewheel on the centreline.

FSL politely lifted off and I focused on the after takeoff checks. Without the weight of the instructor we soared upwards and in no time at all I was on left crosswind and

There was no way out of it so I just had to take it as they tipped the bucket over my head.

approaching one thousand feet to level off.

39 www.saflyer.com | May 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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Crafted for Aviators

41

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

AERODROME ACCIDENTS Do not assume that any runway will be clear of defects, particularly in more rural settings.

There is a very apt saying that ‘a mile of road leads nowhere, but a mile of runway leads everywhere.’ In this context, whilst many municipalities in South Africa do not always appreciate it, having a runway carries tremendous benefits for a town.

U

the

NFORTUNATELY

responsibility for a licensed aerodrome

can

place

a

the hard surfaced area for installation of

on

resulting in all collapsing and the aircraft grinding to a halt before it even reached the trees.

a

the runway lights, but these trenches were

The insurers of the aircraft and its pilot

of course within the 150 foot wide licensed

proceeded to sue the municipality for the

the authority does not take note of some of

runway. The municipality did not advise

damage. The matter went to court when

the risks associated with aviation.

the relevant department of CAA of these

the municipality’s insurers denied liability,

of

works, and thus no NOTAM was issued. In

advising the municipality that they were in

accidents over the years involving aircraft

addition, the municipality did not advise their

breach of the policy conditions.

at aerodromes. In earlier years, when legal

aerodrome insurers.

have

been

load

Trenches were dug along each side of

municipality, particularly if

There

tremendous

foot width had been built.

a

number

Inter alia the breach of conditions would

actions were not as expensive as they are

As we all know, in a situation like this,

have been creating a hazard on a runway

today, several cases went to court and have

Murphy sits and waits. A pilot arrived in a

which was not marked, and omitting to

established useful case law.

Piper Aztec and decided to land downhill as

advise the authorities and their insurers of

One case involved an aerodrome in

the wind favoured that direction. However,

the hazard that had been created. Obviously

the Lowveld which had a far from level

due to the down slope of the runway and

a runway such as this should have been

runway, which entailed some piloting skill

the heat rising from the tarmac surface the

completely closed during installation of the

when landing downhill to avoid an overshoot

aircraft floated for a disconcerting distance.

runway lights.

into whatever obstructions lay ahead. The

Instead of opting to overshoot, by which

The court found in favour of the insurers

municipality had kindly decided to install

time it was too late, our pilot opted turn right

and the municipality had to pay the claim

runway lights to extend the service to after

off the runway and take his chances in the

out of their own funds. The fact that the pilot

dark. However, the full width of the runway

trees which would have shielded him from

might well have damaged his aircraft by

in terms of the license was 150 feet. On the

a long drop further downhill. In doing so

running into trees due to his own lack of skill

centre line of the runway a hard surfaced

all three undercarriage members engaged

was apparently not considered.

tarmac runway much narrower than the 150

with the trench along the side of the tarmac,

42 May 2019 | www.saflyer.com

Another

accident

occurred

at

an

COLUMNS

aerodrome in the Eastern Cape following

in the Free State. Fairly well into the takeoff

propellers, and doing considerable damage

excessive rains which resulted in the water

run on the hard surfaced runway the left

to the aircraft.

table being virtually at ground level. After

engine failed and the pilot was unable to stay

successfully landing a Beech Baron at

on the runway, departing on the left side.

It was extremely fortunate that there was no fire as the fuel tank in the right wing was

the aerodrome the pilot, having already

The aircraft continued for some distance

surveyed the scene from the air, had ample

parallel to the runway but then went through

opportunity to check the runway from the

a cutting made for a taxiway, to the right

a claim against the municipality as the

ground.

of which the taxiway joined the runway. At

aerodrome owners and they in turn claimed

this point the nose gear collapsed, followed

against their insurers. The municipality’s

shortly thereafter by one main gear.

insurers denied liability on the basis that the

At this time pooling water was evident on some stretches of the runway, which was gravel and not hard surfaced.

insurers/owner

of

the

The

aircraft

insurers/owner

lodged

aircraft

aerodrome was not securely fenced. The

Notwithstanding this, the pilot elected

thereupon sued the municipality as the

court subsequently sustained this denial

to take off, but in the latter stages of the

licensee of the aerodrome on the grounds

and the municipality therefore had to meet

takeoff run, which was probably longer than

that if an aircraft left the runway it should still

the claim from its own resources.

usual due to the muddy conditions, was

be in an area free of obstructions. The judge

Another case occurred in the Cape

unable to stay on the runway and departed

ruled that if an aircraft left a runway it and

during a night landing where a Piper

into the adjacent veld. This resulted in all

the pilot were not entitled to expect a billiard

Cherokee struck the upper section of a

three undercarriage members collapsing,

table like surface, and the municipality was

pole in the approach area which projected

propellers biting the mud and fairly extensive

therefore not liable for the damage.

above the red obstruction light on the

airframe damage.

The

breached resulting in a significant fuel spill.

In yet another Lowveld court case a

said

pole.

This

accident

unfortunately

The owner of the Baron/his insurers then

pilot landed during winter slightly uphill

resulted in fatalities and the total loss of the

sued the municipality on the grounds that as

at night on a tarmac runway in a Baron.

aeroplane. The owner of the aircraft sued

a licensed aerodrome, the runway should

After disembarking his two passengers he

the municipality, the insurers initially denying

have been either serviceable or closed.

restarted the right engine and commenced

the municipality’s claim under the aviation

takeoff in the opposite direction to that in

aerodrome liability policy.

The matter went to court and it was decided that as the pilot had ample

which he had landed.

The municipality then claimed against

Earthworks often leave grader tailings which make the runway unsuitable.

opportunity to assess the conditions for

In the meantime, unbeknown to him,

the same insurer under the general liability

himself, but nevertheless persisted with the

cattle had entered the aerodrome which was

policy, and this case proceeded through

attempted takeoff, that the municipality and

not properly fenced and settled down on the

various courts until it reached the appeal

its insurers were not liable for the damage

warm runway. The pilot saw the cattle at the

court which found in favour of the insurers

to the aircraft.

last second, but nevertheless at fairly high

on the grounds of non-disclosure of a

In another case a Piper Cheyenne

speed the Baron struck three of the cattle

material fact. This does not mean that the

turboprop was taking off from an aerodrome

killing or severely injuring them with the

owner of the aircraft did not succeed in his

43 www.saflyer.com | May 2019

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

claim against the municipality.

circumstances.

More recently, during a night landing at an aerodrome, a turboprop aircraft struck

•

Some

situations

Author’s Note: In this article the court

simply have to be taken on trust.

findings are not quoted verbatim as not

If landing on an unlicensed or

all the law reports have been located on

an aardvark on the runway which collapsed

privately licensed airstrip, obtain

Google.

the nose gear and resulted in an expensive

the owner’s permission prior to

claim. Fortunately there were no injuries,

landing, as there may be a good

except to the unlucky aardvark which did not

reason not to use it.

j

survive the incident. .Aardvarks had been seen on the aerodrome in the past. These animals are energetic tunnel diggers and it is reported that they can out-dig mechanical digging equipment attempting to catch them.

This case did not proceed to court but it is understood that the aerodrome insurers settled the claim.

WHAT CAN WE LEARN: •

As a pilot do not assume that any runway will be clear of defects, particularly in more rural settings.

Check if any NOTAM has been issued for the airport also check with local authorities if available.

•

If at all practical it is worth walking the full runway length to check.

Obviously this is not possible at major aerodromes, or in all

If landing on an unlicensed or privately licensed airstrip, obtain the owner's permission prior to landing.

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REGISTER REVIEW: RAY WATTS

MARCH 2019 This must be the quietest month for new registrations that I have

ZS-CGH C208B taken at Lanseria 11-2018. Now exported to Kenya.

experienced since taking over this column from the late Dave Becker.

This is quite alarming because it is, in my opinion, an indicator of the depressed state of our aviation industry.

T

HERE are only four TCA aircraft (two fixed wing and two helicopters) registered. The fixed wing aircraft are a used Cirrus SR22 and a brand-new

Pilatus PC12/47E. The Cirrus takes up the registration that was initially used by a Beech A36 Bonanza that crashed near Mokhotlong in Lesotho in bad weather on 25 April 1986.

I will admit that I was curious to know what a new PC12 costs and I contacted the local distributor. They informed me that the price of one is now $5.1 million – R72 Million is a substantial investment.

The helicopters include a Bell 206BIII Jet Ranger which has operated in Canada, Switzerland and the USA and a Bell UH-1H Huey that did time in the Israeli Defence Force and the US Army. This aircraft was ‘civilianised’ by Israel Aerospace Industries and they have used the USAF tail number of 66-16454 as the aircraft’s constructor’s number. This is common practice when civilianising these aircraft. On the table I

ZS-MYV Cessna T210M at Grand Central, taken

by Ray Watts. Now exported to Australia.

does another RV10. The Bathawk is proving

and one each to Kenya, Germany, Canada

itself in the game conservation area all over

and Slovenia. One helicopter, a Bell 206B,

Africa. There are at present fifty registered

has been exported to Zimbabwe.

in South Africa. The RV10 is also proving popular with sixty now on the register here.

We don’t see NTCA aircraft being exported regularly, but this month ‘Zutee’,

The drone numbers keep increasing

Aero-Vodochody L-39C ZU-TEE that was a

with another nineteen added this month. I

big part of the air show scene here in SA for

see that there are three registered to Idube

quite a few years has been exported to the

Forestry 2 cc, which is a company that

USA. It will be missed.

works in conjunction with the KwaZulu Natal forestry industry. My guess is that they will

TAIL PIECE

be used to patrol the forest areas and help to

Once again, the SAAF have pulled out all

spot fires amongst other tasks. There is also

the stops in going to the rescue of people in

another one for Anglo Operations.

Mozambique following the massive flooding

On the deletion side of the register there

following typhoon Idai. Well done to all, you

have been seven TCA aircraft removed this

have upheld the traditions and reputation of

month. Three of them have gone to Australia

our still proud Air Force.

j

have however given its original constructor’s number and put the USAF serial in its history – where it belongs.

ZU-TEE L-39C taken at Heidelberg by Ray Watts. Now exported to the USA.

Even the NTCA scene is particularly quiet this month with just three aircraft registered.

There is a delightful little biplane registered – the Super Baby Great Lakes. It is powered by an 80hp engine and has a cruise speed of 96 kts and a stall speed of 43 kts. It looks like a bit like a Pitts S1 and is also aerobatic.

Another Bathawk makes its appearance as

45 www.saflyer.com | May 2019

MARCH 2019 REGISTER REVIEW Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-JPB

CIRRUS DESIGN CORPORATION

SR22

4525

N203AR

CDC AVIATION (PTY) LTD

ZS-TLH

PILATUS AIRCRAFT LTD

PC-12/47E

1850

HB-FRI

TROLLOPE MINING SERVICES (2000) (PTY) LTD

ZT-R New Registrations ZT-REJ

BELL

206B III

4180

N206SC, HB-XYW, C-GFNP

CLUVER AIR TRANSPORTAION (PTY) LTD

ZT-REM

BELL

UH-1H

8648

IDAF, N6384M, 66-16454

HELI-TRACTOR CC

ZU- New Registrations ZU-IOL

ANDRIES BENJAMIN JANSEN VAN VUUREN

SUPER BABY GREAT LAKES

15-1038

JANSEN VAN VUUREN A B

ZU-IOM

MICRO AVIATION SA

BATHAWK R

0060

JAZZ SPIRIT 1113 CC

ZU-ION

ROBIN COSS AVIATION (PTY) LTD

RV-10

41695

FRANKS J P A

ZT- RPAS New Registrations ZT-UXB

DJI

MAVIC 2

298DFCH001Y72H

SALARIA CC

ZT-UXC

AEROVISION

ALTIMAPPER AV-01

AV-RPA0032018

DARKWING AERIAL (PTY) LTD

ZT-UXD

DJI

PHANTOM 4

07D2FBD0050028

GODEN DRONE FLIGHT ACADEMY (PTY) LTD

ZT-UXE

DJI

INSIRE 1 V2.0

W13DEB130R1963

ROCKETMINE (PTY) LTD

ZT-UXF

DJI

PHANTOM 4

07DDE330R00393

DRONE QS (PTY) LTD

ZT-UXG

DJI

PHANTOM 4 PRO PLUS

OAX2F5A0050087

RBI DRONE TECH (PTY) LTD

ZT-UXH

BRONBERG DYNAMICS (PTY) LTD

B-1000 MK II

001A

GIS AVIATION (PTY) LTD

ZT-UXJ

DJI

MAVIC 2 ZOOM

0M6DFB9001KD84

ATLANTIC TECH GROUP (PTY) LTD

ZT-UXK

DJI

MATRICE 100

M1004

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UXL

DJI

MATRICE 100

M1002

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UXM

DJI

MATRICE 100

M1003

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-UXN

DJI

INSIRE 1

W21ADD09020440

PREMIER AVIATION CC

ZT-UXP

DJI

MATRICE 600 PRO

M80DFJ19030097

ANGLO OPERATIONS (PTY) LTD

ZT-UXR

DJI

MAVIC 2 ZOOM

0M6DF8G0016H94

IDUBE FORESTRY 2 CC

ZT-UXS

DJI

MATRICE 210

0G0DF860240192

ANGLO OPERATIONS (PTY) LTD

ZT-UXT

DJI

AGRAS MG-IP

0YSDF5U0020043

ELEKTRASKY (PTY) LTD

ZT-UXU

DJI

PHANTOM 4

11UCF818A50650

IDUBE FORESTRY 2 CC

ZT-UXV

DJI

MAVIC 2

11805A-L127805

IDUBE FORESTRY 2 CC

ZT-UXW

DJI

PHANTOM 4 PRO

11UCF8L0A50509

IDUBE FORESTRY 2 CC

ZS- Aircraft deleted ZS-CGH

CESSNA AIRCRAFT COMPANY

208B

208B-2297

KENYA

ZS-GXU

ROLLANDEN-SCHNEIDER FLUGZEUGBA

LS8-18

8338

GERMANY

ZS-HHU

EUROCOPTER

AS 350 B3

4223

CANADA

ZS-LLG

CESSNA AIRCRAFT COMPANY

206H

206-08132

SLOVENIA

ZS-MYV

CESSNA AIRCRAFT COMPANY

T210M

210-62277

AUSTRALIA

ZS-OVB

RAYTHEON AIRCRAFT COMPANY

58

TH-2013

AUSTRALIA

ZS-SOG

DIAMOND AIRCRAFT INDUSTRIES GM

DA 40

40.462

AUSTRALIA

206B

4258

ZIMBABWE

L-39C

232150

UNITED STATES

ZT- R Aircraft deleted ZT-RAT

BELL HELICOPTER TEXTRON

ZU- Aircraft deleted ZU-TEE

AERO VODOCHODY

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ACCIDENT REPORT JIM DAVIS

DOWNWIND LANDING 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.

seemed that he was slightly too high and he

a tailwind component due to an error of

three

selected full flaps. He then noted smoke at

judgement in respect of the wind direction.

passengers (his wife and children), was

the mine, directly north of the runway, going

on a private flight from Jan Kempdorp to

straight up, which he presumed indicated

a private aerodrome at Helum mine, just

that calm wind conditions prevailed at the

north of Swartruggens. The estimated

time.

SYNOPSIS The

pilot,

accompanied

by

JIM’S COMMENTS Okay, let’s look at the old question: at what stage would you have said – “I have

flight time was approximately 1.33 hours.

The landing appeared to be smooth,

However, during the flight, he experienced

but it appeared that the speed was too high

a bad feeling about this, I don’t want to be a

a headwind component that increased the

and the aircraft failed to settle firmly on

For me, I wouldn’t have got into the

actual flight time to approximately 1.55

the runway. As a result, he lost directional

aircraft in the first place. The odds were

hours. At approximately 20 nm inbound to

control and the aircraft veered to the right

stacked against this flight. The pilot had less

Swartruggens, the wind conditions changed

and off the runway. He then applied full

than 60 hours total time. He had his family

and he could attain a normal speed of 110

power in an attempt to take off again, but as

on board for a 200 mile flight that would get

kts.

he noted some trees ahead, he shut down

him to a strange airfield close to sunset.

back seat passenger in that aircraft”?

Upon arrival at Swartruggens at 1430Z,

the engine and applied brakes. The aircraft

What if he had arrived there a little

he noted that the runway was situated on

ran through rough terrain causing the right-

later because of headwinds, or because of

top of a hill, with a mountain range at the

hand main wheel to separate from the

getting slightly lost on the way? Or what if

northern and western sides. At this time,

aircraft. The aircraft ground-looped through

the airfield had been covered in cattle when

the sun was already very low above the

180° and impacted a tree before it came to

he arrived? Or maybe the weather was bad

horizon, which limited his view (vision) to the

rest.

or the airfield was just too intimidating for a

northern and western sides of the runway.

As this was a private runway, he inspected the runway but was unable to locate any windsock or smoke in order to determine the

It became evident later, that he had actually landed with a tailwind component.

The pilot and the passengers sustained no injuries during the accident sequence.

pilot of his experience? He had left himself without any back doors.

I would really love to know what happened before he decided this was a safe

The last mandatory periodic inspection

and intelligent flight to undertake. Remember

He judged that the runway was sloping

(MPI) prior to the accident was carried out on

this was probably his first cross-country

up in a northerly direction and that the

17 June 2005 at a total of 5 384.62 airframe

after getting his license. What were the

wind was calm. On approach for landing

hours. The total airframe hours at the time

mental processes that made him think it was

in a northerly direction, with full flaps at an

of the accident was 5 419.97. Therefore, the

okay to load his family into that aeroplane?

indicated airspeed (IAS) of 85 mph, he found

aircraft had flown a further 35.35 hours since

Had he always been a risk-taker? Or did he

that he was too high and executed a missed

the last annual inspection was certified.

fail to realise he was taking a risk? Did he

wind direction.

The aircraft maintenance organisation

decide to go, despite the possible advice of

During the second attempt for landing,

(AMO), no. CAA247 that certified the last

his instructor to wait until tomorrow? Or was

again in a northerly direction, he selected

MPI Inspection was audited by the SACAA

it the other way round? Did his instructor

25° flaps at an IAS of 85 mph and decided

and no major deficiencies were found.

inspire him with unfounded confidence? Or

approach.

persuade him that it would be fine?

to do a long final approach in order to get a better judgement to the approach angle for landing. However, on final approach, it

50 May 2019 | www.saflyer.com

PROBABLE CAUSE The pilot unintentionally landed with

I am afraid we will never know. However, I do know that if he had been an ex-pupil

COLUMNS

of mine I would have been horrified to

A Piper 180 Cherokee similar to the accident aircraft.

hear what he was planning to do. From the report it seems he didn’t have any proper information on the runway – he didn’t know which way the slope ran and he was taken by surprise when he saw trees at the far end.

And had he been taught how to handle a short field? It seems not, he could have come in at least 10 mph slower with full flap.

And he should have known that the secret of a go-around is to make an early decision – don’t wait until you are on the ground.

From the wording of the report it sounds as if the pilot regarded full flap as a last resort. The flaps are there to give you the slowest touchdown speed. They should be use for every landing, unless there is good reason not to use them.

The correct approach speed is often considerably slower than the book figure

WHAT CAN WE LEARN? •

safe flight.

– which is for maximum gross weight. It depends largely on load, turbulence and

Proper planning is the route to a

•

If you don’t have at least two back

your ability to do a safe go-around. This guy

doors you should start feeling

either wasn’t taught, or had forgotten, how to

uncomfortable.

do a short field landing.

•

successful go-around.

Next, I have a feeling that this guy’s training left something to be desired. Too

An early decision is the key to a

•

It is critical to understand the

often you hear of aircraft losing directional

correct approach speed for each

control on the ground. This may be excusable

landing.

in a taildragger in a gusty crosswind, but an

•

A ten knot tailwind will cause you

Reference: CA18/2/3/7987

Aircraft Registration: ZS-EBC

Date of Accident: 13 July 2005 Time of Accident: 1445Z

Type of Aircraft: Piper PA28-180 Type of Operation: Private

Pilot-in-command Licence Type: Private

Age: 35

Licence Valid: Yes

Pilot-in-command Flying Experience:

aircraft like a Cherokee, which has direct

to touch down 37 km/hr faster

steering on the nosewheel, simply needs a

than necessary. And that speed

firm foot. Just how firm can be trained into

alone is enough to kill you if you

59.85

you by a few high-speed taxi runs along the

hit something solid like a ditch or a

airfield.

tree.

Last point of departure: Jan Kempdorp Aerodrome, Northern Cape (FAJK)

Finally, the pilot changed his mind more

•

Know your own limitations.

than once during the landing. Indecision has

•

Know your aircraft’s limitations.

no place when landing on a short runway.

•

Loss of directional control after a

major

cause

Next point of intended landing:

Once you decide; you are committed to land

landing

or to go-around, then it’s generally safer to

accidents. You have to be firm and

of

positive with the rudder.

stick to that decision, come what may.

There are too many questions around

is

•

If you can’t see any indication

this accident, which leads me to believe that

of wind direction, fly across the

that pilot was not aware of his own, or the

runway and try to discern drift.

aircraft’s limitations.

•

If smoke appears to be going

Very sad. Certainly the pilot was to

straight up, it could be blowing

blame, and there is lots to be learned from

directly towards you, or away from

this accident, but it shouldn’t have happened.

you.

If I had to condense the problems into one sentence, it would be this: The accident was caused by a lack of proper flight planning and understanding of the pilot’s and the

j

Total Flying Hours 59.85 Hours on Type

Private Aerodrome at Helum mine, near Swartruggens, North West Province Location of the accident site

with reference to easily defined

geographical points (GPS readings if

possible): Off runway 36 at Helum mine private aerodrome, approximately 2.7 nm from Swartruggens Meteorological Information:

The weather was fine. Surface wind 180°, temperature 18°C Number of people on board: 1 + 3 No. of people injured: 0 No. of people killed: 0

aircraft’s limitations.

51 www.saflyer.com | May 2019

FUEL TABLE www.sv1.co.za

SA Flyer 2019|05

FuelFuel Prices Prices as at as04/03/2019 at 04/03/2019 Prices Prices include include VATVAT butbut exclude exclude anyany service service feesfees Airfield Airfield Avgas Avgas Jet Jet A1 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 Town Town R 21,78 R 21,78 R 8,88 R 8,88 Eagles Eagles Creek Creek R 17,50 R 17,50 EastEast London 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-In Fly-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 Graaf Graaf Reinet Reinet R 24,30 R 24,30 R 16,65 R 16,65 Grand Grand 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 Hawk Hawk 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 IntlIntl Nelspruit 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 Parys Parys 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 Port Alfred Alfred R 23,17 R 23,17 Port Port Elizabeth 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 Wings Wings Park Park EL 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

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FuelFuel Prices Prices as at as01/04/2019 at 01/04/2019 Prices Prices include include VATVAT butbut exclude exclude anyany service service feesfees Airfield Airfield Avgas Avgas Jet Jet A1 A1 Baragwanath Baragwanath R 19,50 R 19,50 Beaufort Beaufort West West R 21,95 R 21,95 R 16,95 R 16,95 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 16,86 R 16,86 R 11,29 R 11,29 Brakpan Brakpan R 19,50 R 19,50 Brits Brits R 17,94 R 17,94 Cape Cape Town Town R 22,25 R 22,25 R 10,17 R 10,17 Eagles Eagles Creek Creek R 18,50 R 18,50 EastEast London London R 19,60 R 19,60 R 12,85 R 12,85 Ermelo Ermelo R 17,71 R 17,71 Fisantekraal Fisantekraal R 18,90 R 18,90 Fly-In Fly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 19,50 R 19,50 R 16,80 R 16,80 George George R18,62 R18,62 R12,19 R12,19 Graaf Graaf Reinet Reinet R 24,30 R 24,30 R 16,65 R 16,65 Grand Grand Central Central R 18,86 R 18,86 R 14,32 R 14,32 Kimberley Kimberley R 16,86 R 16,86 R 11,29 R 11,29 Kitty Kitty Hawk Hawk R 19,90 R 19,90 Klerksdorp Klerksdorp R 18,29 R 18,29 R 14,32 R 14,32 Kroonstad Kroonstad R 17,11 R 17,11 Kruger Kruger IntlIntl Nelspruit 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 18,50 R 18,50 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 Parys Parys R 18,00 R 18,00 R 12,10 R 12,10 Pietermaritzburg Pietermaritzburg R 19,90 R 19,90 R 13,40 R 13,40 Pietersburg Pietersburg Civil Civil R 17,80 R 17,80 R 14,10 R 14,10 Polokwane Polokwane (Gateway (Gateway Intl) Intl) R 20,98 R 20,98 R 14,08 R 14,08 Port Port Alfred Alfred R 23,17 R 23,17 Port Port Elizabeth Elizabeth R 21,70 R 21,70 R 15,12 R 15,12 Potchefstroom Potchefstroom R 18,00 R 18,00 R 12,10 R 12,10 Rand Rand R 18,83 R 18,83 R 14,27 R 14,27 Robertson Robertson R18,70 R18,70 Rustenberg Rustenberg R 17,76 R 17,76 R 13,45 R 13,45 Secunda Secunda R 18,98 R 18,98 Skeerpoort Skeerpoort ****** R 20,45 R 20,45 R13,75 R13,75 Springs Springs R 20,00 R 20,00 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 18,35 R 18,35 R 12,27 R 12,27 Ultimate Ultimate HeliHeli (Midrand) (Midrand) ****** R 19,15 R 19,15 R 13,25 R 13,25 Upington Upington R 17,32 R 17,32 R 11,75 R 11,75 Vereeniging Vereeniging R 17,20 R 17,20 R 12,60 R 12,60 Virginia Virginia R 20,70 R 20,70 R 14,62 R 14,62 Welkom Welkom R 17,11 R 17,11 R 14,61 R 14,61 Wings Wings Park Park EL EL R 18,90 R 18,90 Witbank Witbank R 18,50 R 18,50 Wonderboom Wonderboom R 18,66 R 18,66 R 13,16 R 13,16 Worcester Worcester R17,95 R17,95 ****** Helicopters Helicopters only only

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• • • • •

FLIGHT TEST REPORT: GUY LEITCH

S TSI g n i l

54

May 2019 | www.saflyer.com

Room for 4 with fighter-like handling and a fabulous view out to enjoy the scenery = perfection.

EVOLUTION OF THE SPECIES 55 www.saflyer.com | May 2019

FLIGHT TEST

Large NACA intercooler duct distinguishes Sling TSi.

The latest version of the phenomenally successful Sling series is the Sling 4 TSi. Such has been the demand that it has

proud. The D6 came to be called the Sling 2 and it achieved worldwide acclaim when it was successfully flown around the world via the Oshkosh Airventure in 2009 and TAF went on to do two further worldrounding epics plus numerous other long trips with the Sling 2 and 4.

The Sling 4 TSi has had a long gestation – especially for The Airplane Factory which has shown itself able to create an all new

taken us almost a year to do a proper

plane and then just roll it out the hangar and fly it around the world.

flight test review and air to air photo

its round the world flight within a mere 20 days of being completed.

After its triumphant return the first Sling 4 was steadily refined. A big change was to move the wing back and so improve longitudinal

sortie.

T

They accomplished this with the very first Sling 4, which launched on

stability, plus a wide range of other subtle changes. This developed the Sling 4 into a genuine four seat plane with remarkable performance.

Its ability to haul four adults in reasonable comfort over 700 nm at 125 HE Sling range of aircraft have deservedly been a

knots made it a worthy competitor to much bigger and thirstier aircraft,

phenomenal success and their qualities are gaining

such as the Cherokee 235 and Cessna 182.

traction worldwide. More than 80% of the appropriately

But I, and I suspect many others, always though that there was

named The Airplane Factory’s (TAF) production is now

more that could be done with the airframe. It would be perfect if it

sold outside South Africa.

could go just a bit faster. What about retracting the gear? Turns out

THE ORIGIN OF THE SPECIES TAF founder Mike Blyth is smart – he knew exactly what the market wanted: an easy to build aluminium plane that is safe, yet delightfully fun and rewarding to fly.

that if you just streamline fixed gear and don’t want to go faster than about 180 knots, it’s not really worth having retractable undercarriage – ask Cirrus.

And then, in 2016, Rotax announced their 915iS. Unlike their rather underwhelming 912iS, the 915 really was a big step forward.

The first Sling didn’t even have a name and so was just called the

Based on the proven concept of the Rotax 912 / 914 engine series,

D6 – for Design No 6 when flight tested in 2009 with the late great

the Rotax 915iS provides significantly more power, the best power-

Glen Dell. Since then the design has come a long way, making it a

to-weight ratio in its class, full takeoff power up to 15,000 feet and a

world-beating series of light aircraft of which South Africans can be

service ceiling of 23,000 feet. The standard Sling 4’s 914 is basically

56 May 2019 | www.saflyer.com

just a turbocharged yet still carburetted

shipped it to the USA for Oshkosh Airventure

shoot in the Cape using our photog Justin de

version of the small capacity 80 hp 912. It

2018. Then they had orders they had to get

Reuck with the wonderful Hottentots Holland

was good for 115 hp for takeoff, but still just

out – a notable one to Jaco Martinson in

Mountain backdrop.

100 hp continuous.

Swakopmund, who ordered a metallic green

And so, on a Monday afternoon in March,

The 915 is a different animal. Rotax

TSi to match his fleet of trucks and Maclaren

I finally got to fly the definitive Sling 4 TSi, in

started with the larger 1352cc 100hp 912ULS

supercar. Then Rotax issued an AD on the

the form of TAFs new demonstrator, ZU-TSI.

and gave it a big turbocharger and intercooler

engine as an exhaust valve had broken and a

James took the left seat for the photoshoot

and proper fuel injection with multiple redundancy FADEC. It is rated at 141 hp max, 135 hp continuous.

To match the new engine, TAF took another huge leap – they gave the Sling 4 an all new wing – replacing the almost 10 metre long NACA 4415 aerofoil with the slimmer, shorter (9.54m) and thus faster NACA 2414. For the aerodynamicists, TAF’s James Pitman says that the rotational force around the centre of lift on the 2414 is less than that of the 4415, which means that there need be less down force on the horizontal stabiliser, which further reduces drag. The angle of incidence of the horizontal stabiliser was reduced from minus 1.45 degrees for the standard Sling 4 to minus 0.8 degrees for the TSi. I was thrilled at TAFs announcement – as the new engine and wing should transform the Sling 4 from an already great little aeroplane into a most desirable family Grand Tourer.

Perhaps TAF should have called it the Sling 4 GT. But like the original Sling 4, the TSi has taken a while to get right. I sampled the first Sling TSi almost a year ago when I challenged James Pitman to let me personally verify the factory’s cruise speed and economy claims for the Sling 2 Turbo.

They had the development prototype Sling TSi at their factory at Tedderfield Airfield which had the new engine and new wing.

A brief evaluation flight showed that the performance was indeed very impressive, quick check confirmed that its cruise numbers were all I had hoped for – and more. But the

New faster wing profile and single 86 litre tank in each wing.

Guy Leitch

particularly for takeoff and climb – and a

prototype, ZU-TAD, was really a modified Sling 4 and when I flew it, it still needed work on its tail to balance the control surfaces to

fault had been found with a turbocharger’s oil

and showed what an accomplished formation

allow for a higher Vne and to change the tail’s

supply. Time passed, and then James told me

pilot he is on top of his many other skills as an

angle of incidence.

he was going to bring a TSi to the ‘FASHkosh’

aerobatic and instrument rated pilot, lawyer,

Finally they had the definitive Sling 4

Stellenbosch Air show. We finally had the

mountaineer and adventurer – plus doting

TSi; but then TAF put it in a container and

opportunity to do a flight test and air to air

family man.

57 www.saflyer.com | May 2019

Guy Leitch

FLIGHT TEST

ON THE GROUND The Stellenbosch weather was typically blustery over the mountains, but it was a great day to fly a brand new, state-of-the-art, aeroplane.

On

the

walk-around

the

Sling TSi

immediately impressed with the quality of its build; all the panels fit beautifully and flush rivets on the front fuselage and wing leading edge give the Sling TSi an almost compositesmooth look. Notable is the large panel on the rear turtle deck with slotted rivet holes for the ballistic parachute.

The

Sling

TSi

is

immediately

distinguishable by the large NACA duct on the right side of the cowl which feeds air into the engine’s large intercooler. TAF has done a great job integrating this duct into the Sling’s distinctive shark nose cowling – far better than many of the kludge jobs I have seen with cowl scoops on other 915 installations.

The gull wing canopy doors open high and the dilemma of how to avoid stomping on the pristine leather seats was resolved when James told me to just go ahead and stand on the seat and then slide down. These are above all, practical planes – and one of the

Guy Leitch

Beautiful cockpit finish with a Garmin G3X EFIS and IFR standard instruments.

58 May 2019 | www.saflyer.com

New wing allows reduced tail angle of incidence for less drag.

advantages of the gull wing doors is that, if its raining, they do not allow in quite as much rain as a sliding canopy.

For a small and sleek plane, I’m always surprised by how much room there is and what a great sense of space there is in a Sling cockpit. TAFs steady improvement in quality is immediately evident when I pull the canopy closed and notice that the dual latching mechanism is a beautifully machined system that locks smoothly and positively.

The first time I had flown the TSI engine

Great cruise numbers - 150 KTAS at FL095 - but plan on 145 KTAS.

was as a guest of Rotax in Austria at their press launch. I was able to sample the engine in a number of different airframes, but it was a bit confusing with a mix of metric and

Generous baggage bay makes TSi a Grand Tourer.

US parameters and some prototype cockpit displays (see SA Flyer June 2018). Now I was going to get to fly a properly sorted 915 installation, well integrated with the plane’s Electronic Flight Instrument System (EFIS) system.

Starting the 915iS is simple. Flip on the two ignition lane switches and the two fuel pumps and turn the ignition key. The Rotax 915 springs readily into life but still with the usual clatter from the prop gearbox, even though it has an all new and much larger impulse damper.

FLYING THE SLING TSi Guy Leitch

Despite the extra weight of the larger engine, turbo and intercooler in the nose, and the forward CofG as we were two-up with no baggage, the Sling 4 TSi is still light and easy to taxi with its tricycle gear and nose wheel

Large blow-out panel for ballistic parachute on rear turtle deck.

steering. I far prefer a steerable nosewheel to a castoring one that relies on differential braking. The prominent single brake lever on the centre console works well and avoids the complexity of toe brakes.

The large electrical unslotted Fowler flaps have a rotary knob with pre-marked positions being: Up, 1,2 ,3 and Down. With the flaps set 1 down we launched up Stellenbosch’s uphill Runway 19.

At full power the 915 has a huge thirst for such a small engine, sucking 48 litres per hour. Acceleration was good, and we were at the recommended 55 knots rotation speed before the taxiway turnoff 250 metres from the start of the takeoff roll. Airborne, we were Guy Leitch

almost instantly at our Vy (best rate) climb speed of 75 knots, indicating a healthy 1400 fpm over the vineyard trellises. The nose was

59 www.saflyer.com | May 2019

FLIGHT TEST

could be expected to have trickier handling – especially a snappier stall and in extremis be more inclined to drop a wing and spin than the very docile 4415 profile standard Sling wing. I pulled the power back, thankful that liquid cooling vastly reduces the chance of shock cooling the engine and, with the flap up and the nose surprisingly high, the stall break came at the advertised 55 knots. I forced the wing into a deep stall and tried to keep it straight with rudder until it would take no more abuse and gently dropped the nose and right wing together. The recovery just required relaxing the back-pressure on the stick. With full flap and power off, the nose stubbornly clawed for the sky and the airframe shook until the stall break came at just 45 knots – with a still gentle nose and Rear seats are very usable, even for a six footer.

high and it was natural to lower the nose to indicate 100 knots and still be climbing skywards at over 1000 fpm The graphics on the large Garmin G3X EFIS made airspace avoidance for the Firgrove ammunition factory easy. On our way to the photo shoot, James demonstrated just a few of the capabilities of the Garmin G3X. The large 10.6 inch screen dominates the instrument panel. It easily has enough space to display all our instrument and navigation requirements. There is even an option for TCAS. All are integrated in the single, multi-purpose display. A huge benefit

intelligent and smooth Garmin integrated auto-pilot that can be programmed to maintain altitude, direction and attitude, and even fly a coupled approach. I am always amazed at how much capability there is in the new glass panels. James wants to have this version of ZU-TSI certified for IFR and so has also installed a certified Garmin GTN650 nav com and Garmin G5 HSI. Thanks to the Sling’s push rod controls rather than cables, the stick break-out forces are light. As we orbited over False Bay my heart sang with the responsiveness of the aircraft, the smooth and plentiful power and great view out. You really do feel at one with the plane in a Sling.

I was happy for James to handle the air to air formation work, which he did with aplomb. The fighter-like handling of the Sling comes into its own in this sort of precision

60 May 2019 | www.saflyer.com

into an unintentional spin.

We recovered

with barely 100 ft height loss.

FOUR SEATS AND BAGGAGE?

manoeuvring. Then, photoshoot over, James

The visibility from the cockpit is fantastic,

could not resist the temptation to show off

allowing a great view out for both pilots in the

the Sling’s agility some more. With hardly

front seats and the two passengers in the rear.

any dive to build up speed, he smoothly

There is ample space for the four occupants,

pulled the nose up and then over into a

although the weight of passengers may limit

perfect barrel roll. He has great hands and

fuel and baggage load. Empty weight of the

has frequently done Bob Hoover’s pouring

plane we tested ZU- TSI is 516 kg with a

tea upside down trick. The TSi, with its new

950 MAUW. James uses an empty weight of

shorter wing has an even better roll response

520 kg so there is a 430 kg useful load. Full

than the 914 powered Sling 4, which has

fuel of 172 litres weighs 125 kg so with the

two 400 mm extensions to the Sling 2’s wing

generous fuel tanks filled you can put 305 kg

roots.

of people and stuff in the cabin.

The new faster wing profile of the TSI

for a long journey around the world, or just for its standard 7 hour endurance, is the

wing drop. It should be impossible to get it

Four-up and 500 nm range at 145 KTAS at 30 lph is easy.

Even though we were just 1000 feet

best operating altitude, I explored the Sling TSi’s speed capability. The EFIS displays power as a percentage of total rated power and at 82% it changes the engine management from producing best power to best efficiency.

Thus, at 83% power the fuel burn is 35 lph while at 82 % the fuel burn drops to 30 lph, even with the propeller set to climb.

Thanks to the large intercooler, a typical cruise with the TSi is 38 inches of manifold pressure at 5400 rpm which gives the desired 82% power. From the picture of the Garmin G3X display you can see that the true air speed is 150 Knots, however there is also a slight nose down attitude due to turbulence.

James says he works on 145 KTAS at 30 lph at FL095. And this seems to be very realistic. For the flight back to Tedderfield from Stellenbosch, James reports that it took just 4 hours 36 from takeoff to landing – quicker than catching a Boeing with the attendant ennui of departure lounges.

Returning to the circuit, I join Right Downwind for 19. Pulling back the power to

TECHNICAL SPECIFICATIONS

above sea level, which is far below the aircraft’s

SLING

4 TSI SPECIFICATIONS ENGINE ROTAX: 915iS HORSEPOWER: 141hp/105kW (Turbo) WINGSPAN: 31.3ft 9in | 9.54m LENGTH: 23.54ft 5in | 7.175m HEIGHT: 8ft | 2.45m CABIN WIDTH: 45.3in | 1.15m TYPICAL EMPTY WEIGHT: 500kg USEFUL LOAD: 450kg MAX TAKEOFF WEIGHT: 950kg

idle, the Sling maintains a good glide and the great cockpit visibility proves invaluable for Downwind and Base. I flew the approach at a relaxed 65 knots, comfortably above the book 48 KIAS stall speed with flaps extended.

Despite its fixed gear and large wing, the Sling bleeds off speed slowly. With power off, the round-out and hold-off is natural and this great little plane flattered me with a smooth touchdown.

The Sling 4 TSi put a smile on my face for the entire day. This is a fantastic aircraft that delivers a simple and rugged all metal design paired with Rotax’s very impressive 915 TSi engine.

The Slings have come a long way since the early rough D6. One of the most impressive aspects is the quality of finish. The panels fit

PERFORMANCE MAXIMUM ALLOWABLE SPEED (Vne): 145 KIAS | 167 MPH CRUISE SPEED - 9500ft 148 KTAS/170 MPH STALL SPEED - CLEAN: 57 KIAS/66 MPH STALL SPEED - FULL FLAPS: 48 KCAS/55 MPH MAX DEMONSTRATED CROSSWIND: 15 KTAS/17 MPH TAKEOFF GROUND ROLL - CONCRETE: 590ft/180m LANDING DISTANCE - BRAKED: 492ft/150m RATE OF CLIMB: - Sea Level MAUW 1000ft/min MAXIMUM OPERATING ALTITUDE: 18,000ft ENDURANCE: 7 Hours RANGE: 75% Power, 45 min Res. 750nm/1400km

beautifully, the paint job is sublime and the standard of the interior finishes are worthy of a supercar. And it is the performance numbers that really blow you away. We now have a true four-seater with a cruise speed of 145 knots at a hugely impressive 30 litres per hour.

The Sling 4 TSI is a really fantastic little plane – a true delight to fly, with astounding flight instruments and responsive and delightfully light controls that make you feel at one with the machine. And best of all – at about R3 million ready to fly with a high specification, it’s a worthy competitor to type-certified four seaters that are three times as expensive to buy and run.

j

61 www.saflyer.com | May 2019

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63

AIR RACING PATRICK DAVIDSON

RED BULL AIR RACE UPDATE:

PATRICK DAVIDSON ANSWERS OUR QUESTIONS The 54 seconds out on the race course requires perfect preparation and a clear mind.

While Patrick waits for his season to begin in June,

we took the opportunity to ask him about all the

things he never gets the chance to explain once

his racing season is in full swing.

THE

I started my RBAR campaign in June

SELECTION CRITERIA FOR INITIAL

2016; I attended two training camps and

CONSIDERATION TO BECOME A RED

underwent two full physical and mental

BULL AIR RACE (RBAR) PILOT?

-

evaluations at the Red Bull facility in Austria,

AN ADVANCED WORLD AEROBATIC

before I got my Super License to race in the

CHAMPIONSHIP (AWAC) WIN USED

Challenger class in 2018. That was apart

TO BE SUFFICIENT.

from the flying tests and evaluations and the

PATRICK DAVIDSON: An AWAC win

mentally testing underwater SWET training.

GUY

May 2019 | www.saflyer.com

WHAT

ARE

would get you noticed for sure, but so would a good position in World Aerobatic

WHAT IS YOUR NEXT SELECTION

Championship - Unlimited (WAC Unlimited).

PROCESS?

It had become almost impossible to

RBAR has now selected three new

get into the RBAR before they created the

Challenger Class pilots for 2019. There

Challenger Class. Red Bull only took what

is one leaving, so the Challenger Class is

they saw as the best 14 pilots in the world.

getting bigger by two. We are expecting a

With the addition of the Challenger Class we

few positions to open up in the Master Class.

now have a 1 in 24 chance of racing in an

So let’s wait and see.

RBAR.

64

LEITCH:

FEATURE

WHAT IS THE ROUTE AND THE TIME IT SHOULD TAKE TO

WHAT DO YOU HAVE TO ACHIEVE TO MOVE UP TO

GET THROUGH THE CHALLENGER CLASS?

MASTER CLASS?

Since the challenger class started in 2014, Seven pilots have made it through to Master Class: • •

That is the big question and to be honest… I don’t know! Looking at the history of the race, it’s not the fastest or most successful pilot

In 2015 Francois Le Vot and Juan Velarde moved to the

that necessarily moves up. I think that it’s a decision made by the top

Master Class.

management of the RBAR, where they look at a combination of things

In 2016 the god father of the RBAR, Peter Besenyei, and

like results, attitude, presentation, panache, discipline, etc. Just good

World Champion Paul Bonhomme retired, making space

flying by itself won’t get you into the Master Class.

for 2014 Challenger winners Petr Kopfstein and Peter •

Podlunsek.

WHAT IS THE TIME COMMITMENT? CAN YOU HOLD

In 2017 Christian Bolton and Mika Brageot moved up to

DOWN A FULL-TIME JOB OR RUN A BUSINESS AND BE

the Master Class with the retirement of Nigel Lamb and the

A RBAR PILOT?

tragic loss of Hannes Arch.

•

Most of the Challenger Pilots do have a full time job. There are one

In 2018 there was only one spot to fill with Peter Podlunsek

or two that do this for a living. The majority of them fly commercially.

retiring and that gave Ben Murphy the opportunity to move

I think I’m the only one with a real job! (They will get me for that

up to the Master Class.

comment!) So yes, as a Challenger Pilot you certainly can do both.

However, the Master Class, is a lot more involved and a business

WHAT IS THE DIFFERENCE BETWEEN THE CHALLENGER

on it’s own. It will be tricky to do both.

AND MASTER CLASS? People tend to think that the only difference between Challenger

HOW MUCH OF YOUR OWN MONEY DOES IT TAKE TO

Class and Master Class is the plane… but there’s a lot more to it than

BECOME A RED BULL PILOT - DO YOU HAVE TO OWN

that. As a Challenger Pilot you arrive at the air race and everything

YOUR OWN PLANE TO PRACTICE ON?

is ready for you. You just get in the plane and fly. RBAR supplies you

The Challenger Class pilots are employed by Red Bull Air Race

with all the support staff you need. However, as a Master Class pilot

and we use their planes. We have three planes that we share at each

you have to build and manage a whole team. Also you fly your own

race and those planes belong to the air race. But yes, having your

plane, so you now have logistics and people to deal with. It’s a whole

own plane at home or access to one you share is almost a necessity

other ball game.

to keep you in practice – especially during the long European winter layoff.

A little fear is a good thing.

65 www.saflyer.com | May 2019

AIR RACING PATRICK DAVIDSON

WHAT SORT OF COMMITMENT DOES IT TAKE FROM YOUR FAMILY – AND CONGRATS ON NEW BABY!!

Thank you very much. Taylor Skye

Progression to the Master Class is not just based on flying, but on many other skills such as presentation and panache.

Davidson was born on 12 April, bringing my tally up to two girls. Watch out Melanie Astles! I have an amazing wife who supports me 100%. It’s been great having her at most of my races this past year.

IT

MUST

BE

MENTALLY

AND

EMOTIONALLY DEMANDING. WHAT SORT

OF

MENTAL

COMMITMENT

DOES IT REQUIRE? There are so many aspects that can influence the 54 seconds that you are in the track. There is huge information overload leading up to each race. The amount of information

we

receive

from

briefings

and de-briefings about radio frequencies and clearances before each race is mind blowing. And then there are the actual race laps where at any given time there are two race planes, two helicopters and various towers, cranes and buildings, not to mention pylons, and then the landing which in itself may be a challenge, depending on where the race airport is situated. If you are not mentally committed, then don’t get in the plane.

HOW DO YOU MANAGE RISKS – ARE YOU NERVOUS BEFORE A RACE? Nervousness or even fear is not a bad thing. It’s the way you manage that fear.

Preparation is key for me. If you are prepared and have done everything you can to ensure that you have a safe and smooth flight, then you take the scared out of the fear and it’s manageable. I believe that as soon as that little bit of fear disappears, that’s when you should get scared.

A good friend of mine often says….

“There is a fine line between genius and stupidity, genius has got limits.”

ANYTHING ELSE? Thank you SA Flyer readers for the support and following me on my journey. To Hella South Africa and Red Bull, thank you for your support and enthusiasm.

Remember: Dreams don’t come to you.

You have to go and get them yourself.

66 May 2019 | www.saflyer.com

j

The route to RBAR requires many tests, including the mentally tough SWET underwater training.

67 www.saflyer.com | January 2019

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69 www.saflyer.com | May 2019

Instructors course 6 May 2019 and provisionally, additional courses September and November 2019.

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70 May 2019 | www.saflyer.com

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

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1980 Turbo Arrow IV

1969 Cessna 177

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

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73 www.saflyer.com | May 2019

AOPA BRIEFING REPORT: CHRIS MARTINUS

FLYING OVER

THE CUCKOO’S NEST General aviation has always been about freedom. Not only the feeling of freedom and exhilaration of the joys of flight, but also about the freedom of choice. A GA pilot has the freedom to decide where, when and how to conduct a flight and therefore carries the responsibility of assessing risk and complying with the relevant laws that protect others from the pilot’s actions.

T

HE safety concerns of the

ensure an acceptable level of safety to

ICAO gave this much consideration

aviation regulators around

passengers and third parties (third parties

when drafting Annex 6, Part II, which is

the world must therefore

meaning persons on the ground and

the document covering general aviation

stem from a very different

persons in the air in other aircraft). Also,

operations. In commercial operations, the

basis than for commercial

as some international general aviation

paying passenger is sacred: regulations

aviation operations, which

operations (typically under 5 700 kg) would

must provide for the safety of the paying

are defined as “the carriage of passengers

be performed by crews less experienced and

passenger above all other considerations.

or cargo for reward”. This concept of freedom

less skilled, with less reliable equipment, to

But in GA, where there is no such thing,

less rigorous standards and with greater

the safety of third parties is the main priority,

freedom of action than in commercial air

not the safety of the occupants of the GA

transport

aircraft.

is therefore defined and considered in the Chicago Convention and the standards flowing from that 1944 agreement.

The

standards dictate: Freedom of action.

The maximum

freedom of action consistent with maintaining an acceptable level of safety should be granted to international general aviation.

And what is that ‘acceptable level of safety?’ Well, the standards clearly define: Level of safety. The Annex should

74 May 2019 | www.saflyer.com

operations,

it

was

therefore,

It is impossible for ‘one size fits

accepted that the passenger in international

all’ regulations to deal with flying everything

general

from a paraglider to a large private jet

aviation

aircraft

would

not

necessarily enjoy the same level of safety as

aircraft.

the fare-paying passenger in commercial air

Attempts to take the responsibility for

transport. However, it was recognised that in

safety away from the pilot and owner of a

ensuring an acceptable degree of safety for

private aircraft opens two cans of worms:

third parties, an acceptable level of safety

not only do attempts to regulate the pilot’s

for flight crews and passengers would also

choices impinge upon the freedoms of GA,

be achieved.

but the regulator finds itself becoming fully

COLUMNS

responsible for the safety of the occupants

inherently risky activity, which simply cannot

conference table, Mamabolo announced

– and therefore liable should anything go

be regulated into safety.

that the meeting would be delayed because

wrong.

of a “security situation”. She approached

CLOUD CUCKOO LAND

CUCKOO REGULATIONS AND BIG

myself and AOPA director Bo Burger, began

SALARIES

plucking at our clothing and demanding that

The regulators at the SA Civil Aviation

Recent regulations that make us wonder

Authority, who mostly lack relevant technical

about the sanity of the custodians of aviation

remonstrations failed to persuade me, she

qualifications or expertise in aviation, appear

are the promulgation of major tariff increases

called in the security guards who frisked Bo

to have no understanding of these fairly

across the board. The CARCom meeting at

and myself with their metal detectors. When

simple precepts. At a CARCom meeting,

which they were approved was something

they failed to find any machine guns or hand

the representative form the Department

I sign her loony letter.

grenades, we settled down for the meeting.

of Transport, Mr Levers Mabaso, was

After

alarmed to discover that there were

some

impassioned

executives

not regulated or prescribed at all.

(who

each

earn

over R3 million per annum),

“All aspects of aviation must be

chairperson

strictly regulated,” he said.

Mamabolo

called for a vote. Despite

The folly of this narrow and

the

dictatorial way of thinking is

meeting

being

with

several

rigged

exemplified by the claim for

SACAA

R17 million in damages

who

against

defendants

requests

for increases from several SACAA

several aspects of GA that were

instituted

When her frantic

employees qualified

members

SACAA,

being

RAASA and the Aero

as

though appointed

as chairpersons of

Club as a consequence of the

subcommittees,

death of acclaimed aerobatic pilot

vote was tied.

Glen Dell at an airshow at Secunda.

the

Mamabolo

herself voted, despite the fact that the

Briefly, Dell crashed as a result of a late

chairperson is, in terms of the Civil

inverted spin recovery during his air show

Aviation Act, neither a stakeholder

performance. Dell survived the impact with

nor a CARCom member, but merely

minimal injuries, but was fatally burned as

a

referee

at

meetings.

Mamabolo

a consequence of the subsequent fire –

thereupon conferred upon herself a

which was not timeously extinguished by

‘casting vote’ in order to pass a regulation

the under-equipped and ill-trained local fire

that will cost the long-suffering public tens

brigade who were tasked with providing

of millions more every year.

fire-fighting for an airshow. The basis of the claim is that the regulatory environment that had been created by the defendants in the case had approved inadequate

Has CAA's Ms Poppy Khoza got the Nurse Ratched t-shirt?

emergency services.

THE CEMAIR SAGA Regulations

are

now

being

promulgated to somehow retroactively correct SACAA’s own misinterpretations

This begs the question: if there had

when they went after CemAir with a

been no prescribed approval process,

vengeance last year. It was painfully obvious

would Glen Dell have satisfied himself that

one would expect to have

that SACAA was hell-bent on shutting

adequate fire-fighting measures were in

happen at an asylum for the insane, rather

down CemAir, but the first few attempts

place? It would nevertheless have been his

than at a meeting which genuinely seeks to

were abortive since, somewhat hilariously,

own responsibility to ensure his own safety

consult with affected parties.

SACAA’s clearly orchestrated and televised

if the defendants had not conferred that duty of care upon themselves.

The

concept

that

Before the meeting started, chairperson Ms Mmanare Mamabolo insisted that I come

the

attempt proved to be completely incorrect and ignorant of their own regulations.

defendants

into the passage where she wanted me to

As regards CemAir, their failed attempt

attracted liability by interfering with an

sign a bizarre document in which AOPA

to have the High Court set aside their

individual’s own responsibilities appears to

would agree to make representations to the

grounding as a matter of urgency also

be lost on CAA. They seem to be victims

Director whenever AOPA members elect

creates some concerns about the sanity and

of the aphorism that says that if you only

their own officers or appoint such officers to

rationality of the application of regulations.

have a hammer in your tool box, every

particular functions. Obviously, I refused to

problem looks like a nail, and are likely to

sign any such rubbish.

respond with yet more regulation to ‘nail’ an

When everyone had settled around the

Judge Fiona Dippenaar found that CemAir succeeded on every point entitling it to an order against SACAA – except the

75 www.saflyer.com | May 2019

AOPA BRIEFING REPORT: CHRIS MARTINUS

“balance of convenience.”

In balancing

behaviour emanating from SACAA’s offices

effort into raising their offspring, the cuckoos

the scales, the judge came to the view that

that not only are damaging to the commercial

palm off their chicks to other species and let

effectively destroying an airline that serves

aviation industry and destructive to general

them do the hard work by laying their eggs

the public was in the public interest, because

aviation, but are ultimately becoming a threat

in the hosts’ nest. The species that take on

she presumed that CemAir had failed to prove

to the broader aviation industry.

the task of raising the cuckoos’ chicks are

that no safety risk existed. It is irrational for anyone to be loaded with the onus of proving the non-existence of anything.

unaware that they have been duped into sacrificing their time and energy, and treat

CUCKOO, CUCKOO Movie buffs love to come up with

the imposters as their own. This behaviour is

Yet, Judge Dippenaar relied on SACAA’s

interpretations of the highly-acclaimed 1975

known as brood parasitism. The joke is; there

mantra that their lawyers roll out in every

movie; “One Flew Over the Cuckoo’s Nest”.

is no such thing as a cuckoo’s nest. They

court case that because they are purportedly

Many of them understand the title to mean

simply never need to build nests.

the custodians of aviation safety, every

that the cuckoo’s nest referred to the mental

paperwork issue where an ‘i ‘is not dotted or a ‘t’ remains uncrossed is ipso facto an unsafe circumstance. There was no unsafe circumstance apparent in the judgement.

Just the inference that when SACAA asked for more and more paperwork until Cemair ran out – that that in itself endangers paying passengers.

It is perhaps telling that the

learned judge uses the terms aviation “safety” and “security” interchangeably, when

It is notable that SACAA so often foists

destroying an airline that serves the public was in the public interest

these are drastically different. It seems that

its own responsibilities onto the very people to whom they are responsible.

I

have given the example where recreational aviation bodies such as RAASA, Aero Club and its affiliates were given the task of oversight, when the law is very specific that SACAA has those responsibilities.

aviation safety issues should not be argued

institution which was ruled over by the cruel,

In the case of Cemair, instead of holding

or adjudicated upon by unqualified officials or

heartless and passive-aggressive tyrant,

and filing aircraft documentation as it did

lawyers who do not have aviation technical

Nurse Ratched. Is the SACAA an institution

in the past, SACAA now lays its egg in

qualifications and expertise.

housing

loonies

CemAir’s nest and requires that they dig up

The entire premise and outcome was

ruthlessly controlled by Ms Poppy Khoza

past documentation in order to ‘prove’ their

unjust. Closing down a successful airline was

in the guise of the evil Nurse Ratched?

compliance.

simply not a sensible solution to paperwork

Perhaps it runs a little deeper:

questions that could have been solved very differently.

W N E EW B S IT E

There are many other examples of

76 May 2019 | www.saflyer.com

a

crowd

of

cowering

There are many other examples of

Cuckoos are the evil geniuses of the

SACAA laying their eggs of responsibility in

animal kingdom. Instead of building a nest

their clients’ nests. Is SACAA guilty of brood

of their own and investing all their time and

parasitism?

j

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 77 www.saflyer.com | May 2019

KEEP IT LITE

Quote of the month: In his regular Accident Report column, Jim Davis makes a point that is seldom appreciated or understood by low time pilots:

“The correct approach speed is often considerably slower than the book figure – which is for maximum gross weight. It depends largely on load, turbulence and your ability to do a safe go-around.”

WATER SALUTE GOES WRONG When pilots landed Saudi Arabian Airlines Airbus A320 at Dubai International Airport (DXB), they had no idea that the flight was going to be greeted with a water salute. Even less so, that the welcoming fanfare will blow open one of the emergency exits and inflate the slide ramp, injuring a passenger along the way.

I

“[The flight crew] were not aware that a

During the incident, one passenger, sitting

The

water salute had been arranged on arrival at

next to the emergency exit, was “slightly”

119 passengers and 5 cabin crew

the gate and therefore they could not inform

injured, but after receiving medical attention,

members

the cabin crew or passengers prior to the

continued their journey.

T was Saudi Arabia National Day back

in

September on-board

2018.

Saudia

flight

SV566, coming from Jeddah King

event,” the GCAA report states.

Abdulaziz International Airport (JED)

in Saudi Arabia, were given an extra special welcome as they landed in Dubai.

Two fire engines, located on opposite sides of a taxiway, began spraying water over the jet to form a far-reaching arc.

Unfortunately, the left firefighting vehicle turned out to have a roof turret problem, causing the high-pressure water jet to suddenly spray up and down, just as the A320 was passing underneath.

The water jet opened the left forward overwing emergency exit hatch. The hatch fell into the cabin. The left over-wing emergency slide ramp deployed. The master warning system sounded. This was the moment the flight crew found out about the water salute.

78 May 2019 | www.saflyer.com

How water salutes should work.

j

2019

RAND AIRPORT

FEATURE

79 www.saflyer.com | May 2019

COMPANY PROFILES

GRAND RAND AIRPORT

Despite its age there is plenty of life in the Grand Old Lady that is Rand Airport.

R

AND AIRPORT is now over 88 years old but still has over 100,000 aircraft movements a year – making it the busiest general aviation airport in Africa.

According to the latest CAASA Aviation Activity Index (CAAI) Rand Airport has the greatest number

of Air Traffic Movements (ATM) 2018 with over 105 000 movements for the year. These figures excluded OR Tambo, which is an airline hub, but include Cape Town, Grand Central, Durban, Lanseria, Port Elizabeth, Virginia, George, East London, Nelspruit and Pietermaritzburg.

According to Botha’s analysis, for Q4 2018, Rand recorded a 23% increase in ATMs compared to Q4 2017. So the airport may be old, but is still growing strongly.

In its eighty eight year history, the airport has seen grand times and great moments. To some it may seem like its glory days are past – but to others it is still Rand’s central airport and a key transport node for Gauteng. The aeroplane shaped terminal building’s art deco architecture has qualified the building to be a national monument. But it is not just a musty monument to a bygone age of flying. There is a lot of life left in the old girl yet, and savvy entrepreneurs have recognised the potential.

The most intriguing new opportunity is that by the airport’s local authority, the Ekurhuleni Metropolitan Municipality. Ekurhuleni has proposed an ‘Aerotropolis’ that recognises the central location of Rand Airport and its proximity to OR Tambo International. The airport is also very well located near the centre of the Witwatersrand’s network of highways, and in particular the country’s rail network. The recent highway upgrade makes it convenient, even for those aircraft owners who live in northern suburbs. For those coming from the north and west there is an off-ramp and plans for an onramp onto the N3 from Rand Airport Road, which will make access even quicker and more convenient.

A number of new projects to develop the airport and its surrounding land are currently under consideration. The important thing though is that, unlike Durban’s Virginia Airport, Rand’s existence is not under threat.

The current growth proposals recognise that Rand Airport’s existing infrastructure can easily be combined with future projects (offering office space, an industrial park, shopping and hotel facilities) due to the large amount of available land belonging to the airport and the airport’s prime position. It has the potential to become an integrated Airport Park.

80 May 2019 | www.saflyer.com

Rand Airport taken around 1934 - as the Ju52 on the apron was delivered in 1934.

Rand Airport's Art Deco terminal building

81 www.saflyer.com | May 2019

valuation exercise. The airport has proven to be a tremendous investment for its owners with some suggesting the initial R18 million purchase price might today have been transformed into a value of well over R500 million. The ownership structure of the airport is unique in that all the hangars are owned with full freehold title. When the airport was sold in 2000 some of the hangar tenants elected` not to buy their hangars and so these Henley Air's Dr Andre Coetzee is a shareholder in Rand Airport.

are owned by the Airport Holding company and are let to tenants, providing essential long term income for the management and up keep of the facilities.

Over the past 19 years the ownership

Rand is a busy airport. It hosts air charter

of the airport has been remarkably steady a

operators, flying schools and a number of

testimony to how well the original ownership

aircraft maintenance organisations, as well

structure was conceived and assembled.

as pilot shops, car hire and other enterprises.

There were originally 23 private shareholders

The ownership consortium has embarked

in 2000 and there has been very little change.

on a revamp campaign, emphasising; “It

Most of the sales have been taken up by

has the potential to become the complete

existing owners. There has been a small

integrated Airport Park,� which will include

consolidation to the current 19 owners

hotels, shops and an industrial park.

(plus the Mayondo BBBEE consortium and Ekuhekleni Town Council).

The airport also hosts a large annual air show which plays a vital role in making

Hangar space is plentiful, and the airport

aviation accessible to the masses, particularly

still has much room for building. The runway

the underprivileged.

and infrastructure have been maintained

Rand has become the home of most

in excellent condition by General Manager

recreational flyers as access to hangars

Stuart Coetzee and his team. The airport

is considerably easier than at other large

features a top class air traffic management capability which makes it safe and a popular

Rand is currently undergoing a financial

Held on a Sunday, the Rand Airshow is a great outing for the whole family to enjoy flying.

82 May 2019 | www.saflyer.com

General Manager Stuart Coetzee.

choice for flight training schools.

j

Guy Leitch

Gauteng airports.

HISTORY The SAA Museum Society provides an invaluable description of the incredible early days of the airport: Rand Airport was originally constructed in the 1930s when it consisted of just a grass-covered field and a hangar.

I

N 1929, when Imperial Airways made it known that they definitely intended to organise a service to South Africa, the energy and vision of the Municipality of Germiston (afterwards backed up by the Johannesburg Civic Authorities) laid the foundation of what would eventually become Rand Airport.

It was a bit of a free for all until the Transport Commission

brought some kind of order. On December 21 1931 the first flight of Imperial Airways arrived from London at Rand Airport and the airport was officially opened by the Governor General, the Earl of Clarendon.

In 1931 the various Governments concerned concluded arrangements with Imperial Airways to run a service from London to the Cape. The Germiston Municipality was officially approached by the Union Government to provide an adequate airport capable of handling day and night traffic and of housing aircraft larger than any previously used in South Africa. As a result of the negotiations the Germiston Town Council voted £65,000 for the conversion of the old aerodrome into a properly equipped airport, and work started at once.

One large and one small hangar, as well as an administrative

Rand Airport has much to offer historically here people line up to see a vintage SAA DC-4.

office building and workshop for Imperial Airways, were constructed. A complete floodlighting system was installed and a number of cottages

erected, a larger clubhouse built for the Rand Flying Club, the South

built for the staff of Imperial Airways. Also erected were wireless masts

African Airways administrative building was greatly enlarged and

for communication with the Imperial Airways aircraft.

buildings, both temporary and permanent, provided for the fuel supply

The Governor-General, the Earl of Clarendon, officially opened

companies and flying schools operating from the airport.

Rand Airport in December 1931. Over 2,500 people drove, rode or

Even this was not sufficient and in 1939 work began on

walked to the aerodrome to attend the opening. The following day, 20

constructing two further hangars, as well as extensions to existing

December 1931, the first Imperial Airways airmail from London arrived

hangars and alterations and additions to the air station. A mess

at Rand Airport.

for South African Airways staff, a wireless workshop and an engine

Growth was quick. As a result of increased activity at Rand Airport

workshop were also constructed.

a decision was made to improve facilities and a new air station was

The terminal building has remained virtually the same since it

built to provide adequate control of the movements of aircraft from

was built. The only noticeable change is the addition of a new control

a properly equipped control tower, and to cater for the comfort of

tower, which was added on top of the existing structure. A special

passengers by means of waiting rooms, baggage hall, Customs office

feature of the 1935 terminal building was the flat roof, which to this day

and restaurant. Until the time of the erection of the air station, the

is open to the public and gives a fine view across the airport.

passengers’ baggage was dumped on the ground and sorted in the

Before World War 2 the airport was owned jointly by the

open while friends meeting air travellers were obliged to stand about

Germiston City Council, the Rand Gold Refinery and Elandsfontein

in the open in all weathers for indefinite periods.

Estates. It became the headquarters of South African Airways when

In addition, a clubhouse for the Rand Flying Club, a house for a

its head office was moved from Durban on 1 July 1935. After World

resident Customs official and a meteorological station were erected.

War 2 SAA moved its headquarters to Palmietfontein Airport in 1948

Previous to the building of the clubhouse, flying club members were

due to runway length constraints. Nevertheless, Rand Airport still grew

accommodated in a small reed roofed shack which, owing to the rapid

with vigour after the Second World War due to the pool of ex-air-force

increase in membership, soon became too small for them.

pilots.

For the second time the Governor-General opened the New Rand

Rand became the busiest airport in the southern hemisphere.

Airport, on Monday 5 August 1935. At the time it was considered that

However, during the 1980s, several corporate and charter operators

sufficient development work had been done to last many years. But

moved to Lanseria Airport. The runway at Lanseria is considerably

inevitably it was not so. The introduction of the Empire airmail, the

longer than those at Rand Airport, and the airport elevation is 1000

continually increasing activity of South African Airways and the greater

feet lower (4517’ as opposed to 5482’ at Rand Airport). In response to

interest in private flying necessitated further development.

the exodus from Rand, its main runway, 29/11, was lengthened, but

Soon after the opening in 1935 seven more hangars were

j

not to any large degree due to the geographical constraints of the site.

83 www.saflyer.com | May 2019

ACADEMY AIR RAND AIRPORT

BED & BREAKFAST We offer a room with a view of spectacular aircraft Old and New.

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.

SOARING SPA

AEROBATIC FLIPS

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

Book for an exhilarating Aerobatic Flip

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Spoil yourself with an amazing Thai Massage

Contact Sam for Details & Bookings On mendoza@telkomsa.net or 083 340 6327

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 AviationAEROSPACE Rebuilders. ELECTROPLATING

Cadmium Plate in Gold, Silver or Clear Passivation

For all your SACAA approved plating requirements AEROSPACE ELECTROPLATING

AEROSPACE ELECTROPLATING

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ng requirements

NG

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Anodising in Grey, Red or Black

Hard Chrome

Phosphating

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SCHOOL & AIR WEAR

Hard Silver Plate

We are situated at 30B, Building 98, Rand Airport. Next to Fields Airmotive.

Hard Copper Call Des on 0Plate 11 827 7535 or 0Electroless 63 150 1533 Nickel or P eter on Grey, 081 775 2434 or 083 208 7244 in Red or Black Silver Anodising or Hard CopperaPlate For all your Aircraft and Allied Electroplating nd queries.

Black Phosphating

Alodine

Cadmium Plate in Gold, Cadmium Plate in Gold or Clear Passivation

ements

Hard Silver Plate

Electroless Nickel Cadmium Plate in Gold, Silver or Hard Copper Plate Cadmium Plate in Gold, Silver or Clear Passivation

For all your SACAA approved plating rElectroless equirements

Nickel

Hard Chrome

SA Flyer 2019|05

AMO 506

Silver Hard Passivation Chrome

Anodising in Grey, Red SKYDIVING or Black ICARUS SCHOOL Accelerated Freefall, Static Line, Black Phosphating Tandem Jumps & Display Jumps

Phosphating

Hard Chrome Phosphating Silver re situated at 30B, Hard Building 98, RPlate and Airport. Next to Fields Airmotive.

ICARUS AIR WEAR Suppliers & Manufacturers of Flightsuits and Airwear

Silver Plate Des on 011 827 7Hard 535 o r 0 63 1 50 1 533 ElectrolessELECTROPLATING Nickel AEROSPACE

ter on 0We 81 7a 75 434 or 083 a2t 08 7244 Plate inN Gold, Silver or Fields Airmotive. re 2Electroless situated 3Nickel 0B, Building 98, Rand Cadmium Airport. ext to AMO 5Plate 06 and queries. Clear Passivation ll your Aircraft and Hard Allied Copper Electroplating Hard Chrome SA Flyer 2019|05

Call Des Hard on 011 827 7535 or 063 150 1533 Copper Plate For all yAnodising our SACAA approved plating requirements

Hard Silver Plate in Grey, Red Black or Peter on 081 775 2434 or 083 or208 7244 Anodising in Grey, Red or BlackElectroless Nickel Black Phosphating Hard Copper For all your Aircraft and Allied Electroplating and Plate queries.

Anodising in Grey, Red or Black Check us out Black Phosphating

on FaceBook: Phosphating Black Phosphating https://www.facebook. com/IcarusSkydiving Phosphating Phosphating

We are situated at 30B, Building 98, Rand Airport. Next to Fields Airmotive.

port. Next o on F0ields Airmotive.

Call Dtes 11 827 7535 or 063 150 1533

or Peter on 081 775 2434 or 083 208 7244 For all your Aircraft and Allied Electroplating and queries.

and queries.

84 May 2019 | www.saflyer.com

www.icarus.co.za Hangar No.37 - Unit 1, Lancaster Lane, Rand Airport, Rand Airport Road, Germiston, 1401 +27 79 832 0150 manny@icarus.co.za or skydivekruger@gmail.com

Rand Airport Road, Terminal Building, Germiston, Gauteng Tel. No. 011 827-8884/5/6

Who to Contact:

Stuart Coetzee - Airport Manager Tel. No: 011 827-8884 Ext. 202 Email: manager@randairport.co.za

SAF 2019|02 Image: Frans Dely

Contact Details:

OBITUARY

KEN JONES Airport. He remained at Fields, which later became Hunting Aviation, until late 1996 when Aviation Rebuilders was born.

Ken used his knowledge and expertise over the past 22 years to build a successful business that has achieved the reputation of

an

exceptionally

workmanship.

high

standard

of

His employees have called

him an honest, genuinely warm and wonderful man, some even calling him Father. Aviation Rebuilders is a family and Ken Jones was both the Father and the heart. His legacy and his vision will continue to thrive at

K

Aviation Rebuilders, where his daughter Lyn until 1983. During this period he also served

Jones continues to serve their customers,

EN Jones started his career

his national service with the Rhodesian Air

now and into the future.

as an apprentice in 1971 at

Force including military call-ups until 1980.

“Our sorrow is lessoned only slightly

the age of 18 as a stressed

He was highly thought of due to his ability

by the comforting thought that we had the

skin worker at Air Rhodesia/

to fix anything and had an ambition to

privilege to know him.”

Zimbabwe. He soon rose to

achieve greatness. He relocated to South

become an inspector where he remained

Africa in 1983 and joined Fields at Rand

j

Aviation Rebuilders cc

SA Flyer 2019|05

• • • •

Rest in Peace Ken, in the great Hangar in the Sky.

Flight control cables Sheet metal repairs Approved aircraft welding SA CAA AMO 188

86 May 2019 | www.saflyer.com

Tel: 011 827 2491 | Fax: 0866 017 442 lyn@aviationrebuilders.com

www.aviationrebuilders.com

CAA 0242 H20 Rand Airport, Germiston, Johannesburg, South Africa Tell: 011-824 1396 Fax: 086 433 44 65 P.O.Box: 2817, Cresta 2118 Email: info@eagle1.co.za

www.eagle1.co.za

WE TRAIN PROFESSIONAL PILOTS IN A FRIENDLY ENVIRONMENT. We have qualified, experienced Instructors that provide the best possible assistance for you to achieve your

* PPL * CPL * NIGHT RATING * INSTRUMENT RATING * MULTI-ENGINE RATING * ENGLISH PROFICIENCY * SIMULATOR TRAINING

With us you will have peace of mind in safety and excellence.

SA Flyer 2019|05

goals and ultimately your dream to be a pilot. If your passion is to fly come and join us…

REPORT: MARK MANSFIELD

A CESSNA 172

“PLUS”

Stand back and ZS-TIU looks like any other Cessna 172, and because this tidy 2002 model is operated by Africa Aviation Academy it’s easy to assume that it’s a stock standard training aircraft. But it has a few surprises in store.

G

ET a bit closer and you notice the three-bladed propeller, so you start to wonder if it is genuinely a 172. The next thing that catches your eye are prominent ‘Jet A1’ fuel stickers which add to the confusion because 172’s use Avgas, not Jet A1.

But an ardent avgeek, will immediately know

that ZS-TIU is not an average Cessna 172, but rather a diesel powered 172 which is designated RA72. This ‘not an average 172’ is flown by ‘not an average flight training school’, Africa Aviation Academy.

Based at Rand Airport, Africa Aviation Academy is currently the only flight school that uses the RA72 (C172) for ab-initio training. They have five on their ATO. This gem is easy on the pocket. Its TAE 125.01 135HP Thielert diesel engine delivers a 5GPH fuel burn which with its 44,7 USG fuel capacity gives an endurance of eight hours – perfect for cross-country flights and those long hour-building sessions. It’s also perfectly suited for cross-border flights as a shortage of Avgas north of our borders is no concern in the RA72.

For students, it significantly simplifies the flying process by doing away with the mixture control, the carb heat as well as the need for propeller pitch. These functions now all get handled by the Full Authority Digital Engine Control system (FADEC) which reduces the workload in the cockpit and allows the students to focus on the flying lesson without constant engine management other than keeping

ignition (glow plug) on. This is then followed by: throttle check 100%,

an eye on the temperatures and pressures. Since it’s fuel injected,

fuel selector set to lowest tank, glow off, lookout (clear prop), push the

students are spared the concerns of carburettor icing, and the turbo

starter button.

engine helps with the ‘Hot and High’ conditions that are a daily nightmare for pilots operating in the South African highveld.

For seasoned C172 drivers, one of the most noticeable differences once the engine is running, is how quiet it is inside the cockpit and with a good pair of noise-cancelling headsets, you have to take your headsets off simply to hear the engine running.

And that is it. No fuss, no mess, no hassle. From here on the rest is as per a normal C172, with the only other difference being the FADEC check which entails pushing a button followed by which the system performs all the engine runups.

Once airborne and climbing comfortably at 900 feet per minute,

Converting from

and with the engine at 100%, top of climb is achieved in a matter of

a normal C172 onto the RA72 is just a matter of completing the

minutes. After which a pull-back to cruise power (which is at 70%)

difference and familiarisation training which includes upper air work,

makes the quietness of the diesel engine even more evident.

three circuits as well as the type technical exam.

Besides being the only flight academy to offer training on RA72’s,

There are a few differences when flying the RA72. The start-

Africa Aviation Academy is the only flight school that has access to

up differs slightly compared to the normal C172 in that there is no

SAA’s Level D A320 simulator and therefore is able to offer an Airbus

magneto switch, no primer, no keys, no spark plugs (being diesel it

A320 rating. It is owned by Nischol Seebran, an airline pilot, and the

has glow plugs). The start-up sequence is as follows: park brake on,

entire school’s top management are airline pilots who are available to

avionics off, alternator and battery on, fuel pump on, beacon light on,

pass their airline knowledge on to students from hour one.

88 May 2019 | www.saflyer.com

j

Capital Air provides a quick and professional completion of maintenance services, every time!

Capital Air’s sophisticated maintenance and repair operations are approved by the South African Civil Aviation Authority (SACAA) and is an authorised Aircraft Maintenance Organisation (AMO No. 2).

This in-house servicing capability includes: •

Rolls Royce model 250 workshop

•

Bell helicopters 206, 407 and 222-230 series

•

Component overhauls – 206 and 407 series

•

Maintenance of R22/R44 Robinson helicopters

•

Bell factory-trained enigneers & Rolls Royce factory-trained enigneers Executive valet services for helicopters SA Flyer 2015|02

•

We specialize in MAIN ROTOR AND TAIL ROTOR TRACK AND BALANCING using “state of the art” tracking equipment (RAIDS).

Did you know that CAPITAL AIR MAINTENANCE has the only SCHENCK ENGINE BALANCING MACHINE in the country!

We are able to balance compressors, PT Rotors and GP Rotors (Rolls Royce 250 Series).

Telephone: +27 11 827 0335 Email: info@capitalairsa.com

Physical Address: Hangar 3H, Rand Airport, Germiston 1401 Visit on Facebook: www.facebook.com/CapitalAirSA

SA Flyer 2019|05

Visit us to view our immaculate Engine, Tooling and Component Workshops

89 www.saflyer.com | May 2019

COMPANY PROFILES

went insolvent and acquired what was then the Placo Spares division.

ACADEMY AIR Academy is based at Hangar 34 Hurricane Rd at Rand Airport.

AGS is a small company with one of its core principals in customer

Hangar 34 is the home of the Flying Lions, where five Harvards in

service and satisfaction, and deals in light aircraft parts. AGS stock

superb condition, sporting Puma Energy livery, are hangared. Here

a lot of Piper and Cessna parts and can also source hard to come by

too, one finds the four Pitts Specials of the Tailift Cows team. There is

aircraft parts.

a Trojan T28, a Stearman and amongst some Cessna 185s there is a

Due to Eric’s extensive background in aircraft parts, Eric has firsthand knowledge in his field and is thus able to know what the customer

pristine 1946 Cessna 140.

Academy Air AMO operates out of this hangar, specialising in the

wants and understanding their problems.

servicing and maintenance of single-engine aircraft such as Cessnas,

We are situated next to Aviation Rebuilders.

Pipers, Beechcraft and aerobatic aircraft such as Pitts Specials, Extras

Contact Details:

and Harvards.

Eric Erasmus

Running along the western side of the hangar is Academy Bed and Breakfast, which has 10 self-catering rooms with DSTV and air

Tel: 067 154 2147 Cell: 084 587 6414

conditioning, as well as Wi-Fi access. The BB caters for long-term and short-term stays and is in a prime position overlooking the airport’s

CLIFTON ELECTRONICS We are an Avionics Company that specialises in supply and

runways. It also has a viewing deck.

The latest addition to this facility is the Soaring Spa, which offers a variety of traditional Thai massages undertaken by fully qualified and certified professionals, where one can relax and re-energise one’s

installation of new avionics, electronic instruments and ELT equipment.

We repair a variety of equipment, and have been in business since 1986. We therefore have a wealth of experience in the field.

We are dealers in: TRIG, Artex ELT 345, Electronics International,

body and spirit.

Come and pay us a visit!

JPI, Dynon, Aspen, Flightcom, Sandia, DAC, Free Flight, iCOM, MGL,

Phone Samantha on 0833406327

to name but a few, and are proud members of the AEA. We are situated in Hangar 27 at Rand Airport in Germiston. We

Email: mendoza@telkomsa.net

have an on-site Pilot Shop for you to browse through as well.

Contact Clifton Electronics on: Tel: 011 383 2024

AIRCRAFT GENERAL SPARES Aircraft General Spares (AGS), based at Rand airport, was started

Fax: 0866895645 Email: clif8601@global.co.za

in November 2018.

Eric Erasmus, the owner of AGS, saw an opportunity when Placo

Website: www.enquiries@cliftonelectronics.com

Now offering the Airbus A320 Rating!

WE OFFER:

• A320 Rating • Ab initio Training • Private Pilot Licence • Commercial Pilot Licence • Airline Transport Pilot Licence • Instructors Rating • Night Rating • Instrument Rating • Simulator Training • Hire & Fly • Fly-in Safari • Scenic Flight • Multi Engine

Employment opportunities now available.

Fly with us!

AFRICA AVIATION ACADEMY Address: Terminal Building, Rand Airport, Rand Airport Road, Germiston, South Africa 1419. Office: +27 (0) 11 824 3528 Email: info@aaacademy.co.za

90 May 2019 | www.saflyer.com

SA Flyer 2019|05

THE ONLY FLYING SCHOOL IN S.A. OFFERING JET A1 POWERED CESSNA TRAINING AIRCRAFT!

COMPANY PROFILES

ELITE AVIATION ACADEMY Elite Aviation Academy is situated in

•

Instrument rating

helicopters: R22 and R44, and we also

•

Multi engine training

carry out maintenance on the McDonald

the Main terminal building of Rand Airport.

Airline transport pilot licence

Douglas MD 600 and others. Furthermore,

Building on its rich aviation history, Elite

Instructors GR III, GR II and GR I

Heli-Afrique holds licence validation to carry

Aviation Academy will also offer a series

Turbo prop and Jet conversions

out first and second line maintenance of

of foreign student exchange programmes.

Tel: (011) 824 3804

Turbomeca, Allison and Lycoming engines.

Elite Aviation Academy currently operates

Email: info@eliteaa.co.za

the following fleet of well-presented and

Website: www.eliteaa.co.za

We have a large spares inventory held in stock, and airframe components and engine modules are available as required through an

maintained aircraft:

overseas network.

•

3 x PA28-181 Archer

•

2 x PA28-161 Warrior

•

5 x Cessna 172

•

1 x BE 55 (285 hp) Barron

Heli-Afrique can also facilitate the sale of

HELI-AFRIQUE Heli-Afrique, SACAA AMO 830, holds in

Elite Aviation Academy cater for all the

excess of 40 years of collective experience in

Based at Hanger 56, 10 Viking Way, Airport

PPL overage training

•

Night flight rating

Park Ext 4, Rand Airport, our primary hangar

•

Instrument rating

provides general helicopter maintenance,

•

Instructors rating

upgrades,

•

Multi-engine rating

inspections, interior/exterior refurbishing, and

•

ATPL preparation

respray of helicopters.

•

Alternate instrument renewal

•

Alternate ATPL Renewal

following training: •

PPL

•

Night Rating

repairs,

modifications,

Hanger two, adjacent to hanger 56, provides full hangarage for helicopters and/

•

The school is accredited to conduct the

shipping formalities.

the maintenance and overhaul of helicopter components and airframes.

following scope of training:

used helicopters, export/import, customs and

major

Heli-Afrique is the alternate AMO to Airbus

or aeroplanes for clients on a monthly basis.

Office space is also available if required.

The following CAA approvals are held

by Heli-Afrique: SACAA #830, Republic of Zambia, Zimbabwe and Lesotho.

Contact Tino Conceicao at Heli-Afrique on:

Helicopters and TURBOMECA engines in

Tel: +27 (83) 458-2172 or 27 (83) 446-

Southern Africa, and as such specialises

0066

in maintenance of the full Airbus Helicopter

+27 (11) 827-8632/3 (land lines)

range.

Email: tino.conceicao@heli-afrique.co.za

We are a service centre for Robinson

Website: www.heli-afrique.co.za

U-Fly Training Academy Telephone: 011 824 0680 Facsimile: 011 390 1738 Email: info@uflyacademy.co.za 1 Spitfire Cres, Rand Airport, Germiston, South Africa

U-Fly Training Academy offers flying and ground school training for Private Pilot License,Commercial Pilots License, Instructors Rating License, Night Rating Licence, Type Ratings and much, much more…

Our school is based in Rand Airport, Johannesburg, South Africa.

We experience the best weather conditions for flight training in Sub-Saharan Africa.

New fleet with glass cockpits and new Elite simulator that arrived in August!

Our instructors are highly qualified and their prime goal is to make the student safe, competent and prepared for the complex environment of the modern aviation industry.

92 May 2019 | www.saflyer.com

CELEBRATING 20 YEARS OF SERVICE TO THE AVIATION FAMILY SKYTRIM IS FULLY EQUIPPED FOR ALL YOUR SEATBELT REQUIREMENTS. WE WILL RE-WEB YOUR BELTS, SERVICE YOUR REELS AND TIDY UP YOUR BUCKLES. WE OFFER A ONE-STOP FOR ALL YOUR SEATBELT AND HARNESS REQUIREMENTS.

SPECIALISING IN AIRCRAFT SPRAY PAINTING & UPHOLSTERY

TRIMMING WORK

• Side panel recovering • Carpet replacement • Headliner replacement • Interior plastic repairs & painting • Design & recover seats to your specification • Re-web seatbelts (SACAA approved) • Supply sunshields, exterior covers, carpet runners & floor protectors • Glare shield cover replacement • Seat Belt & Webbing Replacement • Custom Leather & Fabric Upholstery • Aircraft interior valet • Supply canvas seat covers • Supply engine intake covers, blade tie downs, exhaust and pitot covers

PAINTWORK

SA Flyer 2019|05

• Full stripping and painting of aircraft • Scuff and paint of aircraft • Touch-up on paint work • Polishing of aircraft • Polishing of windows • Custom design colour schemes for your aircraft or helicopter • Window Replacements • Sheet metal repairs • Exterior valet • Supply and apply all interior and exterior decal kits CONTACT US:

Skytrimaircraftrefurbishing

Hangar 10, Rand Airport Tel: +2711 827 6638 Fax: +2711 827 6453 www.skytrim.co.za

SACAA AMO: 906

E-Mail: manny@icarus

SCHOOL

co.za or skydivekruger@gmail.com

The owner, Manuel (aka – Manny)

MCC AVIATION MCC Aviation is an established fixed

Web: www.icarus.co.za

and rotor wing Air Charter service operator,

Cordeiro, started his love affair with aviation and skydiving at age 16. After studying

based at Lanseria International Airport. MCC INVESTMENT AIRCRAFT

Aviation operates a 100% internally owned

mechanical engineering he started Icarus Air

Investment Aircraft is South Africa’s

feet of several small to large piston and

Wear and Skydiving in 1994. The company

longest, independent aircraft sales company.

turbine prop aircraft, passenger jets as well

specialises in manufacturing of flight suits for

This reflects our commitment to our clients of

as a formidable fleet of turbine helicopters.

Microlighting, Aerobatic and General aviation

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and transport to mining and construction

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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.

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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.

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SA Flyer 2019|05

Our Services Include: Supply, Repair and Installation of all Avionics We repair most types of avionics and headsets Manufacture and Refurbishment of Instrument Panels and equipment Our Pilot Shop offers a variety of pilot and aircraft accessories We endeavour to provide you with service excellence and personalised attention at all times.

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Ed's note...

MAY 2019 Edition 127 5 News

9 Bush Pilot - Hugh Pryor 11 Face to Face: Hadi Akoum 17 Australia’s Plan Jericho 23 Briefing: State Owned Airlines 27 AERO 2019

29 Defence - Disaster Response 33 Stratolaunch First Flight 35 GIB Events Calender 36 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

T

HERE is a pernicious undercurrent to many discussions relating to Boeing’s problems with its 737-Max. This undercurrent holds that it was no coincidence that the two fatal Boeing Max crashes happened in the ‘Third World’.

The implication is that these two crashes would not have happened to First World pilots. And indeed, there was some substance to this claim as a number of MCAS problems had been reported by ‘First World airlines’ before and after the Lion Air crash, but had been dealt with by the pilots – without drama.

This feeds a belief that the Lion Air and Ethiopian pilots were not up to the demands of flying the most modern passenger jets, but that properly trained First World pilots could. This belief lies behind the otherwise inexplicable initial refusal of United Airlines and Southwest Airlines to ground their Maxes. And in South Africa, for Comair with its proud history of employing the best of the South African Air Force’s fighter pilots, it also seemed unreasonable to ground an aircraft for a problem that their pilots believed could easily be dealt with in the air.

There is now no doubt that the aircraft was at fault and Boeing and the FAA have admitted as much. To have a system that can dive the aircraft into the ground, based on information from a single faulty sensor, is absurd.

Ethiopian Airlines therefore widely claimed that the findings of the Preliminary Report into the crash of Flight 302 vindicated the pilots and their training. The key point

Publisher Flyer and Aviation Publications cc

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Managing Editor Guy Leitch guy@flightcommag.com

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was that the pilots had been trained on how to handle a rogue MCAS. When their best efforts to retrim the horizontal stabiliser failed due to the aerodynamic loads – they even switched the Stabiliser Trim back on and tried to use its powerful electric motor to fix the trim. But the aircraft overpowered them and dived pretty much straight down into the ground at almost 1000 km/h.

First World pilots argue that further analysis of the Flight Data Recorder showed that if they had only responded as trained a little earlier, and kept the aircraft’s speed down, they would have been able to manually trim the aircraft as instructed.

The whole point of cockpit automation such as the MCAS is to make the aircraft easier to fly for the average pilot. So were these crashes a function of poor training or inexperience? – especially in the light of the Ethiopian co-pilot only having 380 hours, far below the 1500 hour minimum for acceptance into American carriers.

No matter whether better trained or more experienced pilots could have saved the day – it remains entirely unacceptable for Boeing to have designed, and the FAA to have approved, an aircraft that, as is now evident, could not be flown safely by average pilots. Boeing is culpable and must pay. The billion or so dollars it’s insurers will have to pay for the 350 lost lives is negligible compared to the costs Boeing must reimburse the airlines for having delivered 361 fatally flawed airliners.

Guy Leitch

© FlightCom 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

Editor

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SA Flyer 2019|03

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Airline Ops

Mike Gough

Bits of Boeing and the Future of Aviation This is not what you may have in mind after reading the title. I think the recent events that have beset Boeing have been speculated about ad nauseam, and some in-depth analysis needs to be done by the real experts – not the internet aficionados – to arrive at any technically conclusive cause and remedy.

T

HE airline industry has been here before, for example the DC-10 saga of the 1970s, and probably will be here again as we see new technologies enter our lives. A company with the history and resources of Boeing will bounce back, and continue with their world class research, development and manufacturing capacity.

So why is this Airbus pilot being so nice to Boeing?

Mainly because I have just about completed the restoration of our Boeing 737-200 nose section, which is now back on its nose gear, re-sprayed and had the interior completed as a 24-seat classroom.

I’ve almost completed the restoration of the cockpit, and am left scratching around for a handful of components and instruments.

We had the official launch of this project in April at our hangar at Lanseria, which was attended by some ‘heavy hitters’ and a significant group of interested people.

I must thank Aurecon South Africa, Tata Consultancy Services, Lanseria International Airport Management and also the Boeing Corporation, which was represented by their Vice President (Africa), Miguel Santos.

These companies have contributed in various ways to enable the restoration of our Boeing to become a reality.

This aircraft, a Boeing 737-200,

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FlightCom Magazine

In the beginning - The 737 nose section.

ended its days at Lanseria when it was unceremoniously chopped up. The entire nose section survived on a farm near Hartebeesport, complete with its business class interior, but minus anything and everything of value from the cockpit.

During my protracted negotiations with its owner, I managed to beat down the asking price to a less eye watering number for what was essentially a piece of scrap. Once this was concluded, and palms were crossed with silver, I embarked on the unusual logistic of taking a broken-up airframe back to an airport, and hangaring it.

While it was being hoisted onto the low-bed from its muddy resting place of the past seven years, I was delighted to spot the

nose landing gear leg was still in place. That would have been a problem if it had not been there.

After a huge amount of effort including a re-spray, refurbishing of the interior and cockpit and building a support structure for the aft portion, we hoisted it up again and that nose gear free-fell into the down and locked position as if it had just been serviced.

In conjunction with the Sakhikamva Foundation, the plan for this exhibit and classroom is to make aviation more accessible to the general public and school learners specifically. As it is installed in my hangar, visitors get to see (and sit in) a commercial airliner, as well as become

From left: Rampa Rammopo, Adil Tantra, Fatima Jakoet, Captain Mike Gough, Luna Dube, Miguel Santos, Andile Skokana.

immersed in general aviation through the operations of my flight school and maintenance organisation.

As the hangar is optimally situated at the junction of the main taxi way ‘Alpha’ and ‘Papa’, there are a variety of aircraft that obligingly taxi past at regular intervals.

As it is Lanseria, this parade of aircraft ranges from Cessnas to Boeings, with just about everything in between.

Airports, and specifically International airports, have an obligation in this day

and age to keep the general public as far away from the movement area as possible.

Lanseria is right up there with the wall-andbarbed-wire approach to user-friendliness, and the varying experiences at the infamous Permit Office are legendary. At this stage, it is still a requirement to pony up eleven Rands for a walk-in permit for an individual visitor or small group or family. I am working on this with management to make the display as accessible as possible. Large groups of school-goers can gain access with

prior planning between us and management, with no fees or permits required – so we are making some progress in breaking down the traditional security barriers.

As an aside, we now have some fairly solid looking air-gates installed at Lanseria. One is right outside our hangar, at the intersection of Papa and Alpha. This theoretically makes where we are ‘landside’ as opposed to our status of ‘airside’ which may ease the access requirements, and take the jurisdiction of our area away from the

Guy Leitch

The cockpit before restoration.

FlightCom Magazine

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Airline Ops 7

Department of Home Affairs… I kid you not.

As to whether these giant gates will open and close for each movement remains to be seen – I’m sure I’ll burn that gate motor out in a week just with my daily aircraft operations.

Getting back to this installation in my hangar…what are we hoping to achieve?

The display is planned to develop steadily over the next few months, as I acquire more bits of aircraft. The history of aviation in South Africa as well as a fairly comprehensive aerospace career section is being planned.

Learner groups will be participating in a range of activities. One of which will be to do part number research on our Rolls Royce Spey jet engine and restore it with scrap components to its original condition.

The standard program includes the Paper Jet challenge, which sees teams of learners designing and creating paper or model aircraft which are then flown in our hangar. Prizes are awarded for longest endurance and range.

The Sky’s The Limit is a program to introduce as many kids as possible to an actual introductory flight in one of our

FlightCom Magazine

training aircraft, with the assistance of our sponsors.

The STREAM Club and Laboratory are an extension of the STEM concept that is gathering momentum with the much anticipated Fourth Industrial Revolution.

STREAM stands for Science, Technology, Robotics, Engineering, Aerospace and Mathematics, and this program takes learners through various modules that explore these concepts and disciplines. For those older participants that excel at these activities, a few sponsorships for full Commercial Pilot Licence training are on offer.

I don’t have to dwell on the absolutely parlous state of public education in this country, suffice to say our maths and science performance is beyond dreadful. This makes the vast majority of school leavers pretty much untrainable in the various aerospace disciplines, even if funding was plentiful – which it’s not.

Thus, one ambition of this project is to strong-arm as many volunteers as I can entice to assist with various short courses in these disciplines, with aviation themes, where appropriate.

With that in mind, there will be a drive in the near future to get interested people on

BELOW: The Rolls Royce Spey engine on display.

board to assist both during the week and on weekends with all these planned activities.

Even if grilling that wors roll is one’s forte, I’d like to hear from all who are willing and keen to get involved.

With the Sakhikamva Foundation, we have already hosted our first robotics group, and the project was to assemble a batch of solar-powered cars. These were then raced down the taxiway. I’ll make sure all flying objects are kept safely inside the hangar to prevent ingestion by those passing CFMs… There will be the opportunity for those inclined to get their hands dirty at my maintenance facility and see the innards of a light aircraft and how it all functions.

This will also look at getting the superenthusiastic participants into this discipline with potential sponsorship.

Long term, the plan is to expand the display area as much as possible, and as mentioned previously, to make access as simple as the rules will allow. If this manages to ignite the spark within just a few of tomorrow’s aviators and aerospace experts, well then, it’s mission accomplished. 

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News R eport : M ark M ansfield

SKYHAWK AVIATION GETS FIRST STREAM LAB IN GAUTENG Lanseria Airport’s Skyhawk Aviation has partnered with the Sakhikamva Foundation to become the first flight school in Gauteng to launch a STREAM laboratory.

S

AKHIK AMVA Foundation founder, SAA First Officer Fatima Jakoet, introduced the world’s first Science Technology Robotics Engineering Aerospace and Mathematics (STREAM) Laboratory in June 2016. The facility is hosted at the Cape Academy for Mathematics Science and Technology in Cape Town and started with the Foundation’s purchase of a scrapped Piper Tomahawk, which was converted into a flight simulator and now forms the showpiece of the facility. The flight simulator, named Tommi, is part of a robotics and coding laboratory, a flight

9

FlightCom Magazine

simulation room, an air traffic control tower and a Space room.

In line with Skyhawk Aviation’s ongoing commitment to education and training, the owner of Skyhawk Aviation, Captain Mike Gough, approached Sakhikamva to open a similar facility at Lanseria.

With the assistance of Lanseria Airport management, a space was identified at the new Skyhawk hangar to host the new STREAM laboratory. This new facility is sponsored by Aurecon South Africa, Tata Consultancy Services, Lanseria Airport and Boeing, and features a full-size Boeing 737200 aircraft nose and forward cabin section plus Rolls Royce Spey engine. The cockpit and cabin gives the learner a real aircraft

experience, with practical workshops such as artificial intelligence, robotics and coding as well as 3-D printing taking place in the facility.

The STREAM laboratory aims to empower youth and children in the Science and Technology. With the current school curriculum shifting from the industrial age to the technology age, the STREAM laboratory aims to build a bridge towards creating a community and culture confident to apply 21st century skills. 

BELOW: The STREAM Launch at Skyhawk Aviation.

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Bush Pilot

Hugh Pryor

Luscombe Silvaire With modern airliners spearing into the ground all over the place nowadays, it’s tempting for people of my vintage to wonder if machines have over-reached their authority and that maybe we should be encouraged to ‘revert to manual’ and learn to tell the computers how to behave themselves.

T

HAT reminds me of something which happened to me eons ago, when I was a young, impressionable, ‘God’s Gift to Aviation’.

After the Second World War, there was a lot of excess military junk to get rid of, even in Nairobi in Kenya.

Everything from bombs to aeroplanes to expired food, had to be disposed of, which caused the appearance of some quite interesting scrap yards in the area. Some of them were protected from the general public due to the explosive nature of their contents.

One such yard grew up near Embakasi, which became Nairobi’s international airport. Possibly because of its location, it tended to contain things of an aviationrelated nature...wheels, wings and windows, complete engines and boxes of aircraft instruments, airspeed indicators, artificial horizons, altimeters, turn and slip indicators. The list was endless and the hoard attracted the attention of some of the more entrepreneurial members of the aviation community.

One of these was a great friend of mine, named Alan. In fact, he ended up being my best man when I got hooked to my darling dragon. He is an aircraft engineer of the old school. The quality of his service can be judged by the quantity of oil-stained hand

11

FlightCom Magazine

marks on the machine when it comes out of the hangar.

I remember one occasion soon after I got married. I flew in from Tanzania and my beloved had suffered a puncture on her way to pick me up from the airport. The resulting tyre change had left some hand marks on the rear side of her white jeans which elicited an amused comment from my engineering friend; “Mmmmm...” he grinned, “Well at least you can see that she has been properly serviced!”

unusually bright yellow colour, which stood out among the ‘Olive Drab’ which was the predominant hue of the surrounding exmilitary bits and pieces.

As the days passed, the yellow parts began to reveal recognisably aeronautical features. A corrugated metal aileron matched with another one and a similar left and right elevator, together with a metal rudder, made convincing tail feathers for a small aircraft, which only appeared to have two seats, so far.

Slowly Alan pieced together the yellow bits, until they began to make up a recognisable flying machine.

The piles of scrap proved irresistible to Alan’s eager eyes and he ‘rescued’ mountains of old equipment from the collection. His technician overhauled the various instruments which he recovered for further service, but there was a large number of parts which were painted in an

The large yellow tube of the possible fuselage hung from the branches of a Fever Tree, which provided shade for the busy prospectors who worked under its leaves.

The things which gave the identity of the plane away were the metal flying controls and the tattered remains of the fabric which

Left is right...

Right is left?

had provided skin for the wings and the vertical and horizontal stabilisers.

Most aeroplanes of that vintage had fabric-covered flying controls. In fact there was only one type of two-seater in Alan’s experience that matched the format of the little yellow creature which was appearing from the wreckage, and that was the Luscombe Silvaire, originally built as long ago as 1937.

Slowly Alan pieced together the yellow bits, until they began to make up a recognisable flying machine. Then he found an 85 horse power Continental ‘boxer’ aero engine, languishing under a collection of wheels and tyres and miscellaneous vaguely aeronautical-looking parts, some of which bore the familiar yellow paint. The main problem was that here we were in 1977 and the Luscombe had seen forty years and a World War since it was built, so we were missing the Parts Catalogue and the Construction Manual.

Normally this would have been no problem for somebody of Alan’s instinctive engineering wisdom, but there was one detail which I missed during my highly intensive pre-first-flight-after-rebuild

inspection. I checked the pitot tube, the static vent, the individual tyre pressures, the non-standard hydraulic brakes, the tail wheel steering, the elevator and rudder operations, the differential ailerons...that one goes up when the other one goes down and vice versa. The oil was good and the fuel tank was full and drained for water and we were ready to go.

It was on the takeoff roll that I discovered a detail of the pre-flight check which I had missed... true enough, one aileron went down when the other one went up, but, without the Construction Manual, it was easy to miss the fact that the aileron control cables had to be rigged with one twisted over the other, in order to get the ailerons to work in the right sense. If they were rigged without the twist, they operated in the reverse sense and I only discovered this as we got airborne... Yes… push the stick to the right and you go to the left! Push it to the left and you turn right!

Now, you might think that to put a sprog pilot into a situation like this would be a recipe for guaranteed disaster, but the strange thing was that I was so new to the game that the fact that ailerons actually did

anything at all was a bit of a miracle to me, so I just played around with the stick until it did what I wanted it to.

I went off into the ‘Local Flying Area’ to get the hang of things before attempting to throw it at the ground and I actually began to enjoy myself. The Silvaire has another weird configuration in that the stick sprouts out of the floor between the pilot’s feet and then leans across the cockpit, presumably so the guy in the right hand seat can play with it as well. I found this quirk more distracting than having the reversed ailerons, but anyway we eventually got back on the ground, in front of a cheering crowd who were there to witness a spectacular ‘arrival’, even though they were unaware of the crossed ailerons.

The landing turned out to be a bit of a disappointment for the horror-mongers and I kept the aileron problem secret, between me and my best man...in fact you are the first to hear about it, so please keep it close to your chest. I would definitely get into trouble, if the experts found out, because we didn’t have any computers to blame in those days. 

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Airbus - F Lancelot

Hadi Akoum.

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Face to Face R eport : G uy L eitch

HADI AKOUM THE FUTURE OF THE AFRICAN AIRLINE INDUSTRY Mr Hadi Akoum is the Airbus Vice President for Sales in Sub-Sahara Africa. At the recent Aviation Africa Summit in Kigali, Guy Leitch sounded him out on the challenges facing the African air transport industry and what Airbus is doing to assist airlines to meet those challenges.

GL: Can you give me a sense of how African airlines are doing?

HA: The African airline industry is getting stronger. Slowly but surely governments are beginning to appreciate the link between aviation and the economy. There are still many challenges in some countries, but government and financial institutions are seeing the importance of aviation’s role in opening up their countries. A good example is here in Rwanda, but we can see it in other places, such as Senegal, the Ivory Coast and Uganda.

Things could move faster, but at least they are moving.

What are the key challenges facing the African airline industry at the moment?

We can summarise into a handful of items: The need for good governance, the problem of high taxes and a general shortage of expertise.

What about stronger foreign competitors?

African carriers can stand up against foreign carriers if they do their job properly. Competition isn’t the worry, it is more about having good governance and expertise. Don’t forget that for

African airlines, a large part of their network is in Africa and this is where they pay high taxes and high fuel prices. These are not helping them face competition from Europe, the Gulf or Asia.

Is access to finance a problem for new aircraft acquisitions?

Yes, especially in those countries where the government is under IMF control. But we always find solutions for financing. It might not be the cheapest financing, but don’t forget that the acquisition cost is only around 18% of the total cost. So even if airlines might have to pay a little bit more, it is worthwhile financing new aircraft.

Can you give me a ballpark breakdown as to the total costs of ownership of a new airliner?

Fuel burn depends on the age of the aircraft.

But for a brand new plane the significant cost components are about 33% for fuel, around 20% for maintenance and then 18% for the acquisition cost.

Let’s look at fuel savings for new aircraft.

If an airline can get the claimed 17%

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Airbus has delivered its first A220-300 to Air Tanzania.

maintenance. And very importantly, we have a central ACARS system so before an aircraft lands we know exactly what it has been doing. This means that we can enhance things like ground handling, catering, maintenance, crew rotation, and with our NAVBLUE company, we can even identify the best flight track to save fuel.

Do you have crew rostering and those sort of administration support systems?

I am not an expert on this, but our services do have tools to optimise crew rostering.

So you can offer a one stop service for your clients. Is it only for Airbus customers – could you provide this to an all-Boeing fleet?

Possibly in the future – as it is a service we charge for.

fuel saving per seat from a new generation aircraft, then that is 17% of the 33% of the total cost of operating the aircraft which is a 6% cost saving. Does that make it better to buy new planes?

Absolutely. This 6% makes up for the higher acquisition cost by a massive amount.

Plus there are lower maintenance costs.

Let’s talk about utilisation. Modern airliners should be flying around 1418 hours per day. Yet I don’t think many airlines in Africa are getting more than 10 -11 hours a day. So, in Africa, with its lower utilisation rates and high cost of capital, should

Air Senegal has taken delivery of its first A330-900.

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FlightCom Magazine

airlines be looking instead at used aircraft? Is increasing utilisation something you can help them with?

Achieving a 12 hour or more daily utilisation rate has a lot to do with the capacity and capability of airports and airspace management . You need to have a certain expertise level to achieve this, plus well-planned maintenance and crew rotation. If this is done well, then higher utilisation should be possible.

Is that what your Skywise service does? And what are the other support services you provide for African airlines?

Yes. And we can also help with predictive

The development of intra-African connectivity requires smaller gauge aircraft and you now have the A220 which should do well in Africa?

Yes, we are very pleased that we already have A220 customers in Tanzania and Egypt. I predict a very bright future for this aircraft in Africa. It is the right size to help airlines increase frequency. It has the range and cabin to comfortably fly beyond five to six hours and also has good cargo capacity.

Has it got ETOPS approvals?

Yes, in Africa ETOPS is needed not only over water but also over land, especially at night.

Are you governments industry?

lobbying for the

African aviation

We are continuously working with financial institutions, Development Banks in Africa and governments to use some of their transport budget for aviation support. In many cases they spend the money on roads, ports or railways and sometimes airports, but not much is used for airlines.

Moving back to aircraft finance – is it available only if the balance sheet of the airline is positive or you have a state guarantee?

It all depends on the airline and its team – even if the airline is not profitable – as long as they have a clear plan and the financiers can see that the plan is achievable and that they will be profitable in one or two years, then the banks will be happy to lend. So it’s more to do with a credible business case.

Who financed the two A220s for Air Tanzania?

They were paid for in cash by the government. But the A220 can be financed by the Canadian export credit agency.

Have you made many A330neo sales in Africa?

Yes, we have three customers for the A330neo: RwandAir, Air Mauritius and Air Senegal. These three will be receiving their aircraft in the coming weeks. [Air Senegal received its first A330neo a week after this interview.]

Do you not, like Boeing, also have a ‘Middle of the Market’ gap? The high density A321 gives 230 seats and the A330-200 high density has 406 seats. That seems to me to also be a big ‘middle of the market’ gap.

Not really, the gap is not that big when you use a typical 237 seat configuration for the A330-200. And they are a good combination for African airlines. The A321 is a very efficient aircraft in terms of seat mile costs up to 6-7 hours. The A330 covers the market above this.

What new African orders for the A350?

We are working on a number of buyers – we already have Ethiopia and Mauritius and Tunisia. The A350 and A330neo both have superb takeoff performance from hot and high airports. And that’s why the aircraft has been very successful here in Rwanda, Uganda and Ethiopia, as well as hopefully one day in South Africa.

The A350 is the only twin that can takeoff from Jo’burg at a temperature of 23 degrees and fly direct to New York.

If you had one wish for the African airline industry, would you like to see some consolidation into fewer bigger and stronger airlines?

Why not? But it won’t be the easiest way. That’s why I would like to see the private sector investing more in aviation. It is something we don’t have enough of today in Africa. 

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Feature R eport & I mages : G uy L eitch

LESSONS FOR AFRICA:

AUSTRALIA’S PLAN JERICHO

Africa has demonstrated massive on-going lack of investment in its air forces and technology. The predominant paradigm seems to be to buy the most modern aircraft available – at often inflated prices – and then somehow hope that because much money was spent, it will somehow stay operational and modern.

Not just an air show air force - A RAAF F-35.

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FlightCom Magazine

S

OUTH Africa in particular made a huge investment in fighters with its Gripen and Hawk programmes. But since then there has been very little focus on developing the technology partnerships and broader environment necessary to use the capability that was purchased at such a high price against the needs of social development.

In contrast, showing how important it is for air forces to be kept technologically up to date, the Royal Australian Air Force (RAAF) launched its “Plan Jericho” to ensure that, in the ten years from 2015 to 2025, the RAAF will be “one of the best equipped and most potent air forces in the world.”

Plan Jericho began when the RAAF realised that its investment in advanced technology such as the F-35A Lightning II and F-18G Growler, plus the P-8 Poseidon, needed to be supported by a new style of strategic thinking if the huge investment in the RAAF was going to be effective and enduring.

Responsible for overseeing a multibillion dollar upgrade to the latest, network-centric fifth-generation aircraft, the then Chief of Air Force, Air Marshal Geoff Brown, wanted to ensure the RAAF was ready to use its new equipment to full advantage in a world where potential adversaries were becoming increasingly sophisticated.

This programme has been continued by Australia’s current Chief of the Air Force, Air Marshal Gavin “Leo” Davies.

BREAKING DOWN WALLS “We have the most modern fleet of any air force in the world, right now,” says Davies. “But if we don’t start to train our people to operate in a fifth-generation air force, all we will have is a modern air force and modern planes, but we won’t be operating and exploiting the limits of that capability.”

The plan is named “Jericho” after the biblical story of the battle of Jericho, where the Israelites are said to have brought down the city walls with a blast of their trumpets, and in memory of Operation Jericho in World War II, which saw Allied airmen free members of the French Resistance by bombing the walls of a German prison. “It’s all about breaking down walls and setting

free our thinking,” says Reid, of what has been described as the most significant transformation program in the RAAF’s history. “Its overriding theme is harnessing the combat potential of the integrated defence force – the army, navy and air force operating together. To us, it is absolutely crucial that air force officers and, broadly, defence officers, think differently about their problems.”

To do that, Plan Jericho sought civilian partners to help the RAAF learn new ways of thinking, starting with some of the world’s largest management consultants.

Davies says he plans to revolutionise the relationship between the RAAF, defence companies and universities, with staff exchanges across the organisations. He says that he was alarmed that Australia’s ‘adversaries’ were not constrained as Australia’s are in that they exploited both government and private sector technologies.

Davies said he wanted to see the RAAF’s “best and brightest” seconded to industry and academic organisations. “Our airmen and women can learn so much from our business partners who support our capability. Likewise, men and women from our industry partners can apply their skills inside air force and mentor and develop our people. We must make this easier and ultimately routine,” Davies said.

Davies, who is a former F-111 ‘Aardvark’ pilot, said he was reminded every day that private industry had driven advancements in communication technology and big

surveillance and support capabilities.”

Australia’s Deputy Chief of Air Force, Air Vice-Marshal Warren McDonald, says, “One of the primary outputs of Plan Jericho will be renewed operational concepts for the future force. These will outline the way the Air Force of the future will fight and win through enhanced command and control, information sharing and decision superiority.

“We will need to modernise our training systems and philosophies, with an enhanced focus on simulation and experimentation.

Training in the future will be a seamless blend of live, virtual and constructive events across multiple platforms and services.

Our collective training must challenge the total force across a range of operating environments. How we interact with Army and Navy is fundamental to our future success, as is our ability to integrate with our allies worldwide. The acquisition of fifth generation aircraft is critical, but the effective integration and adoption of these platforms depends on us utilising our air combat forces as a component of a complete war fighting solution.”

The RAAF already has close links with many defence companies, including Boeing and Lockheed Martin, but those links are formal and kept at arm’s length. Many former military officers also take on senior jobs with the big multinationals when they retire from the force.

Air Marshal Davies said he was committed to advancing the development

DIALLING IT BACK TO 300 KNOTS RATHER THAN 600 KNOTS, SO THAT WE STAY ALIGNED WITH OUR PARTNERS data management. “It frustrates me that our war fighters are not able to exploit this technology in their work environments to the same extent they do in their private lives.

By 2025, the RAAF will be one of the best equipped and most potent air forces in the world, with world leading and global strike,

of joint warfare strategies outlined in Plan Jericho developed by his predecessor Air Marshal Geoff Brown. He said he was encouraged by the collaboration between the three services, but he warned that it was vital to keep the Navy and Army in the loop as the air force advanced into the “5th

FlightCom Magazine

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Fightersweep.com

generation” warfare environment.

Using a fighter pilot analogy, he said that if that “means sometimes dialling it back to 300 knots rather than 600 knots, so that we stay aligned with our partners, then so be it.”

Air Marshal Davies said there would need to be a change of mindset to allow the

services to work together seamlessly. “To match our boast about becoming a ‘system of systems’, linking sensors and shooters, we will all have to work hard to break down cultural obstacles,” he said. “Hardware is not the issue. Rather the generation of air, space and Cyber effects across the land and sea domains will depend on skilled

people with an innovative mindset and the development of trust,” Air Marshall Davies concluded. 

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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*

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Briefing T ext : G uy L eitch

AIRLINES:

STATE OWNERSHIP OR NOT? Africa is one of the last places where governments think they should st ill own and run airlines. And yet almost all the Cont inent ’s airlines are loss making and consequent ly unsustainable.

U

NTIL the mid-1980s, governments around the world owned most of the airlines, set fares and routes, and protected flag-carriers by restricting new entrants.

But then privatisation made air travel

being Ethiopian, Singapore and the Gulf carriers: Emirates, Etihad and Qatar Airways – the so called ‘Gulf Three’ or ‘ME3’. All the Gulf Three benefited from a government subsidy at start-up, but the key to their success is that they have an excellent location for a hub and have been left alone

African states persist with trying to run flag carriers.

more competitive and liberalisation brought competition from low-cost carriers. Most airlines in state control failed to adapt and there are thus very few successful stateowned airlines, with the notable exceptions

27

FlightCom Magazine

to operate commercially with minimal state-as-owner interference.

The World Bank analyst David Miles provides a useful synopsis of the issues of state ownership when he posed two

questions about poorly performing airlines in late developing countries (LDCs): The first question is whether government ownership and thus protection of their airlines, with the associated bailouts, is a condition to have an airline that provides the supposed public benefits of affordable access to non-viable ‘thin’ routes?

Miles argues that, based on a wide case history, that the answer is ‘unlikely’ due to there being more efficient ways of providing air connectivity on uneconomic routes.

He proposes that transparent and open application of government subsidies would lead to the most efficient airline, regardless of whether it was state or privately owned, being awarded the tender so that the cost of subsidisation can be minimised while still achieving the same development objective.

Miles’s second question is whether it is appropriate that state funds should go to profit driven private sector businesses?

Again, he argues that based on the performance and the global experience of state-owned airlines, the answer has to be that it is “highly unlikely” that state owned airlines can be more efficient than privately owned airlines.

R ATING AIRLINE PERFORMANCE Of specific relevance to the African airline industry, Miles proposes the following five criteria for rating airline performance: 1. Routes served, ticket prices and the

THE REGIONAL DEVELOPMENT ROLE OF AIRLINES In terms of the provision of air transport connectivity, especially Intra-African connectivity, a further key motivation for state-owned airlines, particularly in Africa, is that they serve a very necessary developmental function for peripheral areas.

The South African White Paper of 2008 points out that there has, over the past 100 years, been massive rural-urban migration and thus small towns struggle to survive.

Without airline connectivity many small towns would simply atrophy and indeed, when potential investors look to set up factories or shops in regional towns one of the first questions asked is: “Is there a regular and safe airline service?” Often these routes are too thin to be commercially viable for private sector operators and so it is argued that a state-owned carrier is needed for these routes.

This is, however, a challenge that has been thoroughly explored in the United States. There are about a hundred small cities in the Essential Air Service program (EAS). The EAS program started in the 1970s when the US Congress deregulated the airlines yet needed to protect rural airports.

by Congress, where both Democrats and Republicans have defended the federal grants that flows to their airports.

The bottom line for many proponents of state ownership of airlines is that airline profitability should be a secondary or even tertiary concern, given the stimulating effect it provides for the economy.

ROLE OF THE PRIVATE SECTOR Internationally there is strong evidence that privately owned airlines are more efficient and profitable than state owned airlines. The study has examined the role of an airline’s ownership on its performance and concluded that in general, state owned carriers perform worse than privately owned carriers. Furthermore, it concluded

Air Tanzania may be the poster child of why States should not own airlines.

Royal S King

numbers of seats available must be allocated purely on the basis of market demand and not as required by political interests.

2. The appointment of airline management and directors purely on the basis of merit, that is, without political influence.

3. There needs to be a strong, independent regulator that is able to act against unsafe airlines.

4. The airline must be sufficiently capitalised and use this in accordance with purely commercial requirements.

5. That poorly performing airlines, either in terms of commercial viability or safety, must be allowed to fail.

Miles argues that if these criteria are fulfilled, then it doesn’t matter whether an airline is state or publicly owned. He goes further to say that there may in fact be a case for a preference towards an efficient and well managed state-owned airline. He does however reiterate that historically, governments have performed very badly in terms of these criteria and so state ownership is more likely to lead to a largescale misuse of state funds. He argues that the public interest is best served by using properly managed efficient and market facing private sector airlines.

Miles further comments that, “It is interesting to note that while this is a well discussed topic amongst industry practitioners, my experience on the ground in developing countries is that this debate rarely surfaces. I observe in many countries that there is a strong emotional attachment by the general public to propping up government airlines, no matter what, while the education and health systems rot due to lack of funds. I think it requires not only strong sponsors and industry support, but a creation of a strong public awareness of the implications of the alternatives.”

The EAS pays airlines a federal subsidy for each passenger they fly. However, like all market interventions, the subsidy has distorted the market, created inefficiencies and arguably become unproductive.

In the USA, with its highly developed landscape, many of the cities the EAS subsidy benefits are less than 100 km from larger airports. A larger airport with more passenger demand attracts larger aircraft that are far more efficient in seat mile costs than smaller gauge aircraft. These smaller aircraft are typically turboprops, which are not as popular with passengers as pure jets, and in some cases single engine aircraft such as the Cessna 208 Caravan and Pilatus PC-12. It is therefore not unusual for subsidised flights to be mostly empty.

In Kingman, Arizona, the government pays $1.2 million a year to subsidise about eight passengers a day.

It is argued that where democracy works with a fine balance between two dominant political parties, these subsidies are seldom challenged due to the political consequences. Thus, in the USA, efforts to reform the EAS subsidy have been rejected

that carriers with both public and private sector owners generally perform worse than purely private sector owned carriers, but better than public sector carriers.

Regardless of the extent of state involvement in airline operations, whether as a flag carrier airline owner and operator, the private sector is key to airline operations, and in particular safety.

SAFET Y Two key safety areas that the private sector typically provides are maintenance and pilot training. Both of these have lashings of scope for cutting corners and therefore the presence of a strong regulator is required to enforce standards. The temptation to cut corners is particularly strong when the airline is cash strapped and trying to reduce costs by cutting down on maintenance and pilot training standards such as regular training and testing.

Overall, the consensus appears to be that private sector airlines are better run and safer than state-owned and run airlines. 

FlightCom Magazine

28

News T ext : G uy L eitch

AERO 2019 EUROPE'S GA IS GOING GREAT Aero Friedrichshafen is Europe’s version of the world’s biggest air show - Oshkosh Airventure – but it’s very different .

T

HE Aero Expo is held in the hangars of Friedrichshafen Airport on the picturesque shore of Lake Constance in southern Germany. Due to the cool spring weather it is mostly held indoors. This year 32,000 visitors arrived and 757 companies exhibited, a 7% increase over 2018 figures.

Aero is not only Europe’s largest trade fair for general aviation but is also the most important trade fair in the lighter side of the general aviation worldwide for product launches.

A first time exhibitor from South Africa was KFA Kitplanes whose Bushbaby is in the process of acquiring German DULV approval for the Explorer. The Bushbaby falls into the new 600kg UL category in Germany and it was decided to use the German DULV (a local German Recreational Ultralight Association) as the certifying body and also use the LTF-UL 2019 certification standard as the basis for the approval. It was also decided to rename the Bushbaby Explorer as the EXPLORER UL-600.

Another prominent South African company to exhibit was Jonker Sailplanes, who with European partners M+D Flugzeugbau exhibited their JS1-C and 18 m glider JS3 world competition dominating gliders.

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FlightCom Magazine

European innovations dominate LSA design and Aero is their natural home expo.

The organisers report that new topics such as the Business Aviation Conference and the Lindbergh Innovation Forum provided even more impetus. The Aero Conferences, the Helicopter Hangar, and the E-Flight Expo also scored big points with appreciative specialist audiences. “We registered phenomenal feedback,” said Aero head Roland Bosch. The “Be a pilot”

program aiming to attract new junior pilots and the Flight Simulator Area were very well received by the industry. Numerous conversations made it clear that interest in the topic of electrically powered flight (as seen at the E-Flight Expo) is continuing to grow, with the subject of sustainability gaining ever greater significance.

Drones were naturally also big at AERO

where the German police have been testing the use of unmanned aerial vehicles for some time.

An unusually well-qualified specialist audience (reportedly 60 percent or which are pilots) with around 60 percent from abroad, attended the exhibition with considerable prior knowledge.

Aero visitors took note of the next big event: AERO South Africa, a cooperation between AERO Friedrichshafen and Messe Frankfurt South Africa. This expo will be at Pretoria’s Wonderboom and presents the latest products and innovations to the industry. It will be Africa’s largest trade fair for general aviation. It’s slated to take place at Wonderboom Airport from July 4 to 6, 2019. The next European AERO will take place from April 01 to 04, 2020. 

Strong South African presence from KFA with their Explorer.

Something old - the Junkers Ju-13 was a centrepiece.

There will always be a couple of classic biplanes - this is the Stampe SV4 RS.

The show is mostly housed inside the hangars of the Freiderichshafen Airport.

Hybrid Electric Petrol engines were prominent for 2019.

Looking familiar - The Sling 2 based Sonaca 200 finally has a glass cockpit and is now called the Sonaca 200 Trainer Pro.

FlightCom Magazine

30

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Defence T ext : D arren O livier

THE NEED FOR CONSTANT AND CONTINUING PROFESSIONAL MILITARY EDUCATION There is an interesting trend taking root in many of the world’s advanced air forces as they struggle to cope with the complexities and insane pace of modern warfare, plus the challenges brought by ever-advancing technologies. The trend is to rethink professional military education (PME).

Military education must be ongoing if defence expenditure is to be effective.

I

T is no longer considered sufficient for mid-level to senior air force personnel to have a handful of detailed staff courses and the occasional refresher course in updated tactics, technologies and strategies. Instead, air forces are increasingly adopting a hybrid model that combines those existing approaches with always-available on-demand education and training programmes delivered over the internet (or intranets) along with ad hoc and

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FlightCom Magazine

informal forums hosting discussions across ranks, disciplines, institutions, and even countries.

In fact, it’s not unusual now to have senior air force officers having open and frank discussions about current and future doctrines with their counterparts from other countries, outside the boundaries of regular structures and without the need for much organising. Most importantly, academia is increasingly being brought into the discussion, allowing for the mutually

beneficial sharing of experiences and expertise between active military personnel and academics at a level that did not often happen as freely in the past.

This is something that has not yet been adopted by most African air forces, which are by and large still stuck in a very formal, very structured way of thinking that discourages that level of informal sharing and personal development and requires command approval for far too many interactions. Yet Africa is not going

In Rwanda a civilian presents on improving military professionalisation for African countries .

to be immune to the challenges brought by networked warfare, especially as the world’s most powerful countries become ever more sophisticated at using electronic warfare (EW) and low-observable platforms to evade traditional detection and targeting techniques.

While it would be unrealistic to expect African air forces, save for the most wealthy, to be able to ac-quire, adopt, and implement the latest approaches in networked and stealth warfare, they do need to become more adept at using what assets they have in new and better ways to preserve their ability to fight and survive against technologically superior forces. They also need to prepare for a future in which non-state actors, like rebel groups, will increasingly have access to high-technology capabilities like jamming, radio interception, encryption, network intrusion, and the like.

One of the leaders in adopting this new way of thinking has been the Australian Defence Force, in particular the RAAF, which undertook a review some years ago of its military training and education in order to understand how best it could cope as a mid-size but high-technology defence force in a rapidly changing region dominated by the rise of China.

The RAAF realised that being able to operate as a fully-networked and integrated ‘5th generation’ air force would require not only entirely new sets of skills, but the ability of each and every operator to be able to understand and interpret the big picture and the way in which each of its systems interacted with and affected other systems.

In other words, there’s no longer such a thing as a standalone weapons platform that could be deployed in isolation and operated by personnel who didn’t need to know much about what the rest of the force was doing.

Everything is part of the same shared datalinked system.

However, the RAAF has also recognised that while becoming a networked and datadriven force may make it more effective, it also makes it more vulnerable to attacks that degrade those networks and hamper data sharing. What’s more, such an integrated system can degrade in unexpected ways under attack, leaving some parts of the force

cut off, confused, and even misdirected. So as well as understanding how best to use networking and data links, modern air forces need to understand how they can continue to fight effectively with their systems under attack and degraded all the way down to complete dysconnectivity, which

There is a real need for Africa’s air forces to become a part of this trend, and to at least ensure that even if they can’t keep up in the equipment and system stakes, that they keep up in the education stakes and remain closely linked to the latest developments in doctrine and tactics and how they can

African air forces need to prepare for a future in which non-state actors, like rebel groups, will increasingly have access to high-technology capabilities. means that every single aviator, operator, commander, and even regular airman needs to understand their part of the entire system, how they link to other elements, and how to cope with network attacks.

One of the outcomes of their approach has been a new doctrine called ‘Plan Jericho’, which defines how the RAAF should prepare for a level of warfare dominated by data and networking. It makes for interesting reading, as do the similar doctrines emerging from the UK, France, the US, Germany, and most other developed economies.

both use and counter them as necessary.

That means that we should be encouraging senior officers to reach out and join these discussions and communities in order to take advantage of the work done by others to develop and test these approaches, and allowing personnel to develop their skills independently of the rigid existing internal professional education structure and to make use of vetted external resources.

With hope, that will eventually translate into far more knowledge and experience sharing both within and between African defence forces. 

FlightCom Magazine

34

News R eport : G uy L eitch

STRATOLAUNCH FIRST FLIGHT

The world’s largest aircraft recently undertook its maiden flight .

The Stratolaunch, a six-engine, twin-fuselage behemoth with a 385 foot wingspan, took off from Mojave after years in development .

T

HE aircraft was conceived

by Paul Allen and Scaled Composites founder Burt Rutan as an aerial launch platform for low Earth orbit satellites that will substantially reduce launch costs. The aircraft is designed to take rockets weighing as much as 185 000 kg to 35,000 feet for launch and will tap into the burgeoning market for communications, reconnaissance and broadband satellites that are being

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FlightCom Magazine

launched at between 300 and 1,200 miles altitude. Stratolaunch is hoping for a first launch in 2020.

As Stratolaunch embarks on the long and costly certification process for the aircraft, Virgin Orbit is preparing to launch a competitive service using the longestablished Boeing 747-400 as its platform.

Although the jumbo jet won’t carry as much as the Stratolaunch, it’s still able to serve a significant slice of the market for small satellite launches and it expects to be in

business by the middle of this year. Virgin Orbit CEO Dan Hart confirms that; “We are well on our way towards providing new launch opportunities for small satellites that have waited too long for their ride to space.” 

ABOVE: Stratolaunch takes to the air for the first time.

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Africa Aviation Academy

(011)

824-3528

info@aaacademy.co.za

Central Flying Academy

(011)

824-4421

U Fly Training Academy

(011)

824-0680

390-1738

Richards Bay Air Carriers

(035)

786-0146/7

786-0145

Rustenburg Flying Club

(082)

821 1690

082 619 8633

Bird Aviation

(016)

556-1007

info@birdaviation.co.za

Desert Air (PTY) LTD

+264

61 228101

+264 61 254 345

j j jjjj

j

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Blue Chip Flight School

(012)

543-3050

543-1826

Loutzavia

(012)

567-6775

543-1519

Legend Sky

(083)

860-5225

086-600-7285

Powered Flight Training

(078)

460-1231

086-666-2077

Vortx Aviation Training

(072)

480-0359

086-524-0949

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MOSSEL BAY PORT ELIZABETH RAND AIRPORT

RICHARDS BAY8 RUSTENBURG

VEREENIGING AIRPORT

WINDHOEK - EROS AIRPORT

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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111

41

FlightCom Magazine

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Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

E-MAIL

✗ ✗ ✗ ✗

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

Schutz

Ernest

Germiston

011 825 5300

schutzfm@iafrica.com

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

AME Doctors Listing

EASA registered

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.

FAA registered

SA Flyer 2019|01

FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS

Off-site Specialist tests

For other aircraft types contact Anton Rousseau - 082 562 5060 anton@gryphonflight.co.za

On site Specialist tests

We offer Type Ratings on: PC12 • B190 • E120 • Embraer 135/145

Senior Class 1, 2, 3, 4

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“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.

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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 info@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 Jaco Pietersen michael@wcaeromarine.co.za Nick Lloyd-Roberts +27 [0]82 672 2262 www.zscai.co.za 011 395 9000 Investment Aircraft jaco@airfincorp.co.za shuttle@fedair.com Quinton Warne www.airfincorp.co.za Cape Town Flying Club www.fedair.com 082 806 5193 Beverley Combrink aviation@lantic.net Aircraft Maintenance International 021 934 0257 / 082 821 9013 Ferry Flights int.inc. www.investmentaircraft.com Pine Pienaar info@capetownflyingclub.co.za Michael (Mick) Schittenhelm 083 305 0605 www.@capetownflyingclub.co.za 082 442 6239 Jabiru Aircraft gm@aminternational.co.za ferryflights@ferry-flights.com Len Alford Cape Town Flight Training Centre www.ferry-flights.com 044 876 9991 / 044 876 9993 Aircraft Maintenance International Steven van Zyl info@jabiru.co.za Wonderboom 021 976 7053 Fireblade Aviation www.jabiru.co.za Thomas Nel admin@cape-town-flying.co.za 010 595 3920 082 444 7996 www.cape-town-flying.co.za info@firebladeaviation.com Jim Davis Books admin@aminternational.co.za

www.firebladeaviation.com Jim Davis Capital Air 072 188 6484 Air Line Pilots’ Association Micaella Vinagre Flight Training College jim@border.co.za Sonia Ferreira 011 827 0335 Cornell Morton www.jimdavis.co.za 011 394 5310 micaella@capitalairsa.com 044 876 9055

alpagm@iafrica.com www.capitalairsa.com ftc@flighttrainning.co.za Joc Air T/A The Propeller Shop www.alpa.co.za

www.flighttraining.co.za Aiden O’Mahony

Century Avionics cc

011 701 3114 Airshift Aircraft Sales Carin van Zyl Flight Training Services jocprop@iafrica.com Eugene du Plessis 011 701 3244 Amanda Pearce 082 800 3094 sales@centuryavionics.co.za 011 805 9015/6 Kishugu Aviation eugene@airshift.co.za www.centuryavionics.co.za amanda@fts.co.za +27 13 741 6400 www.airshift.co.za www.fts.co.za comms@kishugu.com Chemetall

www.kishugu.com/kishugu-aviation Airvan Africa Wayne Claassens Flightsure Aviation Brokers Patrick Hanly 011 914 2500 Mandy Coetzer Kit Planes for Africa 082 565 8864 wayne.claassens@basf.com 011 805 1884 Stefan Coetzee airvan@border.co.za www.chemetall.com mandy@flightsure.co.za 013 793 7013 www.airvan.co.za www.flightsure.co.za info@saplanes.co.za Chem-Line Aviation & Celeste Products www.saplanes.co.za Algoa Flying Club Steve Harris Fly Jetstream Aviation Sharon Mugridge 011 452 2456 Henk Kraaij Kzn Aviation (Pty) Ltd 041 581 3274 sales@chemline.co.za 083 279 7853 Melanie Jordaan info@algoafc.co.za www.chemline.co.za charter@flyjetstream.co.za 031 564 6215 www.algoafc.co.za www.flyjetstream.co.za mel@kznaviation.co.za

Comporob Composite Repair & www.kznaviation.co.za Alpi Aviation SA Manufacture Flying Frontiers Dale De Klerk Felix Robertson Craig Lang Landing Eyes 082 556 3592 072 940 4447 082 459 0760 Gavin Brown dale@alpiaviation.co.za 083 265 3602 CraigL@fairfield.co.za 031 202 5703 www.alpiaviation.co.za comporob@lantic.net www.flyingfrontiers.com info@landingeyes.co.za www.comporob.co.za www.landingeyes.com Apco (Ptyd) Ltd Flying Unlimited Flight School (Pty) Ltd Tony/Henk Corporate-Aviators/Affordable Jet Sales Riaan Struwig Lanseria Aircraft Interiors 012 5213 0775 Mike Helm 082 653 7504 / 086 770 8376 Francois Denton support@apcosa.co.za 082 442 6239 riaan@ppg.co.za 011 659 1962 / 076 810 9751 www.apcosa.co.za corporate-aviators@iafrica.com www.ppg.co.za francois@aircraftcompletions.co.za www.corporate-aviators.com Aref Avionics Lanseria International Airport Hannes Roodt C. W. Price & Co Foster Aero International Dudley Foster Mike Christoph 082 462 2724 Kelvin L. Price 011 659 2533 011 367 0300 arefavionics@border.co.za 011 805 4720 info@fosteraero.co.za mikec@lanseria.co.za cwp@cwprice.co.za www.fosteraero.co.za www.lanseria.co.za Atlas Aviation Lubricants www.cwprice.co.za Steve Cloete

Gemair Legend Sky 011 917 4220 Dart Aeronautical Andries Venter 083 860 5225 / 086 600 7285 Fax: 011 917 2100 Jaco Kelly 011 701 2653 / 082 905 5760 info@legendssky.co.za Sales.aviation@atlasoil.co.za 011 827 8204 andries@gemair.co.za www.legendsky.co.za www.atlasoil.africa dartaero@mweb.co.za

43

FlightCom Magazine

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia Charters Henry Miles 012 567 3873 charters@loutzavia.co.za www.loutzavia.co.za

Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Pieter Hulleman 012 543 0371 riks@pasaviation.co.za www.pasaviation.co.za Precision Aviation Training Academy Johan Odendaal 012 543 0372 / 082 553 4413 johan@pasaviation.co.za www.patahelicopters.co.za

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za

Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.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 Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shopsa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za

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

stoffel@trioavi.co.za/frans@trioavi.co.za

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

Southern Rotorcraft 021 935 0980 082 777 0805 sasales@rotors-r-us.com www.rotors-r-us.com

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

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 Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

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

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

www.trioavi.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za

U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

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

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

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

Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com

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

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

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

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

FlightCom Magazine

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