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Edition 284

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 38 Johan Walden - A SLIM LOGBOOK 42 Barry Lewis - INSURANCE 44 Ray Watts - REGISTER REVIEW 50 Jim Davis - ACCIDENT REPORT 78 Chris Martinus - AOPA BRIEFING

54 4 June 2019 | www.saflyer.com

FLIGHTCOM

5 11 33

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

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Edition 284

CONTENTS FEATURES SA FLYER

14 22 34 54 64 70 81 91

KEEP IT LITE Obituary - Noel Otten Red Bull Update Flight Test - Extra 330LX Solo Harvard Flight

REGULARS

Presidents Trophy Air Race

10

Lowveld Feature

45 M&N Acoustics Register Review 68 SV Aviation Fuel Table 76 Market Place

Grand Central Airport Feature

FLIGHTCOM

9 15 19 21 27 29 33 37 6

Opening Shot

Companies: Ascend Aviation

FLIGHTCOM

25 Questions: Dr Adriana Marais Companies: SkySource

32 GIB Events

Defence: Food Security Airline Industry Aviation & Tourism Development News: ACJ319neo Aviation NAMPO Style

June 2019 | www.saflyer.com

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SA Flyer 2018|10

CONTACT:

POSITION REPORT

I

T is very heartening that one of

Mike Gough posits that correct selection

the biggest growth industries in the

of future pilots is essential. The various

world will not be the much hyped

MPL (Multi-crew Pilot Licence) programmes

Fourth Industrial Revolution, but

currently in place in Europe and the UK

pilot training.

have produced some interesting data. Of

In his column in FlightCom

the properly screened, assessed and trained

this month, Captain Mike Gough

candidates, 90% are currently in employment with airlines of all sizes.

provides some fascinating insights as to how the pilot training industry is evolving to

This makes the funding opportunities for

meet the almost impossible to fill demand.

new students that much easier. Traditional

It is good news for aspiring South African

modular CPL courses have a massive

professional pilots – and most importantly

failure / lack of completion / unemployability

– there is a real chance of viable / pay-

rate, meaning that that banks are less than

backable, finance options for those without

enthusiastic to get involved if the chances of

parents with a million Rand or more to

repayment are that shaky.

In great news for those who don’t have

spend on an integrated ATPL. Mike Gough writes that airline flight

the money to train as professional pilots, Mike

simulator provider CAE has commented

Gough says those that successfully complete the

that the training industry as a whole is

battery

of

medical,

psychometric,

potentially capable of meeting the demand for airline-quality training,

personality profiling and aptitude tests will, in the very near future,

but the bottleneck lies in attracting suitably competent and capable

have banks beat a path to their door to offer wads of cash for their

individuals. The problem is that many of those who are good pilot

training.

material have the massive hurdle of cost of training to become a

This ability to repay a million Rands in training costs, in a proper

professional pilot. 43 Air School is advertising its Integrated ATPL

MPL environment, will be assured by the future airline employer from

course for R1.3 million – all but impossible for most students and

day one of the training. The pilot training funders can be guaranteed

their parents.

returns from that investment.

And that still leaves pilots without the experience level many

However, in yet another SACAA deficiency, the legislation

airlines require. Fortunately a precedent has been set by Ryanair

necessary to enable the MPL still does not exist in South Africa

who see themselves as a stepping-stone for pilot development. They

despite being a recurring finding during ICAO audits. And thus the

accept low time flying school graduates, with a fresh Boeing 738 type-

CAA continues to frustrate the development of aviation in South

rating, and progress them from right seat to left within a few years.

Africa.

Amazingly, Ryanair is then happy to see these newly minted captains that they have trained move on to other airlines – presumably before the salary bill becomes too high for their notoriously penny pinching

EDITOR & PUBLISHER

CEO, Michael O’Leary.

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 June 2019 | www.saflyer.com

Guy Leitch

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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.

SA Flyer 2019|02

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I

OPENING SHOT

N a break from local general aviation, but in keeping with this issue’s digression into some spaceflight stories , we bring you this extraordinary image, which was rated the “Picture of the year” by Wikipedia commons.

It depicts the Soyuz TMA-14M spacecraft descending by parachute over a sea of golden clouds. On board were astronauts and cosmonauts returning from almost six months on the International Space Station.

The image was taken from a chase plane by NASA’s Bill Ingalls using a Nikon D4, with exposure at f11 with a shutter priority of 1/4000th at a relatively high ISO of 800. Exposure was -0.7 for the harsh light conditions.

10 June 2019 | www.saflyer.com

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11 www.saflyer.com | June 2019

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ATTITUDE FOR ALTITUDE GUY LEITCH

SCIENCE FICTION? YOU GOTTA HAVE FAITH. Dr Adriana Marais is an enigma. Unquestionably bright, she is nonetheless posturing on the world’s stages about living the rest of her life on Mars. Is she barking mad – or just delusional?

I

have spent hours trying to make some sort of sense of the enigma of Dr Adriana Marais, and what I write here is the results of that thinking – yet it comes far short of actually

understanding what is really driving her.

Let’s get the basic facts down: Adriana is one of 100 finalists in a competition 200,000 people entered to select 24 people to take a one-way ride to Mars and set up a colony there – until they die, which will probably be sooner rather than later. The selection of the final 24 will be based on a gruelling test of the candidates as they cope with living in the Antarctic over winter. As Director at the Foundation for Space Development South Africa, she is driving an overwinter Antarctic

Adriana Marais.

Martian simulation experiment for 2020.

This will be an excellent test-run for life on Mars as the winter surface temperature at

minus 55 degrees Celsius. The precedent

Antarctica can get to the typical minus 50

is not good. An experiment in biosphere

let’s look at some of the physical realities: The Mars One project initially said it

degree Martian day.

living in Arizona saw oxygen levels fall

would get to Mars in 2024 – just five years

There are four top 100 finalists from

dangerously low. Adriana shrugs this off,

from now, yet there are no plans in the next

South Africa, but Adriana is an absolute

saying it was a closed system and they will

ten years from any of the major space travel

natural to end her days on Mars. She has

be able to harvest water and thus oxygen

providers to build the sort of craft Mars One

been dreaming since she was a school kid

from the Martian soil.

needs. Elon Musk’s SpaceX is focussed on

in Pietermaritzburg, where did a school

Adriana says, ‘My research interests led

Mars colonisation and yet, after 17 years

project about going to Mars. And now she

me to the famous question, “What is Life?”

of development, he still has not got his

has a PHD in Quantum Biology and an MSc

Showing that life is sustainable on Mars, or

spacecraft approved by NASA for human

(summa cum laude) in Quantum Physics.

furthermore finding evidence of life on Mars,

use – although he should get there soon.

She is intimidatingly bright and chatting to

would be one of the most important possible

After failing to get his first rockets to fly, Musk

her forces me to mentally change up a few

discoveries for humanity- a giant leap in

famously realised that, “Space is hard.”

gears. She is thus well qualified to explore

terms of understanding who we are, where

Mars One has already slipped badly

the intricacies of life on Mars – because its

we come from and what the future may

behind schedule – and if it ever comes off,

life itself that they must create to survive.

hold.” She says this with such conviction that

Adriana who is now 35 years old, may well

One big question is how to sustain life

it’s hard to doubt her. So, if she reckons she

be too old to fulfil her dream. Mars One says

on a planet whose average temperature is

can go to Mars, who am I to disagree? Well

that plenty of missions are planned before

16 June 2019 | www.saflyer.com

COLUMNS

the first humans are flown to prepare the way

optimistic. So the elephant in the room is

causes an electron to rapidly move across

for their arrival. But the schedule has slipped

how on earth is Mars One going to raise

the cell membrane and this is why solar

– badly. By 2018 Mars One had expected

enough money to pay for the construction

energy capture in plants is so efficient. So

that a Lander would have been sent to the

and testing of at least two Mars Transit

not only will photosynthesis be an integral

planet as a trial-run. That would have been

Vehicles? The company is raising money

part of her Mars mission, but her fields of

followed up in 2020 by an intelligent Rover,

however it can: sponsorship deals, crowd-

research may shed light on how life began.

whose job is to scope out a good landing

funding,

site, far enough north for the soil to contain

intellectual property rights. Then there’s

academic articles and received genuine

a viable amount of water, but nonetheless

the revenue from TV broadcasting rights.

awards. Usefully for the Mars One project,

philanthropists

and

licensing

Adriana

has

published

numerous

still close enough to the cold Red Planet’s equator to get essential sunlight for energy from PV cells. Two years after that, in 2026,

Transit Vehicle.

six cargo missions should head for Mars.

These include another Rover, two living units and two life support units. These must land near the first Rover, which sets up the solar panels to power the units. Adriana says that the Rovers have to divine a place where there is enough moisture in the soil for the extraction of 3000 litres water. This could require millions of tons of soil processing.

The PV cells will provide the 1.2 volts necessary for the electrolysis of water into oxygen and hydrogen; hydrogen for power and oxygen to breathe – which is important as the Martian atmosphere is 96% carbon dioxide.

When Mars is closest to Earth it takes

However, this got off to a bad start when TV

she is currently pursuing a second PhD to

about eight months to get there, and there

producer Endemol pulled out of the project.

derive a resource-based economic model

is just one window of opportunity every 24

Progress so far is not good: so far

facilitating sustainable expansion beyond

months. Their spaceship will be a “Mars

Mars One has raised just U$1m – and has

Transit Vehicle” which is supposed to be

now gone bust. Undaunted, Adriana says,

This is what makes the smart Dr Marais

available by 2028. This Transit Vehicle is

“Nothing changes for my plans... The mission

such an enigma. Undaunted by the practical

comprised of four parts which are launched

to Mars is bigger than any one of us. We’ll

realities of her dream, or by the badly

on separate rockets from Earth and are then

get there. One way or another.” She has an

slipping schedule and the unlikelihood of

joined together in Low Earth Orbit: The four

unwavering faith that Mars is her destiny. As

raising enough funding, she’s travelling

parts are: the two rockets, a Transit Habitat

a physicist and aspiring extra-terrestrial, she

the world with the fervour of an evangelist,

and the Lander. The rockets are used to

believes that mankind is at a unique point in

proselytising the young with her message

propel the Transit Vehicle to the 50,000 km/h

the history of life on Earth. Developments

of science, technology, engineering and

it will need to get from Earth orbit to Mars.

in science and technology have now made

mathematics (STEM) learning. Her mission

interplanetary travel possible.

is to inspire children and adults around

The 24 intrepid travellers cannot be

Earth.

expected to sit in a cramped capsule for

With a fervour that flies in the face of

the world to get excited about the future,

the eight months, so they will have a Transit

temporal reality, she gives TED talks about

believe in their dreams and remember

Habitat. Just the living room weighs twenty

the origins of life, the technology required

Nelson Mandela’s words, “It always seems

tons, so it’s a massive undertaking to get it

to live on Mars and the projects working

impossible until it’s done”.

into orbit for combining with the two rockets

towards sending people there. She believes

For more insights into Adriana as a

and Lander module. To support its human

that the discovery of evidence of life on

person, see her answers to 25 questions

payload the Habitat will carry around 800 kg

Mars would be one of the most profound

published as a face to face interview in this

of food, 3000 litres of water and 700 kg of

contributions of science to humanity.

month’s FlightCom.

oxygen.

And

she

should

know.

Adriana’s

A second Mars One crew mission is

postdoctoral research is on photosynthesis

planned for takeoff in 2026, for arrival the

as well as the origins of life itself. During

following year. It is estimated that the first

photosynthesis, plants convert solar energy

Transit Vehicle launch will cost U$6 billion

into chemical energy which can be used

– but most experts reckon that’s horribly

as fuel. In plants, light energy from the sun

j

guy@saflyermag.co.za

17 www.saflyer.com | June 2019

WASSUP?

TREE HUGGING CUBBIE

Its normally the Aussie Koala bears that we see hugging the tree-tops, but onlookers were surprised to see a yellow Cub also getting in on the act.

A

pilot has been rescued

The Valley County Sherriff’s Office and

after his Piper Cub

McCall Fire & EMS made their way to the

recently crashed and

site via snowmobiles and found the aircraft

he went up,” McCall Fire & EMS said in a

lodged in the top of

approximately 60 feet up in the tree.

statement. “Once at the top, he secured the

According to McCall Fire & EMS, two

plane with webbing to the treetop and then

pilot,

helicopters were dispatched to assist with

contacted the pilot. Acker was able to get

identified as McCall resident John Gregory,

the rescue but were put on standby due

a safety harness on the pilot who was then

79, was able to contact 911 after the crash.

to concerns that the rotor wash would

belayed down the tree to safety.” Gregory

In addition, the Valley County Sherriff’s

dislodge the aircraft from the treetop. After

walked away with no injuries.

Office was contacted by the International

the rescue team assessed the situation,

The cause of the accident has not yet

Emergency Response Coordination Centre

McCall volunteer firefight Randy Acker,

been determined, but it has been reported

(IERCC) regarding the activation of a SPOT

who also owns and operates a hazardous

that the aircraft lost power before the crash.

locator beacon and by U.S. Airforce Rescue

tree removal company in the area, climbed

Authorities are asking local residents to stay

Command after they detected the activation

up to rescue Gregory. “He made his way to

away from the crash site while they figure

of an unregistered EPIRB near McCall.

the top, clearing branches from the tree as

out how to get the aircraft down safely.

a tree near McCall, Idaho.

The

18 June 2019 | www.saflyer.com

j

Small enough to care‌ big enough to get the job done.

LEADING EDGE PETER GARRISON

LIFT

UNEXPLAINED Supposedly Albert Einstein told a story about a man to whom something is being explained. The

gist of it is that at each turn the man requires a definition of some simple word, such as “white,” and

each successive clarification strays farther and farther afield from the original subject. After a series of

improbable twists and turns, however, the dialog ends with some such exchange as, “It’s the colour of the swan in the park by the trolley stop.”

“Ah! Now I know what a submarine is!”

T

HE

point

is

that

explanations are like some piece of modern sculpture in which bits and pieces of familiar stuff are assembled to form an image of the

unfamiliar. We think we understand ‘white’, we think we understand ‘swan’, and in the end we think we understand ‘submarine’.

Really, there are two kinds of understanding: that derived from immediate experience and that conveyed by explanation. We really don’t understand most things at all.

I suppose that when, 20 years ago, Gale Craig, a retired General Motors researcher and engineer, wrote his little book with the indignant title “Stop Abusing Bernoulli!,” he had in mind to present a full, complete, and understandable explanation, and thus to dispose once and for all of the perennial question, “How do wings produce lift?” He was only partly successful, not because of any fault peculiar to his own argument, but because the mechanisms involved are

sufficiently

remote

from

everyday

experience to defy intuitive understanding.

The customary explanation for lift – Craig contemptuously dubs it “hump theory” – has air moving a longer distance over the top of an aerofoil than over the bottom, because of the aerofoil’s camber. Since it is tacitly assumed that neighbouring bits of

20 June 2019 | www.saflyer.com

Daniel Bernoulli - never imagined his theory being used to describe lift.

COLUMNS

air that part company at the leading edge

defend his good name from the grave.

must, like lovers in movies, be reunited at

For the scientifically more sophisticated

the trailing edge, air passing over the wing’s

among his readers, Craig also took on what

upper surface must travel faster than that

he calls the ‘induction’ theory of lift. This is

stop there; he explains many other things

passing over the lower surface.

also known as the ‘circulation’ theory, which

about aeroplanes, propellers, and flight

At this point Daniel Bernoulli (Swiss

is really little more than a mathematical

manoeuvres, and if he makes any mistakes,

mathematician and physicist, 1700-1782) is

convenience. Craig criticises the induction

I haven’t found them. Craig is a pilot himself,

introduced, somewhat like a distinguished

theory as resting upon a useful but

and his treatment is seasoned with the salt

guest at an informal dinner. It was he who

incomplete analogy between fluid dynamics

of experience.

first derived from Newtonian principles the

and certain electromagnetic phenomena;

But as for understanding lift, it will not

conclusion that, as flow through a duct

like “hump theory,” induction theory fails

take us far. Our understanding of things

accelerates, pressure within the duct must

to account for several commonly observed

ends at a certain point, and by consensus we

diminish in proportion to the square of the

phenomena.

agree not to look any further. For example, all

velocity. Applying this principle to wings,

If Craig had his way, we would explain

discussions of lift, including Craig’s, use the

we conclude that the pressure on the upper

lift by purely Newtonian principles. The lift

word “pressure.” We all know what pressure

surface must be greater than that on the

is the equal and opposite reaction to the

means, because we have exerted pressure

lower; ergo, the wing lifts.

force exerted by the wing in accelerating air

on things and had it exerted on our own skin.

In every ground school class, however,

downward. This is what we intuitively sense

If we have read popular scientific texts we

there is one spoilsport who raises his

is happening when a plane surface moves

know that the pressure of air arises from the

hand to inquire how aeroplanes manage

through the air at a slight positive angle.

impacts of air molecules on a surface in the

to fly upside down, or how aeroplanes with

If lift could be adequately accounted

course of their random bouncing around.

uncambered wings (like many competition

for by Newtonian principles, however, one

The surface of a wing is also a network of

acrobatic aeroplanes) or with perfectly flat

would have to wonder why Newton himself

molecules, but unlike those of a fluid they

wings (like paper or balsa gliders) manage to

could not correctly predict the lift of a flat

are held in place, vibrating but not, by and

fly at all. More inventive sceptics might ask

plate. He tried to, and came up with a formula

large, escaping. But what is a surface, really,

why making the upper surface of the wing

that grossly underestimated lift and, some

and what are these molecules? They aren’t

wavy would not further increase the transit

say, retarded, by its pessimism, the eventual

baseballs. They are strange, immaterial

distance, and therefore the flow velocity and

attainment of manned flight. Actually, it’s

things.

the lift. And more perceptive agnostics will

doubtful that Newton’s sine-squared law

If we could shrink ourselves to atomic

inquire who it was who decreed that the air

had any such effect, since aeronautical

dimensions (while acquiring a suitable new

that passes over the top of the wing has to

experimenters have tended to be practical

sensory apparatus), we would find a very

arrive at the trailing edge at the same time as

rather than theoretical sorts, and the fallacy

unfamiliar world indeed. For one thing, it

the air passing under the bottom.

of Newton’s conclusion can be readily

would be largely empty. An atom is to an

these

demonstrated by the simple experiment of

apple as an apple is to the Earth. Atoms

questions can be concocted, but the truth

going out on a windy day with an umbrella,

themselves,

is that the popular, FAA-approved Bernoulli

or, for that matter, by weighing a bird.

packed solids. They consist of a tiny nucleus

Makeshift

answers

to

all

explanation is inadequate. It’s not false –

result

arose

from

are

not

closely-

the

whose radius is only one ten-thousandth

pressure and velocity are related in the

assumption that lift resulted solely from the

of that of the weird, indescribable, but

way Bernoulli described, and they can be

impact of air against the undersurface of

decidedly

measured on the surface of a wing – but,

an inclined plane. Actually, a greater lifting

surrounding it. Molecules are mostly empty

as Wolfgang Langewische put it in his 1944

force is generated by low pressure above

space, like the universe itself, and so the

classic Stick and Rudder, “the explanation is

the wing than by high pressure below it.

collisions that produce pressure are really

more puzzling than the puzzle!”

Newton’s

however,

un-matter-like

electron

cloud

Unfortunately, after disposing of hump

advances and retreats of fields of force,

Although Craig was not the first to

theory and induction theory, Craig finds

similar to magnetic or gravitational fields.

point out the shortcomings of the Bernoulli

that his own account, which he styles

An aeroplane is “really” a cloud of forces

explanation of lift, it continues to be offered,

“recirculation

quite

progressing through a buzzing haze. In this

notably in books purporting to explain

complicated. It involves a good many

alien world, which is arguably the most “real”

science and physics to the lay reader, as

separate phenomena, and by the time

world we can try to imagine, our common

the only truth. Worse, it is the orthodoxy

he has finished explaining it one is left

ideas of weight, pressure, solidity and flow

espoused by the FAA, and so in order to

reflecting that the virtue of hump theory is

mean nothing, and the terms we use to

get certain test questions right you have to

that, however faulty it may be, it can at least

“explain” phenomena like lift turn out to be

know the Bernoulli explanation, even though

be articulated in a single sentence.

just as mystifying and incomprehensible as

it is incomplete. Ironically, Daniel Bernoulli himself

would

undoubtedly

have

theory,”

is

actually

Nevertheless, Craig’s 150-page book

the things themselves.

seen

is a useful source for pilots and would-be

And this is why a hand stuck out of a car

the fallacy of calling his pressure-velocity

pilots. His discussion of the mechanisms of

window teaches you as much about lift as

relation the “cause” of wing lift; but he cannot

flight is thorough and logical, but he does not

any textbook explanation can.

j

21 www.saflyer.com | June 2019

OBITUARY

NOEL OTTEN 2 DECEMBER 1947 – 6 MAY 2019

LEFT: Noel in the Springbok Aerobatic team.

girls but continued to maintain an active interest in aviation, becoming both SAC and JLPC Chairman, as well as many other posts particularly with FAI’s CIVA. In 1987 at his office late one night, he was attacked by genuine PAC terrorists who attempted to kill him, but due to a misfire of the gun, he lived.

Moving away from manufacturing garage doors to garage door openers, with a friend he started Brano Industries which was a huge success, until its collapse following the personal activities of this business partner that resulted in the immediate suspension of

N

all bank accounts. He could not pay staff, nor for materials already ordered as they were OEL grew up in the

a month later and Unlimited Champion in

regarded as terrorists. It took Noel many

southern

1979.

embarrassing meetings and years to clear

suburbs

of

Johannesburg, attending

He met his future wife Valmai (an

his name until being found totally innocent.

Australian) at a Johannesburg Light Plane

It is surmised by many that this stress led to

the

Club Dance. He was reluctant to get married

leukaemia, which he battled to the end with

earning an Engineering

as he was concerned that it would take up

great dignity.

Maritz

Brothers,

Observatory

and

Diploma at Wits Tech.

Noel

spent

every

possible

free

moment and weekend at old Baragwanath,

too much time away from flying. However he

He started flying again when his daughter

married Valmai in Melbourne in September

Narelle began flying. She went on to attain

1977.

triple ALTP status in South Africa, Australia

culminating in flying lessons at Rand Airport

As SA Aerobatic Champion in 1979 and

and USA. His renewed enthusiasm saw his

with Nick Turvey and Mike van Ginkel; taking

he was part of South African Springbok

beloved Tiger Moth being restored along with

an aerobatic lesson on the same day within

Team to compete at the World Aerobatic

a Steen Skybolt, a Christen Eagle II and a

an hour of being issued his license in 1965.

Championships at Oshkosh in 1980. It was

few other projects.

He held a PPL before he could legally drive

during the aerobatic practice session in

The incredible events that happened to

a car.

Merrill Wisconsin that he became intrigued

Noel could each be the source material of a

At the age of 22 he acquired a Tiger

by automated garage door openers. Noel

best seller novel yet were all true. But it was

Moth and immediately began competing in

was an expert carpenter and loved wood in a

his love of telling these stories where Noel

air navigation rallies, air races, aerobatics

way few could and so built a very successful

will be remembered best, captivating and

and air show displays. A founder member

business.

enthralling his audience. He lived for helping

of the SA Sport Aerobatic Club in 1972,

Twin daughters Narelle and Lyndal were

Noel decided to build two Pitts Specials

born in 1980 and along with Valmai were

S-1S, in the control tower building of old

always the true love of his life.

others, knowing there would not be any reward. He always paid the favour forward.

Noel is survived by his wife Valmai, twin

Baragwanath. He sent himself solo in his

Noel effectively stopped flying in 1985;

daughters Narelle and Lyndal; son-in-law

Pitts S-1 on 10 October 1975, using it to

realising that he had achieved what he

Duncan and his grandchildren Nate and

become Intermediate Aerobatic Champion

wanted to do and elected to focus on his

Cameron; and his many friends.

22 June 2019 | www.saflyer.com

j

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www.saflyer.com | June 2019

23

PLAIN TALK JIM DAVIS

INSTRUCTORS ARE HUMAN Now that you have followed my advice from last month and found the best instructor in the world, it’s like getting the finest racehorse in the world – if you want her to perform, you’ve got to treat her right. So here are some secrets on how to get top performance from your great instructor.

A

S

usual,

I’ll

call

entering, and some by leaving.

the

When she finds someone as keen as

The way people treat others is a

herself – someone really wants to learn –

are ‘her’ pupil – that avoids

statement about themselves as

then you’ll see an instructor with a sparkle in

all the he/she and his/her

humans.

her eye and a spring in her step.

•

instructor ‘she’, and you

•

silliness.

Because you’ve picked a good one, she’s •

going to treat you like her favourite pupil, but

My attitude is based on how you

“Okay,” you say, “Of course I’m keen.

treat me.

I wouldn’t be shelling out good bucks if I

I can be nice or I can be a shit – so

wasn’t. So what’s the big deal?”

The big deal is that you must show her

it won’t last long if you don’t do your share.

think about how you treat me.

You need to remember she’s not a machine

Okay, enough of the scene-setting.

how enthusiastic you are. You don’t have to

that you’ve rented – she’s a human being.

Here’s some practical, day-to-day advice on

grovel – just remember that she’s a person,

She’s capable of getting tired and ratty, as

how to get your instructor firmly on your side.

and not a training machine.

we all do. If you want to be treated like her

If you are paying for her services, you can

If you want her to care about your

favourite pupil – then you had better behave

demand your pound of flesh – and probably

progress, then you’ve got to do your bit too.

like you are.

won’t get it. You’ll do well to remember that

Here are some dos and don’ts for getting

she’s not in it for your money. She’s there

any instructor on your side:

Here are some notices that I’ve seen on

because she’s passionate about aeroplanes

DON’T breeze into her office, without

Everyone who passes through this

and instructing. Try to make yourself, and

an appointment, and tell her you want to

door gives me pleasure – some by

your training, part of her passion.

do a quick conversion onto a Baron. She’ll

instructors’ doors. Take them seriously.

•

Find a good instructor - and stick with him - or her.

read all manner of sinister things into this simple request. First, if you arrive without an appointment, this tells her you don’t respect her – your time is more important than hers.

When you say that you want the conversion to be ‘quick’, this tells her you either have a high opinion of your own abilities, or you think your first multi-engine aircraft is not a big deal. Or perhaps you think she’ll give you an easy time and save you a couple of bucks.

The truth is that any decent instructor will have seen the results of ‘quick conversions’ and will have nothing to do with them. If she’s good at her job, she’ll show you the door.

I refused to give the famous Bob Kershaw a quick conversion onto his Twin

24 June 2019 | www.saflyer.com

www.saflyer.com | June 2019

PLAIN TALK Comanche. He got his mate in East London

Ultimately, that takes many to the front page

the aeroplane. Run through the checks and

to do it in four hours – I would have made it

of the papers.

procedures. Try shutting your eyes while

at least ten. A few days later both engines

DON’T tell her you are in a hurry. My

you name and touch everything, including

stopped while he was taking his wife and

first instructor 100 years ago said, “Never

door handles, seat adjustments and fire

two friends from Knysna to Cape Town.

fly when you’re in a hurry.” At 17, I thought

extinguishers. The more familiar the cockpit,

They glided into Caledon, where he put his

he was mad – after all, isn’t flying all

the quicker you learn in the air.

beautiful aeroplane down on its guts. There

about speed? How wrong I was. It’s worth

DO show her that you are keen to learn.

was nothing wrong with the engines or the

repeating: never fly when you are in a hurry

You may think this is obvious, but she does

undercarriage, or indeed any part of the

– that’s when you start making mistakes. If

like to see your enthusiasm. Don’t let her

aeroplane. Bob himself was the weak link –

you’re really in a hurry, it would be safer to

think you are flying because daddy is paying,

he didn’t understand the systems. Like many

cancel the flight.

or because you think it’s cool to wear wings

cheapies, Bob’s quick conversion turned out

DON’T come across as superior or This

is

common

on your jacket.

to be an expensive dud. And ZS-FAW was

patronising.

amongst

If you really are keen, then tell her, “I’ve

forever after known as ‘Fok All Wheels’.

professionals – medical doctors are the

come to you because I want to fly properly

DON’T tell her that you are a hands-on

worst. Be humble and realise that your

and safely and I’ve heard you are the best.”

sort of guy and you can manage without

achievements don’t prepare you for flight

It’s good for her ego, and it’ll get you off on

checklists and things like that.

any better than those of a brick layer or road

the right foot.

DON’T look bored when she’s explaining

sweeper.

DO communicate, both on the ground and in the air. She needs feedback to gauge your progress, and to understand what’s going on in your head. There’s nothing worse than lecturing to a bunch of sheep.

The best students are the ones who ask the most questions.

Cockpits are terrible classrooms. They are cramped and noisy, you have little eyecontact with your instructor, you are probably slightly nervous, and there are a million distractions. So, if you don’t understand, ask her to fly while she explains again. You can’t absorb a new idea while all your attention is on controlling the aircraft.

DO demonstrate a healthy respect for the regs. They are there for your safety and

Don't forget to have fun learning to fly.

they are written in blood. She’ll respect you if you respect the regs.

DO read the POH. And read it again and ask questions until you understand

stuff.

expression

Equally, wealth is no advantage. The

everything in it. Knowing your aircraft can

immediately and scratch you off her favourite

She’ll

pick

up

your

best students are often those with the

be a lifesaver. Bob Kershaw put his Twin

pupe list. Besides, you almost certainly need

least money. ‘Hangar rats’ – cash-strapped

Comanche on its guts at Caledon because

to know whatever she’s telling you.

youngsters who hang around the airfield

he didn’t know his aircraft.

DON’T come across as over-confident.

helping

out,

cleaning

aeroplanes

and

DO stick to one instructor. The school

Nothing switches off an instructor as quickly.

pumping tyres – are often the best students.

may want you to fly with several because it

DON’T try to show off. When she asks

They make the most of every minute in

makes their scheduling easier. Don’t let them

for a gentle turn, that’s what she wants. Yep,

the air. They ask questions, they chat to

bully you into this – IT’S A VERY BAD IDEA.

I know it’s tempting to show you can do better

experienced pilots and they borrow old flying

Each will teach a slightly different procedure.

– but don’t. Your instructor is very difficult to

magazines to pore over during the long

Each will be unsure of your abilities and

dazzle. You’ll impress her most by simply

weeks between flights. They are information

often needlessly repeat sections. None

doing what she asks. I’ve found women are

sponges. Instructors love them.

will feel totally responsible for your overall

generally better students than men and do

DO get totally involved. Look her in the

as they’re told – they learn their checks and

eye. Ask questions and acknowledge stuff

procedures quickly and accurately, and then

she teaches you. The more you want to

stick to them forever. Men are inclined to

learn, the more she’ll give.

progress. It’s like several artists working on one painting – it’ll be a mess.

Certainly,

fly

with

someone

else

occasionally. You might get a different slant

cut corners and resist learning things that

DO learn your checks and procedures

on something, or the new instructor may

they consider unnecessary or repetitious.

and fly by the book. Between flights, take the

pick up something the other has missed. But

They are also more prone to showing off.

POH (Pilot’s Operating Handbook) and sit in

make sure you have one instructor who’s

26 June 2019 | www.saflyer.com

COLUMNS

committed to your progress and safety.

If you do change instructors, make it permanent.

•

do things her way.

Here are some reasons for changing instructors: •

If you do change, tell your new instructor that you’ll stick with her and that you want to Finally, if your instructor has helped

dedication with money.

•

you, say so – remember she’s human. You

you’re really keen.

can make her week by saying, “Thanks so

down pre- and post-flight briefings

much, that was fun and I learned a lot today.”

for every flight, then you need a

It’s amazing how few pupils think of this

•

Do your homework.

new instructor – or even a new

common courtesy.

•

The only way to impress her is by

of these one-on-one briefings.

•

If she’s a shouter-and-screamer,

doing what she asks.

Instructors want to see your enthusiasm.

•

Remember that imitation is the most sincere form of flattery – do things the way she does them.

performing like that. Or try early

•

morning bookings when she’s not

If you don’t understand, say so – particularly you professionals!

so tired and harassed. If things

•

Participate – ask questions.

don’t improve, look for a less

•

Ask her to take the controls while

volatile individual.

If she’s

the

she’s explaining a difficult point.

just-sit-there-and-

•

say-nothing type, it may be partly

•

Be on time for your lessons, even if she’s late.

tell her you can’t learn while she’s

•

Show her by your actions that

If you are not getting proper sit

school – that understands the value •

Don’t think that you can buy her

Show a healthy respect for flying regulations.

your fault for not participating. Try

•

Don’t have several instructors.

getting more involved by asking

•

Change instructors if necessary.

questions and discussing things. If

•

You are entitled to proper pre-flight

this doesn’t work, move on.

and post-flight briefings – make

If you have a personality clash

sure you get them in the price of

– there are occasions when two

the flight.

reasonable people just don’t get

•

on – there’s little that either of you

a good job. Let her know you

can do about it, and she’d probably

Summary:

welcome a change as much as you

•

would.

Thank her sincerely if she’s doing

Remember that she’s a human being – not a training machine.

appreciate it.

Do your bit, and you both win. She’ll give her best – and you’ll both have huge fun.

j

27 www.saflyer.com | June 2019

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28 June 2019 | www.saflyer.com

HELI OPS GEORGE TONKING

WEATHER TO GO OR NOT? In the security air-support sector of the helicopter industry, you often find a plethora of specialised gadgets added to an aircraft, making it seem almost invincible. with a sage warning; “Make sure you study

Safe at Mercy Air with my Dad.

hard in order to at least know 100% of that 1%!”

The story I tell today is not so much one of survival as it is of my stupidity and bullheaded persistence - a deadly combination.

I was fortunate to survive this combination, unlike many others before me.

My foolhardy story happened on a trip from Gauteng to Mpumalanga’s lowveld.

I had done this flight many times, in both helicopters and fixed wings, without incident.

But I had also read many accounts of small aircraft falling victim to the escarpment, with its weird weather and big changes in altitude.

Topography,

Dave

would

teach,

determines many a weather phenomenon.

When it comes to the escarpment, air masses hit the rock faces, gorges and

W

buttes, and are driven upwards, sideways or back down into the valley below. It’s all very ITH

all

the bells

meteorology when I first encountered the

unpredictable and dangerous on stormy

subject.

days, something like a grizzly bear with a

Fortunately, we had Dave, an older

and

toothache – not to be trifled with.

whistles

experienced gent lecturing on the subject.

This particular trip involved flying from

added,

Dave had become an expert in the

Centurion to White River, the quaint, drowsy

the

atmosphere’s

air

skulduggery

town a stone’s throw from the Kruger

in his many years as a navigator in an Avro

National Park. Our aircraft for this jaunt was

helicopter may seem omnipotent compared

Shackleton. Slide rule computer in hand,

the ubiquitous Airbus AS350 B2 Squirrel,

to the ‘mortal-standard’ weekend-warrior

Dave was awe-inspiring, not able to start

which has ample turbine performance but

craft. however, in reality every machine,

a new topic without first regaling us with

longer range compared to its more powerful

whatever its upgrades, is only as good as

naval aviation stories and international flight

B3 iteration. A comfortable hour-and-a-half

the skill and judgment of its pilot.

incidents. We rookies were spellbound.

journey awaited my two passengers, who

support

unpredictable

When originally training to be a pilot, I

I learned early on to pay careful attention

were both beyond-excited about their very

remember one subject vividly: Meteorology.

to whatever the older lecturers taught,

first helicopter flight! Having a fair respect

Imagine a weatherman in tweed-jacket trying

particularly Dave. One thing the old bugger

for the weather that the escarpment often

to decipher a badly green-screened chart

told us has stuck with me until today - that

dished up, I carefully checked the forecast.

on the tail end of a boring news broadcast.

we actually only know about 1% of what’s

The prediction was bleak in the aftermath of

That was the extent of my knowledge of

happening in the atmosphere. He continued

a long and unusually wet autumn, brought on

30 June 2019 | www.saflyer.com

COLUMNS

by the same weather patterns that brought us Cyclone Idai. I leaned out of the window at our head office in Centurion to check our local weather first-hand. A darkening band of storm cells to the west seemed to be approaching fast.

I hastily shepherded my passengers to the Squirrel and completed my wellrehearsed safety briefing quickly, all the while keeping an eye on the ominous tempest approaching in the distance. There was barely time for 1/1000th second selfies with the bird, so keen was I to get ahead of the weather.

“Clear

skies

ahead,”

I

whispered

hopefully, as the engine compressor spooled up. The flight to White River was indeed uneventful, barring the conversation one of the passengers had with the origami paper

Philip from Mercy Air kindly hangared us for the night.

packet behind my seat - an unfortunate side effect of the nerves of a first flight jumbled in with the turbulence caused by the undulating

to tackle my seriously outmatched little

As the wind began to swirl, I loaded up

landscape below.

eggbeater onto the ground. I secretly knew

my passengers. Goodbyes were hurried

Once safely in White River, with my

that we were most likely going to lose our

and we departed from the green strip, the

passengers off to complete the business

battle with the front, but we were all keen to

helicopter looking like a puny insect pointed

they had flown in for, I took the opportunity

get home to our families. Like many pilots

at the gloomy mountains ahead. Coming

to load up my 83-year-old dad, a long-time

before me, faced with a similar decision, I

up to the first peaks, now adorned in heavy

resident of White River, for the short hop to

gambled that I could squeeze the chopper

clouds, I found myself edging further

Nelspruit airport to refuel for the trip back.

Generally, the only way to avoid storms in a

Looking up the valley on the 2nd attempt the following day.

chopper is to go around them. Over is not an option. Under definitely isn’t. And so, the first thing that pops into a weather-consumed mind is fuel.

“The only time you have too much fuel, is when you’re on fire.” Again, one of Dave’s pearls.

I considered the weather while refuelling.

It looked mostly positive: partly cloudy with only a small chance of tragedy later. This got me thinking about helicopter accident reports. At what point did the hapless pilots paint themselves into a corner of no return?

“But I’m not them,” the sly politician-voice in my empty head assured me. “I am immune, with all my experience, to the same deadly decision-process.” Little did I know.

Co offload

After a most enjoyable visit with my dad, I finally got the call to pick up my passengers.

From our departure point at Mercy Air’s base outside White River I surveyed the escarpment to the west. And there, in the

up one of the many valleys along this section

forward in my seat, straining to find the right

distance, crouched the all-too-familiar bright

of the escarpment before the worst of the

spot over the mountains and into the calm

white Charlie Bravos (cumulonimbus clouds)

thunderstorm hit. After all, I knew the terrain

lee beyond.

like a massive pack of rugby players waiting

so well…

“Uh-oh!” I thought, as I noticed the extent

31 www.saflyer.com | June 2019

HELI OPS GEORGE TONKING

of the blackness ahead, with flashes of

swirling like the streamers engineers put

peaks to worry about. Still a bit shaken, we

lightning not far off to the west, where I was

on high-speed wind tunnel models. With

once again headed for home. Our final track

heading. The mountains run perpendicular

the calm voice of a 1960s flight attendant,

took us over Barberton, where we climbed

to the routing, raising the ground level from

I assured my wide-eyed, silent passengers

to over 10,000 feet, before dropping into the

about 2,000 feet where I was, to well over

and myself that we were turning around to

valleys to the west of Ngodwana, and then

8,000 feet at the escarpment’s ridge. It’s truly

safety. White-knuckled, I fought with the

through the saddle close to Carolina for blue

beautiful in the right weather - pouting peaks

turbulence-assaulted cyclic stick. Somehow

skies.

with endless cliff drops and spectacular,

I made it out of the maelstrom.

Relief.

sparkling waterfalls. But waterfalls were far

“What had I been thinking?”

from my mind at this point.

I remember saying that a previous time

Many good souls have paid the price in

Hindsight, they say, is always 20/20.

We were being tossed about by the

I had battled a tempestuous mountain. Only,

succumbing to “get-home-itis.” I cannot

approaching storm front, so I reluctantly

this time, I meant it. “Never again,” I said to

promise that I’m absolutely immune to

turned the Squirrel around to get it safely

myself. “Never again!”

that condition, even after my harrowing

back down the valley to White River. Looking

We made it back to Mercy Air, where

experience. In retrospect, though, I do try to

around, I desperately tried to align my route

Philip, my Swiss Squirrel technician friend,

rest on the wise words of old Dave: “If there’s

with the mental maze I had constructed on

kindly offered to hangar our weather-beaten

any doubt, there is no doubt.”

the way in. No matter how well you may think

ship. After a huge storm that generated no

My advice to my fellow pilots: Keep

you know an area, mist, clouds and rain

less than two tornado spouts over Nelspruit

a conservative approach to high ground

can completely confuse your senses. And

and made 4.00 pm look like midnight,

routings and always enquire of the locals’

this is where I found myself. To my dismay,

I decided to stay over at my old man’s

experience, especially when it comes to

the entire mountain and valley maze had

comfortable, waterproof home. Fortunately,

weather.

changed, muddled by the churning black

the following morning the storms had passed,

cloud masses rushing down the ridges,

leaving behind only a handful of cloud-shod

32 June 2019 | www.saflyer.com

Live to fly another day.

j

33 www.saflyer.com | June 2019

AIR RACING PATRICK DAVIDSON

RED BULL AIR RACING REPORT On Thursday the 9th May, I received confirmation that I would need to attend a training camp in Spain starting on the 13th of May, this would be to compensate all the challengers that had missed their training slots in Abu Dhabi in February.

And also to make sure we are all current before attempting the operations in and out of Kazan’s difficult makeshift airfield! the language barrier in explaining what I was While waiting for his Red Bull Air Race season to start, Patrick took delivery of a brand new Game Bird.

in fact doing in Spain, was that I needed to present all the medication to our team doc, who then advised that if I wanted to fly at all I would not be able to take most of the items I had just bought. This was clearly not an option, so holistic treatment it was!

Monday morning the schedule showed my slot in the track at 09h30 with another 2 slots thereafter. Sick or not, it was going to be a busy day. I could not wait; keeping in mind that this was the same place where I had started my RBAR association some 3 years before! Steve and Klaus conducted the morning’s briefing pointing out all the hazards and cautions in the area and giving all the pilots a brief run-down as to what we were going to try to achieve in the next flights.

Even though the training camps are designed to allow you to try new lines and ideas, the safety of the crew is still top priority and closely controlled by the RBAR management team. My First flight would consist of a test flight overhead the track for a few safety figures and then right down for a flight of the track at ‘pimple’ height to get

O

a feel for the G-loadings, because in this specific track there are three low, flat, high G

N the flight to Madrid

needed before getting back into the track

via Heathrow, I starting

after nearly 7 months. On arrival in Madrid,

coughing

I made a quick visit to the pharmacy to get

of proper track flying with various starting

some goodies with which to self-medicate

options. Some options with a safety line to

myself. The only problem resulting, besides

the right of the start gate, forcing me to do a

rather

ill

definitely

and

feeling

which not

34 June 2019 | www.saflyer.com

was

what

I

turns that needed focus.

The rest of the days flying was made up

FEATURE

Veteran Steve Jones briefs a Challenger Training Camp.

slight S-turn to the left to enable me to make

the day before, making it a tailwind through

are ok and finally complete a tail slide or two

gate 2 into the chicane and then also using

the chicane with a now very tight left to make

to get rid of the remaining pylon that was

200 knots as an entry speed rather than the

gate 4 after the chicane. This lasted the first

still clinging to the plane. Luckily for me the

usual 180 knots. Although this is only 20

lap, but not the second.

material came off on the first slide and I was

knots difference, it makes the track appear to rush at you at warp speed!

After I went around 3C, I gave the plane a pull to correct the heading through the

happy with the plane so descended straight back and into the track.

I try to run through all possible scenarios

gate, but realised that my sight picture was

I guess it’s all good practise although a

mentally before getting into the plane, but not

not a pretty one. So I opted to unload the

very daunting feeling just before impact. I

having official timing available at this camp,

aircraft (to avoid hitting the pylon with rudder

am proud to say that this was the only pylon I

makes it somewhat difficult to improve.

and loaded under G, which could cause a

hit for the training and although it’s one more

The best you can do is review the GOPRO

negative flick), pointed the nose upward and

than I would have liked to have hit, the other

videos and make assessments from what

ploughed straight through the outside pylon

guys had quite a few more hits than I did!

can be seen there.

on gate 4. When I looked again I was on

With Kazan now just around the corner,

Day 2 and I was feeling even worse

the other side of the pylon, but with a large

I am confident to say that I am now hungrier

than before (so much for holistic healing). I

amount of pylon residue still attached to both

than ever to hear the South African anthem

actually only had 2 flights scheduled for this

wings. I remember thinking; “wow that was

play from the top step of the podium. That

day, for which I was rather grateful, as much

a big one!”

said, best I stay a little further away from the

as it is insanely fun, it is still very demanding

The protocol to clear pylon bits off the

on the body and mind! The first run in the

plane is to first fly the aircraft to a safe

track left me with a wind 180deg opposite to

altitude, then ensure that all flight controls

pylons…

j

If you hit a pylon and it drapes over your wing you must do a tail slide until it comes off.

35 www.saflyer.com | June 2019

Flying in Africa ?

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

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36 June 2019 | www.saflyer.com

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A SLIM LOGBOOK JOHAN WALDEN

ONE TRICK PONY If becoming a professional pilot is your goal, then being a one trick pony with 200 hours on only one or two non type certified aircraft won’t be much help in the interview – if you even get one. So, I’m interrupting my series on getting your PPL to tell you about a Cessna 172 conversion I did recently to get experience on an aircraft used in commercial aviation.

Trimmed properly, to all intents the 172 lands itself.

I

went to Wintervogel Airfield a couple

red thing next to the throttle was labelled

perfect. But once I’d wound the seat to its

of weeks prior to the flight to meet

‘mixture’. That’s another thing many light

highest position I reckoned an extra cushion

Rael (my instructor), and to see how I

sport aircraft don’t have, and its important.

would still be a good option.

fitted in the seat. I peered into the dark

There was throttle friction (also new to me)

hangar and met 172s Sierra-Charlie-

and on the far left was the fuel primer.

I slid the seat back, climbed out, and tried to finesse the door closed by gently

Echo and Mike-Delta-Fox for the first time.

With Rael’s help I found the lever for

pressing on the edge of the door and waiting

They looked more imposing than anything

adjusting the seat position and slid forward

for a ‘click’. (Cessna pilots will by now be

I’d flown before – the Jabiru and Sling. I

till the pin snapped into the foremost hole

laughing at me). Somehow the door didn’t

felt a bit silly because I knew the 172 was a

in the seat rail. With my back straight I

appreciate my care and gentleness with

small plane and people soloed on it, but I still

stretched my arms out in front of me and

it, and stubbornly stayed open. Rael came

couldn’t help being slightly intimidated.

my fists just touched the instrument panel –

and gave it a firm, but not abusive slam.

From habit I cautiously ducked my head as I went under the wing to the door. Then I looked up and saw a foot of space above my head – this wasn’t a Jabbi! I stood up straight, opened the door and poked my head inside.

Ah... That new plane smell.

It wasn’t a new plane but that’s what I call the sensation anyway. Seat leather, avgas, oil, and fireproof carpet are the main ingredients. After a sigh of contentment I climbed up (not down) into the cockpit and got comfy. It felt big on the inside too. I familiarised myself with where the important stuff was, like the yoke, as the 172 doesn’t have a stick like I’m used to. And that big

38 June 2019 | www.saflyer.com

I didn't need to bend under the Cessna's wing.

COLUMNS ‘Cladang!’ So now I’ve learned – that’s how

just a touch of nose-down trim and it flew

from ‘incipients’. When it came to my turn, I

you close a Cessna door.

itself.

didn’t mind doing them and I’m glad I did, but

After I signed my life away to yet another

After

some

familiarisation

with

the

it was a relief when we could move on to the

flight school, I went home and tore the Pilot

attitudes and after I’d done a few steep

Operating Handbook apart... and pulled my

turns, Rael told me to turn using only rudder,

With the high altitude component of

hair out over the Imperial System – why can’t

throttle, and trim. Surprise! It turned better

the conversion completed, the ‘next thing’

the Americans go Metric?

without me on the yoke! We even hit our own

was not particularly relaxing. Rael pulled

wake coming around.

the power back and I had to do a simulated

The first day that conditions were

next thing.

favourable we went flying. First we took a

Stalls were non-events in the 172. I had

good look at the cockpit. Now I had throttle

it trimmed for 60 mph when Rael asked me

friction, mixture, and primer to deal with.

if I thought we could go any slower. He took

Arguably the most challenging part of

The headset jack ports were sneakily hidden

control, added some power, and continued

flying a plane is landing. My first few were

away under the instrument panel.

to slow below stall speed while maintaining

bouncers because I didn’t have it trimmed out

altitude! We were, to some extent, ‘hanging

right. But once I was trimming properly, to all

Preflight gave me a feel for the aeroplane

forced landing. I was surprised however, to find the 172 glides rather well.

– and it’s noticeably greater size. When I checked the ailerons I couldn’t quite see the top surface of the wing any more. It has huge

The Post Briefing with Rael.

barn door flaps and the cowling looks like it had eaten too much. The tail is longer, the wings wider, and the nose higher.

Preflight was unnerving, especially after another instructor said to me, “This is a small plane, dude!”.

I know! I know!

I ducked my head as I walked up to the door and climbed in. Once again Rael helped me get my door shut and we buckled in. The wide instrument panel and yoke were a bit intimidating, so I simply looked away and tightened my seatbelt. We completed prestart checks, primed, and cranked. Rael

on the prop’, and didn’t exceed the critical

intents it landed itself. I trimmed for 65 mph

showed me how to lean for idle. Using the

angle of attack. Then Rael did what I thought

on final, then I could forget about speed and

fine Vernier adjustment, he screwed the

you should never do in slow flight. He spun

adjust altitude with the throttle while I held the

mixture out until the engine stumbled, then

the yoke left and right at almost full deflection.

threshold in the same spot in the window with

caught it by pushing it back in a bit. Then I

I gripped my seat and waited for the spin.

pitch. If I did those two things, the aeroplane

had a go at handling the mixture for the first time.

Nothing happened.

would fly at the speed it was trimmed for. I

He told me to watch the aileron. I looked

kept flying down, then looked up to the end of

Because of the gravel runway, to prevent

out my window and saw the aileron uselessly

the runway and brought the nose up to meet

chipping the prop the only place we could do

flap up and down and barely roll us at all.

it. The stall horn blared. Then all I had to do

power checks while stationary was on the

I still thought we should be spinning, but

was pull back progressively to keep the nose

apron. So once I’d left the apron, stopping

we just weren’t. Rael told me to look at the

up, until it couldn’t fly anymore and dropped

wasn’t an option – it’d be a rolling take-off.

slip indicator. The ball was constantly in

onto the ground on its mains.

That added some pressure to get the energy

the centre no matter what he did with the

Landing felt good. The wheels felt wider

management right the first time. We did

ailerons. He said that as long as the plane

apart and touchdown not so harsh – even if I

run-ups and an idle cut-off check with the

was perfectly coordinated, it couldn’t spin.

bounced. I felt safe landing the 172 because

mixture. After pre-take-off checks, I released

The airspeed indicator was almost pegged at

it was forgiving and was there to help me

the brake, squeezed the throttle, and we

zero – not that the indications were accurate,

do it. After completing regular touch-and-

started moving. I pushed full right rudder and

due to the extreme angle. But the GPS

goes, we did flapless approaches, short field

right brake to turn onto the taxiway, and felt

showed a ground speed of only 31 knots!

landings, and practised engine out landings.

where the wheels were. Rael made the radio

Rael pulled the power off and we immediately

a

was a very usable asset in the manoeuvre.

left onto Runway 15 for a downhill takeoff;

courteous bow for its performance and

Then we finally landed and taxied back for

checked compass, DI, controls into wind,

smoothly dropped its nose below the horizon,

the debrief.

and added full power.

before it picked up again as we recovered.

The 172 practically flew itself off the

stalled.

The

172

gave

In every exercise the 172’s huge trim wheel

call. Base and final were clear and I turned

Despite my initial intimidation at its

Wow!

apparent size, the 172 has gentle manners

ground. My first impression as we got

Next on the list was incipient spins. Rael

and wants to fly. And it took me one step

airborne was that the controls felt heavy, but

demonstrated the recognition and recovery

further away from being a one trick pony.

j 39

www.saflyer.com | June 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

COMPLACENCY & HIGH GROUND Aircraft performance deteriorates with increasing altitude and temperature – i.e. density altitude. This is taught to pilots in training, but sometimes the lesson does not sink home without some practical experience.

Ahead

lay

a

series

of

‘terraces’,

becoming progressively steeper as they went down slope. Due to the topography the aircraft became airborne after some 200 metres, but as it had not attained sufficient airspeed it arrived heavily on the next terrace leaving deep tyre tracks, and it slowed down.

When it went over the next terrace control was lost and it fetched up lodged sideways against the one and only small tree on this terrace. Luckily for the hapless pilot as had the aircraft continued further it could well Always approach a mountain from the windward side and at 45 degrees so you have an escape route.

W

have fallen or rolled down a steep slope with possible serious injuries to the pilot.

At this stage of the proceedings the owners decided to notify their insurers, who

the

Mountains. They approached the foothills

Highveld in a normally

of the main mountain range directly, and,

aspirated piston engined

possibly also influenced by down drafts, the

aircraft

difference

pilot was unable to turn away and then made

between taking off at 5500 feet versus 6500

a creditable uphill landing on a grassy slope

feet altitude is quite remarkable. Add hot air

without damaging the aircraft. They left the

and increasing altitude and it becomes even

aircraft parked on the foothills and then took

more remarkable.

a long walk down to civilisation to find help.

HEN

flying

the

on

after conducting a full investigation denied liability for the claim.

Furthermore, as the aircraft was in a nature reserve the owners had to remove it; a difficult and expensive exercise.

A similar incident occurred many years ago when a pilot landed on top of the 8442 foot Brandberg mountain in Namibia.

When flying in mountainous areas with

A few days later the aircraft owners

Eventually this aircraft was successfully

possible mountain waves and/or down drafts

arrived to inspect the aircraft and decide

flown off, but only after a replacement higher

in a relatively low powered aircraft this can

what was to be done. They had not advised

powered engine had been installed, with

become positively scary. Thus the sound

their insurers of a possible claim, which

considerable difficulty.

advice when approaching high ground is to

proved to be most unfortunate.

In addition to these types of incident,

do so at a 45° angle so as to enable the pilot

A decision was reached to turn the

there have been several cases of impetuous

to turn away if the prospect of unnecessary

aircraft through some 180° and takeoff

pilots deciding to fly up mountain valleys

excitement appears imminent.

downhill in the direction opposite to the

which became narrower and steeper. The

Our case study this month involves a

landing. The elevation was about 6500 feet,

pilots were unable to turn and exit the valley,

young pilot and his two friends who climbed

and the grass surface was approximately

either resulting in a damaging accident on

into a hired Piper Cherokee at the coast

knee high and very tussocky. Take off flaps

the valley wall, or a fatal collision with a rock

and decided to fly towards the Drakensberg

were applied.

face.

42 June 2019 | www.saflyer.com

COLUMNS

Pilots should also study the effects of wind induced mountain waves and their associated rotor clouds on the lee side of the mountain. These waves can affect flight at altitudes three to four times the height of the mountains. I remember a flight in a supercharged Rockwell Commander 680F doing aerial survey work, being unable to climb in smooth air above 20,000 feet over the Mpumalanga Drakensberg due to Berg wind induced mountain waves.

The incident above also raises the question of survival. An unscheduled arrival can result in a considerable environmental change for the pilot and passengers of an aircraft. Very often in practice people are not fully prepared in terms of survival gear for

to enable it to be flown back to civilisation.

even the smallest of these incidents.

Surface transport over rough roads is to be

In our case study case it is not known

avoided and considerable transit damage

whether the young occupants were wearing

has been done when aircraft are retrieved

hiking boots, but it’s highly unlikely that they

in this way.

were. Water would have been available on

Before the retrieve crew arrived a pride

the mountainside, but even such a simple

of lions had discovered the damaged main

thing as a jacket or jersey might not have

wheel and played football with it, their teeth

been worn.

making light work of the six ply tire sidewalls.

ABOVE: If you go down somewhere remote, make sure you have warm clothes and survival equipment.

BELOW: Beware downdrafts on short final to airfields on hills or plateaus - Krugersdorp is one such.

How many pilots carry survival gear including signal strips in their flight bags? A simple starting point can be found at https:// en.wikipedia.org/wiki/Survival_kit

on

the

Internet.

In the mid-70s the six occupants of a Cessna 206 flying from South Africa to

WHAT CAN WE LEARN? If you think you might have a claim

good idea to have a few extra cards up your sleeve to cater for the unexpected.

on your hands, let your insurers know.

In today’s sophisticated world we get

They often have access to experienced

used to having constant communication and

consultants with more information to add to

help close at hand. This can change very

your team.

quickly in flying incidents. Fortunately flying

a lodge on the Chobe River in Botswana

The old saying of ‘belt and braces’ still

is so safe, especially when compared to

drifted off course. They ended up arriving

applies in aviation, even though braces

road travel, that the situation seldom arises;

at the airstrip serving the lodge too late to

are seldom worn. Flight planning does not

however, a pilot should not allow this to

announce their arrival by doing a fly past.

end with the pre-flight, and as a pilot it’s a

engender complacency.

The aircraft landed in the dark just after

j

dusk, knocking the left hand main wheel and gear strut completely out of the aircraft when it struck the threshold marker.

The aircraft departed into the bush on the left side of the airstrip, the shaken but fortunately uninjured occupants emerging unscathed, to decide what to do. The area was thickly populated with elephants, and lions were resident. The lodge was four miles away. In these circumstances they had the ideal survival gear - a full bottle of Scotch.

This was satisfactorily disposed of during the nerve wracking walk in the dark to the lodge. Jokes aside, in most cases alcohol is probably the worst remedy to which to turn.

The insurance retrieve crew arrived some days later to assess the damage to the aircraft and design a temporary repair

43 www.saflyer.com | June 2019

REGISTER REVIEW: RAY WATTS

APRIL 2019

A

OD-MIG is now ZS-MIG and replaces a Lear 45.

Tomas Cologan

There has been an improvement over March in terms of the number of aircraft registered. On the Type Certified (TCA) side we see ten aircraft registered: seven fixed wing and three helicopters.

Algerian registered Cessna 208 Caravan 7T-VIJ now ZS-TJE.

MONGST the fixed wing aircraft there is a Cirrus SR22 ZS-ISP which takes up

the

registration

of

another Cirrus (c/n 3970)

which was exported to Malawi. This is the B Mohamed

third use of this registration. The original ZS-ISP was a Piper Pawnee which went to Mozambique in 1974.

Another interesting reuse of a registration

be the most popular four-seater new aircraft

from Qatar last year and have returned there

is ZS-KAT. This is the second Pilatus PC24

in this country at the present time and says

using the same registrations that they had

in South Africa. The original ZS-KAT was

much for way non-type certified aircraft have

before.

a DC3/C47 that, after seeing service with

eclipsed new TCA registrations.

A very

We have also lost one of our North

many African airlines, ended up in the

interesting addition is the PZL Wilga ZU-

American T28 Trojan aircraft. This one was

Rhodesian Air Force as R3700 and is, as far

WAS. This one was imported last year and

ZU-FAA and was based in the Western

as I know, still there. ZS-MIG is a Hawker

has been undergoing restoration at Brits.

Cape.

125-900XP imported from the Lebanon by

At the time of writing she was waiting for

have gone to join a growing number of the

the Pick and Pay group to replace their Lear

CAA paperwork and her first test flight was

species in Australia.

45 ZS-PNP, which has been exported but is

imminent. The picture shows her just before

not yet noted as such on the register.

she came to SA. The registration history for

Two of our fabulous Sling aircraft

TAIL PIECE:

One of the Caravans imported this month

this one shows that she was first registered

Winter is here and with it comes the

has done the rounds, having started life in

in East Germany before the wall fell and then

most glorious flying weather – just be careful

the USA, then operated in Algeria, Kenya

she changed to a German registration.

of cold fronts and smog.

There

are

another

twenty

way down south. We don’t often get to see

registered this month. This is a continuously

pictures of Algerian registered aircraft, but I

growing market.

managed to track down one of this aircraft.

month with one ZS-OVP an ATR42 being

a Super Puma registered this month. The

scrapped. The picture shows her stripped on

Puma came into South Africa in 2016 but has

all useful parts and was taken at OR Tambo

only been registered locally now. The picture

a few days before she was broken up on 29

shows her on a trailer being transported to

April 2019. Our exported aircraft go all over

Virginia airport in 2016.

the world including, this month, to Mexico,

The NTCA register grows by another six

Togo and Burkina Faso amongst others.

aircraft, with two new RV10s. This May now

The two Agusta AW139 s were imported

June 2019 | www.saflyer.com

D-EWHI now ZU-WAS and being rebuilt at Brits.

We have lost thirteen TCA aircraft this

There are two new Robinson R44’s and

44

j

Drones

George Trussel

and finally Botswana before coming all the

M&N Acoustic Services REGISTER REVIEW - APRIL

Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-ISP

CIRRUS DESIGN CORPORATION

SR22

4580

N261P

J I P VERVOER CC

ZS-KAT

PILATUS AIRCRAFT LTD

PC-24

130

HB-VUE

FERAIR CC

ZS-MIG

HAWKER BEECHCRAFT CORPORATION

HAWKER 900XP

HA-148

OD-MIG, N148XP

PICK N PAY (GABRIEL RD) (PTY) LTD

ZS-SAC

CESSNA AIRCRAFT COMPANY

208B

208B5046

N446JP, RA-67185, N81504

FEDERAL AIR (PTY) LTD

ZS-TAL

CESSNA AIRCRAFT COMPANY

208B

208B-0473

A2-NVH, ZS-NVH, N1287N

ABSOLUTE AIRCRAFT SALES (PTY) LTD

ZS-THM

CESSNA AIRCRAFT COMPANY

182S

182-80830

Z-… , N23636

ABSOLUTE AIRCRAFT SALES (PTY) LTD

ZS-TJE

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ACCIDENT REPORT JIM DAVIS

BARON WHEELS UP 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.

aerodrome and assessing the wind, which

the time, which was worsened by the strong

four

was reported to be 170°/20 knots by ATC

prevailing wind conditions, and he had to

passengers departed Phinda Private Game

(air traffic control at AFB Hoedspruit). The

apply aileron trim after he had selected

Reserve, located in northern Kwa-Zulu Natal

pilot assessed the wind at the aerodrome to

the landing gear down. Shortly before

on a domestic charter flight to Jackleberry

be from a 150° heading at 20 knots. The

touch down an audio warning sounded in

Game

runway orientation at Jackleberry was 05/23

the cockpit. He interpreted it to be the stall

and runway 23 was elected for landing.

warning and at no time perceived it to be the

SYNOPSIS The

pilot,

Lodge,

accompanied

which

by

was

located

approximately 11nm southeast of Air Force

The pilot positioned the aircraft on a right

landing gear unsafe audio as he had already

down wind for Runway 23 and proceeded

selected the landing gear down while he was

Jackleberry

with his before landing vital actions, which

positioned on down wind.

aerodrome, the pilot followed the unmanned

included selecting the landing gear down.

Due to the strong cross wind and

aerodrome procedure by flying over the

He mentioned that it was very turbulent at

turbulent conditions, he concentrated on his

Base, Hoedspruit. The duration of the flight was approximately 1 hour and 25 minutes.

Once

overhead

the

50 June 2019 | www.saflyer.com

COLUMNS

approach and did not perform any final vital action checks by looking

during heavy or crosswind landings.

back into the cockpit to assess the landing gear selection. The aircraft touched down with the first contact marking on the runway being that of the right-hand aft step, followed by the left-hand propeller striking

When they say the pilot forgot the gear, in almost every case he or she was distracted by something out of the ordinary.

the runway surface some 17m further on, followed by the right-hand propeller. The aircraft skidded for a distance of approximately 213m

COMMON DISTRACTIONS:

on its belly before if came to halt on the right-hand side of the runway.

•

ATC call while running a checklist.

At the time, there were three game rangers waiting for the guests

•

A change of runway.

to arrive at the aerodrome. The three rangers were interviewed, with

•

A go-around.

one of them watching the aircraft while it descended for landing but

•

A passenger interruption.

he could not recall seeing the landing gear being selected down prior

•

Traffic.

to touch down. The threshold of Runway 23 does, however, slope

•

A mechanical problem such as flap or fuel.

down and the aircraft was out of their sight for a brief period before

•

A bird strike.

touch down. The next time they saw the aircraft was when it came

•

A training distraction.

skidding along the runway on its belly. The incident occurred during

•

Weather – low cloud, crosswind, turbulence.

daylight conditions, and nobody was injured in the event.

•

A procedural change.

The last MPI inspection prior to the incident was certified on 22 October 2004, at 6 867.3 airframe hours. Since the last MPI inspection was certified a further 15.3 hours were flown.

Bertorelli also gives stats on the top ten aircraft types for gear up or collapsed during landing.

Type:

Percentage:

Cessna 210

18

The pilot neglected to ascertain that the undercarriage was down

Mooney

10

and locked prior to landing on Runway 23, which resulted in the

Beech twin

9

aircraft being landed with the undercarriage retracted.

Cessna twin

9

PROBABLE CAUSE

JIM’S COMMENTS

Beech Bonanza

5

Piper single Comanche

5

The saying goes that there are those who've done a wheels-up

Piper twin

5

and those who're still going to. I've done it – through mechanical

Cessna 172 RG

4

failure and stupidity.

Cessna 182 RG

4

Piper Malibu

4

So many otherwise ‘good’ pilots, of all experience levels, have done it. This makes me reluctant to criticize anyone for doing it.

Certainly, it's the pilot’s fault, but given the right distractions, it will happen to most pilots.

The C210 leads the field by a long margin for two reasons. First, the gear mechanism is extremely complex and requires a lot of

Years ago, a senior DCA flying inspector was arguing about this

maintenance. And second, there are plenty of 210s around.

with Obie, Placo’s Chief Engineer at Wonderboom. Obie claimed that anyone could do it, and the DCA oke said it would never happen to

TOO EXPERIENCED?

him. An hour later the DCA guy phoned Obie, from Basil Shearer’s

I find this accident particularly interesting, not only because

office in the Ranch Motel, near Polokwane (Pietersburg). He needed

the pilot was exceptionally experienced, but because I believe his

Obie to send someone to mend the Comanche – he had just landed

experience actually worked against him. Let me explain.

it on its guts.

Most of his time was airline flying, and both the Boeing and Airbus

I'm satisfied that anyone can and will do it if they keep flying long

landing procedures and checklists do not put heavy emphasis on

enough. So the trick is to either give up flying while you're still ahead,

lowering the undercarriage before landing. This may seem strange.

or use every method in the book to delay the fateful day.

Here’s what happens. Selecting ‘gear down’ is part of a ‘procedure’ – not an action list. It typically happens when you intercept the glide slope – lowering the undercarriage helps initiate the descent and

INTERESTING STATS AVweb's Paul Bertorelli has some interesting stats on gear-up landings. First, the reasons that they happen.

reduce airspeed.

You'll notice that the Boeing and the Airbus Checklists mention ‘landing gear down’, but note these aren't ‘action’ lists – they're

Reason:

Percentage:

checklists and they're simply telling you to ‘check’ that the landing

Pilot forgot to lower the undercarriage

54

Mechanical failure

30

My point is that this airline pilot wasn't straying far from a lifetime

Gear collapsed during landing

15

habit. In the back of his head, the gear would've gone down during

Undetermined

1

the approach procedure, so the only thing to do on final approach was

Under ‘Mechanical failure', the majority are caused by poor maintenance. Under ‘Gear collapsed’, the 15% is probably split evenly between poor maintenance and pilots overloading the gear

gear is down.

to check that he had three greens. The crosswind and the turbulence distracted him from a check, not an action.

So, what he really should have done was brief himself to break

51 www.saflyer.com | June 2019

ACCIDENT REPORT JIM DAVIS

Base – BUMPFF (or whatever) when you get to ‘Undercarriage’: • Put your hand on the selector, to confirm it's in the down position and say out loud, “Gear down.”

• Point to the green lights (or other indicator) and say out loud, “And locked.”

On short final, as you cross the fence.

•

Glance at the greens

• Say out loud, “Gear down and locked.”

It may sound like overkill ... but this is the way we do things in the Live Cowards’ Club (LCC).

WHAT CAN WE LEARN? 1. If there is ANY FORM of distraction, see it as a huge red flag.

2. If there is ANY FORM of diversion from a standard circuit procedure, particularly a go-around, see it as a huge red flag.

3. Use the checks (suggested above) slowly and carefully every time.

j

Aircraft Registration: ZS-FBT ABOVE: Boeing Checklist.

the habit of a lifetime and consciously say to himself, “I must switch to light aircraft mode and do things differently.”

The only part of the report that I find very strange is that on a right hand downwind leg the pilot “…mentioned that it was very turbulent at the time, which was worsened by the strong prevailing wind conditions, and he had to apply aileron trim after he had selected the landing gear down.”

It’s difficult to know what was going on in his head but I suspect that he was subconsciously using rudder to correct for drift, and then used the aileron trim to counteract roll. It’s potentially dangerous to make big adjustments to either rudder or aileron trim on a light twin.

If you do lose an engine you are setting yourself up for confusion.

Now, back to the procedures for selecting the gear down. There's no universally ‘correct’ way of doing it – I can only tell you what has ALWAYS worked for me.

Downwind – BUMPFF (or whatever) when you get to ‘Undercarriage’: •

Confirm airspeed within limits.

• Note ammeter (or hydraulic pressure) reading.

•

Select GEAR DOWN.

• Keep your hand on the selector and note change in amps (or hydraulic pressure).

• Wait for three greens, and for the amps (or hydraulic pressure) to return to normal.

• Say out loud, “Gear down and locked.”

52 June 2019 | www.saflyer.com

Date of Incident: 16 August 2005 Time of Incident: 1030Z

Type of Aircraft :Beech Baron 58 Type of Operation: Commercial

Pilot-in-command Licence Type: Airline Transport Age: 63

Licence Valid :Yes Pilot-in-command Flying Experience Total Flying Hours: 20 796 Hours on Type: 2 000

Last point of departure: Pinda Private Game Reserve, (Kwa-Zulu Natal)

Next point of intended landing: Jackleberry Game

Lodge, (11nm Southeast of Air Force Base Hoedspruit) Location of the incident site with reference to

easily defined geographical points (GPS readings if possible):

Runway 23, Jackleberry Game Lodge, (GPS: South 24° 30. 372’ East 031° 08. 641’, elevation ±1712 feet AMSL) Meteorological Information Surface wind: 150°/20kts, Temperature: 17°C, Cloud cover; Overcast 1500ft Number of people on board: 1 + 4 No. of people injured: 0 No. of people killed: 0

Hoedspruit Civil Airport runway.

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53 www.saflyer.com | June 2019

FLIGHT FLIGHTTEST TEST REPORT: GUY LEITCH | IMAGES: JUSTIN DE REUCK

The Extra 330LS is the ultimate 2-seat Unlimited aerobatic aircraft - that has remained dominant despite many attempts to unseat it.

54 June 2019 | www.saflyer.com

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www.saflyer.com | June 2019

55

FLIGHT TEST

The Extra is flown from the rear cockpit - which is a study in fit-for-purpose simplicity.

The Walter Extra has become the gold

thoroughbred. The latest Extra is now a thoroughly proven airframe

standard for Unlimited Aerobatic aircraft.

an unlimited competition aerobatic aircraft, but it allows it to be flown

Many contenders have attempted to

This gives sponsors, insurers and air show organisers an important

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is more the remit of the Zivko Edge that was made for Red Bull Air

got better and better – and by most estimations, left the others far behind.

T

— and is certified. Certification may not seem all that important for professionally at air shows on an Aircraft Operator Certificate (AOC). additional level of comfort. The Extra may not be the fastest — speed Racing, but it is generally considered the best all-rounder.

Like the development of the Extra, Jason Beamish has also just been steadily improving. Years of punishing aerobatic formation training with his Dad in the Extras has made him a world class formation aerobatic pilot, who is now part of the Team Extreme – flying regular air shows in China. He has also flown with Zoltan Veres

HE proud owner of the latest Extra in South Africa

– including a spectacular close call while flying under a bridge in

is Jason Beamish – son of air show supremo Larry

formation in Hungary.

Beamish. Being Larry’s son was undoubtably a huge

For the Beamish clan to afford a new Extra 330LX was a huge

launching platform for young Jason, but he has now

reach, especially given the depreciated value of the South African

matured into a world class aerobatic pilot in his own

Rand against the US dollar. But with Jason’s abilities (and some

right. Larry ruefully acknowledges he invested a lot on Avgas during

help from his Dad’s connections!) it didn’t take too much arm twisting

Jason’s development.

to persuade a key sponsor with savvy marketing skills in the form

Jason’s first experience of the Extra was his dad’s venerable 1990

of Absolute Aviation to support the ultimate Unlimited aerobatic

Extra 300 – with the mid-mounted wing. This aircraft was acquired

display plane. And it no doubt helped that SA Aerobatic champ Nigel

from the Chilean Air Force Halcones Team, and registered ZS-EXT,

Hopkins had recently acquired an Extra 330LS single seater and was

along with another, registered ZU-EXT as a non-type certified aircraft.

co-sponsored by Absolute – so the two aircraft could be more than the

Jason learned his trade flying the old Extra 300 until it was getting a

sum of two separate planes wowing the crowds at air shows around

bit long in the tooth.

Southern Africa.

The Extra range of aircraft have been developed progressively: the wing was mounted lower to create the 300L (for Low wing),

THE ORIGIN OF THE SPECIES

weight reduced and the engine power increased from 300 to

Forty years ago Walter Extra designed a fully aerobatic light

330 hp. Handling was continuously refined until it became a true

aircraft, the Extra 230, to meet the needs of competition aerobatic

56 June 2019 | www.saflyer.com

pilots. The Extra 230 first flew in 1983 and featured a Dacron covered wooden wing, designed for sustained inverted flight. The Extra 300 was a development of the 230 with a mid-mounted wing, this time featuring a carbon fibre spar with carbon composite covering. The fuselage comprises lightweight yet incredibly strong alloy tubing clad with a non-load bearing skin. For inverted flight the wing has a symmetrical aerofoil mounted with zero angle of incidence.

Having the wing mounted at the centre of the fuselage means that the aircraft can roll around its axis more precisely and that the airflow across the wing remains constant.

It would be the ideal location were it not for a couple of small problems: it reduces pilot visibility, making it difficult to taxi and land the

Handling has progressively evolved - now with larger and more aerodynamically advanced ailerons.

aeroplane. An aircraft that’s difficult to taxi is a problem - but not an insurmountable one.

Landing, though… well, that really is quite an important part of the flight, particularly if you plan on re-using the aeroplane.

So with this in mind, when Walter Extra developed the newer 300, he offered it with the option of a low wing. The low wing version, known as the 300L, has become the weapon of choice for most of the company’s customers for air show displays and aerobatic competitions. But competition relentlessly demands innovation. The state of the art advanced, and eventually the Extra 300L was being outclassed, particularly in power-toweight ratio and the roll rate for classic Aresti competition flying. Also, a more powerful version was required by the French Air Force.

They no longer wanted to use their indigenous CAP 232s and so wrote a specification for the 330’s roll rate, stick forces and many other enhancements, and demanded that it must be civilian certified.

A further limitation on the 300L was that for freestyle flying, the control surfaces aren’t big enough to maintain very high angles of attack or keep positive control down to zero airspeed. This is this a key requirement to maintain control at very low airspeed — for example in stall turns. Bigger control surfaces

Undercarriage uses strong but simple composite legs, needing skill to land well.

were thus needed. And so the Extra 330 was hatched in 2007, featuring the larger IO-580 engine producing either 315 certified or 330 uncertified horses in the Thunderbolt version

interior has a level of finish that demonstrates

– so a front-seater does not significantly

used in the USA.

Walter Extra’s passion for producing a

move the centre of gravity, and thus change

Walking around the Extra, you cannot

superior product. The seats are covered

the handling. The rear cockpit is narrow

help but be impressed by the excellent build

in grey leather and once you slide into the

but once in it, it is surprisingly comfortable.

quality and finish – rare in a no-compromise

cockpit you discover that they are surprisingly

The instrumentation and avionics package is

aerobatic aircraft. The quality and thickness

comfortable.

basic, primarily to save weight.

the paint is equivalent to a luxury car. The

The Extra is flown from the back seat

Power-to-weight ratio is all important and

57 www.saflyer.com | June 2019

FLIGHT TEST

Guy Leitch

so the 330LX is considerably lighter than the 300L and the larger Lycoming IO-580 engine is usefully more powerful. Walter Extra had been asking Lycoming to develop something with more power for the past ten years – but it wasn’t simply a matter of bolting on a new and larger engine.

Propeller

manufacturer

MT

specially

developed a lightweight composite propeller to absorb the additional power. The wide-chord blades give more thrust at lower airspeed.

There’s also a more streamlined spinner to reduce drag.

When shaving weight off an aerobatic plane, you don’t just start using smaller this and lighter that. It must be done while keeping the ultimate strength in mind at all times. Nothing can be compromised. In the case of the 330LX’s evolution from the 300L, the weight came off through the use of technology and careful planning. For instance, the push-pull tubes in the control system are now carbon fibre and the firewall was lightened using titanium. So that elusive – and expensive – aircraft designers’ objective of increasing strength while simultaneously This grid is the only air filter - so not suitable for Africa's dusty runways.

Guy Leitch

Composite - and expensive - three bladed propeller.

58 June 2019 | www.saflyer.com

cutting weight has been achieved. The 330LX airframe is rated at plus-and-minus 10 Gs, but loaded to destruction shows that its limits actually exceed 24Gs. What is perhaps surprising are the relatively low limiting speeds. Manoeuvring speed Va (for full control deflection) is just 158 knots and never exceed speed (Vne) is 220 Knots.

Describing his Extra 330SC, Nigel Hopkins says that the roll rate increase was tackled in a very non-Extra way. The ailerons are hinged so that, when deflected past a

As an air show aircraft it must stay clean so oil breather vent extends to behind tail.

certain amount, the leading edges protrude a sizable distance above or below the wing. In so doing, it appears that rather than acting like regular ailerons that generate lift by changing the camber of the wing, these create a slot effect. At large deflections, this effect makes the aileron act as if it is a separate surface that generates lift on its own, independent of the wing. This is probably where the increased roll rate (420-450 degrees per second) gets its start. Although the new trapezoidal planform of the ailerons has to be pointed out to be noticed, the unusual shape also helps in the roll rate department. Rather than being rectangular, as is traditional, the aileron tips are quite a bit wider than the roots. By moving the centre of pressure of the aileron outboard, it gains leverage and can, with less effort, move the wing more quickly.

Walter Extra signs off each one of his hand-built aircraft.

The Extra pedigree is evidenced in these Aerobatic Championship wins.

An even more subtle change is seen in the taper of the wing. At the tip the chord is shorter, which, when combined with the new aileron, achieves the desired roll performance.

Unlimited aerobatics has become about tumbling. The trick of making an aeroplane somersault end over end in a more predictable manner has to be something of a black art, part of which includes making the plane snap roll outside better. This Walter Extra knew how to do, but some of those changes, notably the new horizontal tail, helped in both areas. He changed to slightly thinner aerofoil sections with less radius on the nose. This made them more critical, so he could get them to stall more predictably. The span is shorter and the elevator balances are noticeably different.

At the same time that Extra was looking for better performance, he also included some changes that gives the aircraft greater utility. Specifically, the aerobatic header tank is now 26 gallons, which is almost twice what

59 www.saflyer.com | June 2019

FLIGHT TEST

flying the Extra 330 has an arcade game-like quality to it. If you pull the stick back it can climb 2,000 ft vertically, and as Nigel likes to show – it can pretty much hang on its prop like a helicopter.

The first thing you notice is the lightness of the controls compared to the 300. This is a plane which you really fly as though it is wings strapped to your back. You just think where you want to position the aircraft, and with barely any wrist movement on the stick it goes to exactly where you want it to be.

The key difference is in responsiveness.

Because the carbon fibre pushrods are lighter and stiffer, the breakout forces are lower, and the aeroplane reacts a lot quicker.

The ailerons now have a large horn balance on the end and when the leading edge of the horn is centred it wants to stay in that neutral position. The Extra 330 is wonderfully sensitive to control inputs but it’s all beautifully balanced and harmonized without, for instance, the insane pitch sensitivity that the SBach has. The Extra responds instantaneously to even the most minor stick movement and each input is precisely accurate.

Having bucket loads of power is an advantage. Wherever possible ‘lightness has been added’. The empty weight of the 330LX is just 605 kg, whereas the old 300L was 670 kg, so it’s a remarkable 65 kg lighter. What the plane is made for, is aerobatics. The Absolute Aviation is supporting general aviation by sponsoring both these two ultimate Extra 330s.

Extra 330 goes up vertically as if it had been built by SpaceX, which makes it great for vertical displays such as stall turns and tail slides. On the way up, look at the sight gauge on the wing tip to ensure that it’s aligned

it used to be. There can be no fuel in the wing

Engine start is straightforward and

with the horizon. With the wing showing no

tanks while doing hard aerobatics, and that

welcomes you with a throaty bark from

symptoms of being stalled, for a stall turn, as

can make the trip back from distant practice

under the cowl. The big Lycoming AEIO-

the airspeed drops to zero, push the rudder

areas a bit marginal. The bigger aerobatic

580, with its Gomolzig 6-in-1 exhaust sends

and over she goes. There is that wonderful

tank also gives peace of mind to actual

pulses of power through the airframe and

moment when you are looking straight down

aerobatic practice.

into your body, adding to the plane’s already

at the ground with almost no sound. It seems

formidable presence.

to take an age before you hear the airspeed

Jason Beamish takes us through a first-

pick up. Again, look across at the wingtip at

Entering the cockpit is typically Extra:

hand experience of flying his plane: On

the sight gauge to ensure that the aircraft is

use the step on the fuselage, stand on

takeoff the additional power over the old

absolutely vertical and then, once the speed

the seat squab (which seems sacrilegious)

Extra is immediately evident. The rudder

has picked up, pull back and lift the nose to

and then slide your feet down under the

is big enough to counter all the torque the

the horizon.

instrument panel into the rudder pedal straps.

engine can produce from a standing start so

You can comfortably cruise cross country

To save weight, the pedals on the LX are not

keeping straight for a full power takeoff roll

at 170 knots, (which is fast for a symmetrical

electrically adjustable as on the older Extras.

is not a problem. Tail-up it flies off at around

wing), burning 13 USg\h. There are 31

The seat is three-way adjustable, allowing all

60 knots.

gallons in the wings, which with the header

FLYING THE 330LX

pilot shapes and sizes to get comfortable. It

This plane has real power and an

tank gives a total of 57 gallons usable, which

takes about two minutes to do the necessary

amazing willingness to climb. You can jump

gives a solid three hours of cruise with a

pulling out and re-insertion of pins to move

off the ground and head for the heavens.

decent reserve margin.

the seat.

Like a Rolls Royce it has ‘sufficient power’ so

60 June 2019 | www.saflyer.com

Aim for 140 knots in the circuit. The

cross the fence at 75 knots. There are no flaps – so sideslipping is standard – which also improves the view forward.

You can get it down and stopped in 250 metres and the takeoff roll is even less, thanks to the light weight and abundance of power.

TO SUM UP The Extra 330 is an impressive bit of kit. It is plane that gives pleasure in many roles: as an Unlimited Aerobatics mount, as an aerobatics trainer or passenger experience aircraft, and also as a fast and reasonably comfortable tourer. Extra reports that many buyers

TECHNICAL SPECIFICATIONS

approach is flown at 85 knots, aiming to

EXTRA 330LX

see their Extras as ‘lifestyle machines’ – like a Porsche 911. It is a wonderfully versatile high-performance machine.

Most owners won’t want to compete in unlimited aerobatics but it’s great to own a beautiful and responsive thoroughbred which can - if you ever get the urge.

In

summary,

although

to

the

untrained eye the 330LX may look just like a 300L, they have very different flying characteristics, control response and performance. The improvements have come about through three things: more power, less weight and larger control surfaces. Add to that the excellent build quality and superior finish, and you can see just how special the Extra 330LX is.

It’s even comfortable for two and with its usable range, a one stop flight by Jason to Cape Town for the Stellenbosch Air show and this photoshoot with Justin de Reuck was easy.

What’s the price of a thoroughbred?

The asking price for the 330LX is in the region of 450,000 US Dollars — 400,000 for the aircraft and another 50,000 for basic options and shipping. So you need deep pockets and the skills and ability to impress generous sponsors.

But that’s what Jason Beamish and Nigel Hopkins have managed with prime sponsor Absolute Aviation, with support from Century Avionics and Skeerpoort Verspreiders for fuel. By all accounts the relationship is working well for both the pilots and the sponsors. It is a great example for other companies.

j

SPECIFICATIONS WINGSPAN: 26,3 ft / 8,0 m LENGTH: 22,8 FT / 6,9 M HEIGHT: 8,6 ft / 2,6 m WING AREA: 115,2 ft2/ 10,7 m2 CERTIFIED LOAD FACTOR: +/- 10 g TYPICAL EMPTY WEIGHT: 1.455 lbs / 660 kg MAX TAFEOFF WEIGHT: 2094 lbs / 950kg FUEL CAPACITY: 49,9 gal / 189 ltr

PERFORMANCE NEVER EXCEED SPEED (VNE): 220 kts MANEUVERING SPEED (VA): 158 kts RATE OF CLIMB: 2070 fpm STALL SPEED AT 1.808 LBS: 55 kts STALL SPEED AT 2,095 LBS: 60 kts

61 www.saflyer.com | June 2019

COMPANY PROFILE REPORT: GUY LEITCH

ABSOLUTE AVIATION FOR THE LOVE OF FLYING It was the combined passion for aviation and marketing experience

Worthington which made a brand

Aviation has become the dominant force in general aviation, having revitalised moribund Beechcraft

agencies, which Absolute successfully took over from their previous representatives five years ago.

Demonstrating

their

commitment

and Mark Sampson’s SBach. Despite having Absolute

provides

essential

support to all the team members in terms of

ANSERIA based Absolute

and

two Extras, with an MX2 of Mark Hensman

sponsors,

South African air show circuit.

Cessna

Extras.

In

to share the exposure with a variety of other

new Extra 300LX a reality for the

L

their precision flying of four SBachs.

Hopkins and it flies a mixed formation of the

Howard and Managing Director Guy

previously

the specialised maintenance work on the

Southern Africa the team is led by Nigel

of Absolute Aviation CEO Neil

the

mark on the air show circuit in China – with

to

general aviation and sharing the love of flying in particular, Absolute Aviation was a loyal supporter of Jason Beamish in his old mid-wing Extra 300. This limited sponsorship had worked well for Absolute as it had exposed their young and dynamic brand to hundreds of thousands of air show spectators across South Africa.

So when it became evident that it was time to upgrade Jason’s Extra 300, Absolute Aviation were keen to increase their level of support. They bagged the

Furthermore,

the cost of hangarage at a primary airport such as Lanseria, is a benefit that quickly adds up in value.

fuel and travelling costs, even for shows as

Absolute Aviation has the view that they

far afield as the Stellenbosch (FASHKosh)

must; “Go Big or Stay Home.” They have

air show .

amply demonstrated this in their commitment

Absolute was also in a position to

to supporting the key air shows by making

provide unparalleled logistical support to

it possible for world class performers such

Team Extreme when they were invited to fly 2,500 nm into Central Africa to put on an air show display. Having an ‘invasion’ of single seat high performance aircraft was enough to give most African authorities cause to

as Nigel Hopkins, Jason Beamish and Team Extreme to enthral air show crowds across Southern Africa. Absolute are thus instrumental in bringing the thrill of flight to

scramble their air forces, and so Absolute

thousands of aeroplane enthusiasts across

Aviation’s ability to arrange the necessary

the sub-continent. ‘In addition to having a

flight

ground

responsibility to our existing customers, we

handling for this unique formation and its

believe we have a responsibility to invite new

support ship was essential to the success of

interest in aviation by sharing the dream with

clearances

and

expedite

this wildly ambitious venture.

Absolute

supports

the

two

Extras

of Jason Beamish and Nigel Hopkins in numerous other ways. Particularly valuable is their ability to provide the full benefits and backing from large-company corporate

the many children and enthusiasts attending the shows’, says Guy. ‘This is very often how the seed is planted and how the next generation of aviators are born’.

The foresight and preparedness of

support for aircraft maintenance in terms of

organisations such as Absolute Aviation to

part supply and having a fully CAA approved

invest for the long term in General Aviation

aircraft maintenance organisation to handle

has to be applauded.

Extra 330LS, so that the two aircraft could enthral the crowds with displays of unlimited formation aerobatics. Having two aircraft flying formation aerobatics is far more effective than having two separate aircraft flying solo performances alone in the sky. commitment

to

supporting general aviation and air shows does not stop with just the two new Extras of Nigel Hopkins and Jason Beamish. They have also got behind Mark Hensman’s Team Xtreme – four world class South African aerobatic pilots who have made an indelible

62 June 2019 | www.saflyer.com

free

Hopkins and Jason Beamish which, given

co-sponsorship of Nigel Hopkins’ new

Aviation’s

provide

hangarage to the aircraft of both Nigel

primary sponsorship and added it to their

Absolute

they

Absolute Aviation makes sure it gets to its general aviation customers - here is the team at the NAMPO show in Bothaville.

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 63 www.saflyer.com | June 2019

FEATURE STORY: GUY LEITCH

AN EX-SAAF PUPE FLIES HIS SOLO HARVARD – IN THE USA! “There is nothing like returning to a place that remains unchanged to

An incredibly emotional moment - Instructor Max Hodges with Tony Schapiro and Harvard 7693's owner, Dr Arnold Angelici.

find the ways in which you yourself have altered”.

Nelson Mandela On 7 March 2019 I got to return to a place

unchanged and reflect on

how my life had altered. It

all Started with a Painting.

Let me tell you my story....

O

N 18 June 1985 I

on Course 2/84. And so began my career as

to do a painting of my solo Harvard for my

completed my first

a pilot.

50th Birthday. Paul posted a photo of the

solo flight in the

On 18 June 1985 I was sent for my solo

painting on Facebook, and that launched a

South African Air

check with Captain Terry Pike. After a few

chain of events. The current owner of my

Force in Harvard

circuits we landed, I signed the DD702 and

solo Harvard 7693, Dr Arnold A Angelici,

7693. This was

he sent me off for my first solo. I vividly recall

was told about the painting on Facebook.

being on Downwind, turning around and

Arnold commented on Facebook that he

aviation career spanning some 34 years

seeing no Instructor behind me. I shouted in

owned it, to which I replied that it was the

and 20,000 hours to date. On my birthday,

excitement before settling down to the still

aircraft I had soloed on. A discussion then

34 years after it all began, I again got to fly

somewhat new task of landing the Harvard

ensued about the possibility of us visiting the

in Harvard 7693 at Thomaston Airport, just

safely.

USA sometime to see 7693. And Arnold also

the start of an

south of Atlanta, Georgia where she now

I received my wings on 3rd July 1986

lives. This amazing reunion, four years in the

and spent 10 years flying in the SAAF

making, all started with a painting.

commissioned a painting of 7693 from Paul Treleven.

at 41 and 44 Squadrons, before starting

This all sowed the seeds of an idea

As a young boy growing up in Cape Town

my Airline Career at Comair, then South

that it would be an amazing opportunity to

I saw and heard Harvards and Dakotas in

African Airways and since September 2001,

replicate a photo I had of me standing on the

the skies above Cape Town regularly. This

Emirates, where I am currently a B777

wing after my first solo flight 30 something

ignited a passion for aviation which led to

Captain.

years ago. Our communication continued

school years spent dreaming about flying.

My wife Kim is very inventive in finding

for nearly four years until I managed to

After finishing high school, I applied to

new ways to surprise me with birthday

get leave in March 2019 – and so our very

the Air Force and was selected for Pilots

gifts, and unbeknown to me had decided

special journey started. Arnie had also told

Course at Central Flying School, Dunnottar

to commission Aviation Artist Paul Treleven

me that he had lined up instructors to take

64 June 2019 | www.saflyer.com

FEATURE

me for a flip and that I should bring my logbooks. Did he actually mean that I was going to fly 7693?

We flew to Atlanta and after a quick chat to Arnie, we made

An ecstatic Tony Schapiro is reunited with his Harvard, 34 years after having soloed in it, with owner Dr Arnold Angelici in brown flight suit.

arrangements to pick him up at his home the next morning. I hardly slept due to the excitement. He welcomed us into his home and his voice cracked as he said we would be on our way to see 7693. He was as emotional as I was.

We drove about 55 minutes South of Peachtree City, through beautiful countryside to a lovely little county Airport called Thomaston (KOPN) where he kept his aircraft. As we pulled up outside his hangar, my excitement was building to a cresendo. I helped Arnie slide the hangar doors open. And there she was.... absolutely beautiful and looking exactly how I remembered her in her trademark SAAF Dayglo training colours.

I couldn’t speak and just walked around her and touched her again, all those familiar smells and memories rushing back. Kim and Arnie understood the importance of the moment and left me to it.

Once I had composed myself, we took a number of photos before Arnie hooked the aircraft up to his golf cart and towed her out. Finally

I put on my old SAAF overall (it still fitted!) and stepped up onto

the moment arrived when I could hop into the cockpit while Arnie took

the wing. Arnie helped me strap on the parachute, after which I

me through a quick cockpit familiarisation and the engine start drills.

climbed in to the front cockpit and strapped in. Arnie stood next to

At this stage my Instructor for the day, Max Hodges, arrived. Max

me while I started the Harvard for the first time in nearly 34 years.

is an amazing guy who has flown most aircraft in the Commemorative

Throttle slightly open, unlock the primer and prime 4 times while at

Air Force - including the B17, B24, B25, Mustangs and Harvards

the same time pumping the wobble pump to get the fuel pressure

among many others. After chatting a while it was time to fly. I still

up. With fuel pressure up, lock the primer, flip the starter and count

didn’t comprehend what was coming, as I figured we would do a quick

four props before selecting mags on. (Memory is rusty so pardon any

zip around the circuit and come back.

errors in the procedure).

Tony Schapiro took his original SAAF logbook - and it tied up with the Harvards airframe logs Arnold Angelici has.

65 www.saflyer.com | June 2019

FEATURE

With a throaty roar, the engine burst into life and after a few misses, settled into idle.

Arnie checked I was okay, thumbs up to Max and hopped off the wing to wait and watch with Kim, who was snapping away furiously

Commemorating the traditional SAAF mudbath - a cloth covered in Georgia mud.

with her camera. Once the oil temperature rose to 40 degrees, we were away. Max told me to taxi so I quickly tested the brakes and we started to move. After 25 years of flying Boeings, I had to relearn the art of zigzagging a taildragger to the runway, as you cannot see over the nose and have to zigzag to be able to see what’s in front of you. At this point, I gave control to Max to do the power check as I was unfamiliar with the tail wheel lock, which was different to when I originally flew it. We did the power check, and Max gave control back to me and it was time to fly. I lined up on the runway, slowly advanced power and commenced the takeoff. I was careful to keep a bit of right rudder as the tail came up and before I knew it we were airborne, gear selected up and climbing away at 100 knots.

Max and I spent the next 45 minutes familiarising me with the aircraft and getting

We did Chandelles, Figure of 8s and loops before I started feeling a bit queasy.

used to using rudder again before practicing

We then returned to Thomaston where

some manoeuvres. After a few turns and

Max pattered me through a landing and we

climbs it was time for some aerobatics.

taxied in and parked. After stepping out of

the cockpit we recreated my original solo photo. At this point it really hit home how far I’d come both in career and in life. So much had happened since I stood on that wing back at Dunnottar in June 1985. Friends lost in accidents, raising a family, building a

The perfect 50th birthday present from Tony's wife Kim.

career. I had a huge lump in my throat. I then hopped off the wing and shook hands with both Max and Arnie, before giving them a huge hug in appreciation of the momentous occasion. They both had huge beaming smiles and I knew it meant so much to them too.

After a big hug and kiss from Kim, Max told me we would just take a 20 minute breather and go again. Again??? They weren’t done with me yet – and after a few minutes we saddled up again and Max and I flew for a second time. What a day! The excitement, the memories, the smells.

Back on the ground, Max and Arnie went through my logbook and wanted to know everything about SAAF training, about each badge on my overall and general history about SAAF squadrons after which Max signed out 2 hours Dual in my current logbook.

Later that evening Max, Arnie, his wife

66 June 2019 | www.saflyer.com

FEATURE

Alice, Kim and I went for dinner at a local

as I didn’t feel comfortable enough yet to try

Dauntless, Fairchild PT19 and Texan T6, all

restaurant after which I voiced my sincere

to land in a crosswind. After taxing in and

of which are in mint flying condition.

appreciation and gifted Max and Arnie each

shutting down, Skipper signed my logbook

a bottle of my favourite whiskey and a bottle

for a third hour of dual. Unbelievably, Arnie

of South African wine. I also gave Arnie a

then brought out the original DD702 tech

By an amazing coincidence, hangared

copy of Andrew Embletons’ book Facta

logs for the aircraft and we went through

next to Arnie is another pristine SAAF

Nostra Vivent (a book covering the role of

them and found my original signature from

Harvard, 7725. She was bought and shipped

the Harvard in training in the South African

my first solo in 1985. What are the odds that

from Chile and later sold to the current

Air Force) at which point both Max and Arnie

he would even have these?

owner. She was part of the SAAF Harvard

HARVARD 7725

were quite humbled and appreciative. Max

A long-standing SAAF tradition dictates

left early as he had a 4 am departure the

that a newly soloed pilot must be carried

Aerobatic team that was invited to FIDAE Air

next day to test fly a XP 82 twin fuselage

by their course mates from the wing of

Mustang about 5 hours’ drive away. A real

the aircraft to a mud bath where they are

A great unintended consequence of my

gent!

ceremoniously dumped. Arnie had seen

experience is that a number of colleagues

Defense Expo in Chile in 1994.

Unintended Consequences.

The next morning Arnie took us to

my photos and started his own tradition

are now tracking down their solo aircraft

an aircraft spares shop, Aircraft Spruce,

by proudly presenting me with a piece of

around the world to try and replicate my

very popular with the SAA guys on layover

material covered in Georgian mud. Classic!

experience. The buzz around it reminds us

in Atlanta, before heading out to a little

He really went all out to make this event

of where our passion for this great industry

museum at Candler Field just south of

special for us and in our many discussions

began and is a reminder to savour every

Atlanta, which was designed to replicate the

about the aircraft it was very evident

moment.

Atlanta Airfield of the 20’s and 30’s. Here

how passionate and determined Arnie is

All in all it was an amazing trip down

we had lunch at Barnstomers Grill where

in keeping 7693 in her traditional SAAF

memory lane, sharing this experience with

Another ex SAAF Harvard 7725 - in its hangar at Atlanta.

we met John “Skipper” Hyle who would be

colours to honour and respect, as he put it

my wife, Kim, who has been by my side

flying with me that day. John has his own

“those whose feet have touched her rudder

throughout my career, making new friends,

Harvard hangared next to Arnies and is also

pedals” She spent the bulk of her working

flying my solo Harvard again after 34 years

rebuilding a Stearman from scratch.

life in the SAAF, from the early 1950’s till she

and seeing another SAAF Harvard.

All fuelled up we returned to Thomaston

was sold in the mid 90’s.

I had returned to my original solo

where we took 7693 out and got airborne

On our return to Peachtree we popped

Harvard, which was as I remembered her

with a nice little crosswind. We spent a lazy

in at Thomaston Airport to see a branch

from all those years ago and reflect on how

hour flying around the American countryside

of the Commemorative Air Force called

much I had changed and experienced since

at 2000 feet, just enjoying the flight for the

Dixie Wing. They have a number of aircraft

that solo moment....and to think it all started

sake of it. I asked Skipper to do the landing

such as a Corsair, Curtiss Jenny, Douglas

with a painting.

j

67 www.saflyer.com | June 2019

FUEL TABLE www.sv1.co.za

SA Flyer 2019|05

FuelFuel Prices as at Prices as01/04/2019 at 01/04/2019 Prices include VATVAT butbut exclude anyany service feesfees Prices include exclude service Airfield Avgas Jet A1 Airfield Avgas Jet A1 Baragwanath R 19.50 Baragwanath R 19.50 Beaufort West R 21.95 Beaufort West R 21.95 R 16.95 R 16.95 Bethlehem R 21.97 Bethlehem R 21.97 R 15.62 R 15.62 Bloemfontein R 16.86 Bloemfontein R 16.86 R 11.29 R 11.29 Brakpan R 19.50 Brakpan R 19.50 BritsBrits R 17.94 R 17.94 Cape Town R 22.25 Cape Town R 22.25 R 10.17 R 10.17 Eagles Creek R 18.50 Eagles Creek R 18.50 EastEast London R 19.60 London R 19.60 R 12.85 R 12.85 Ermelo R 17.71 Ermelo R 17.71 Fisantekraal R 18.90 Fisantekraal R 18.90 Fly-In R 19.20 Fly-In R 19.20 Gariep Dam R 19.50 Gariep Dam R 19.50 R 16.80 R 16.80 George R18.62 George R18.62 R12.19 R12.19 Graaf Reinet R 24.30 Graaf Reinet R 24.30 R 16.65 R 16.65 Grand Central R 18.86 Grand Central R 18.86 R 14.32 R 14.32 Kimberley R 16.86 Kimberley R 16.86 R 11.29 R 11.29 KittyKitty Hawk R 19.90 Hawk R 19.90 Klerksdorp R 18.29 Klerksdorp R 18.29 R 14.32 R 14.32 Kroonstad R 17.11 Kroonstad R 17.11 Kruger Intl Intl Nelspruit R 18.85 Kruger Nelspruit R 18.85 R 13.95 R 13.95 Krugersdorp R 16.95 Krugersdorp R 16.95 Lanseria R 20.13 Lanseria R 20.13 R 14.50 R 14.50 Margate R 21.90 Margate R 21.90 R 15.35 R 15.35 Morningstar R 18.50 Morningstar R 18.50 Mosselbay R 19.30 Mosselbay R 19.30 R 15.75 R 15.75 Nelspruit R 20.79 Nelspruit R 20.79 R 14.38 R 14.38 Parys R 18.00 Parys R 18.00 R 12.10 R 12.10 Pietermaritzburg R 19.90 Pietermaritzburg R 19.90 R 13.40 R 13.40 Pietersburg CivilCivil R 17.80 Pietersburg R 17.80 R 14.10 R 14.10 Polokwane (Gateway Intl)Intl) R 20.98 Polokwane (Gateway R 20.98 R 14.08 R 14.08 R 23.17 PortPort Alfred R 23.17 Alfred PortPort Elizabeth R 21.70 Elizabeth R 21.70 R 15.12 R 15.12 Potchefstroom R 18.00 Potchefstroom R 18.00 R 12.10 R 12.10 Rand R 18.83 Rand R 18.83 R 14.27 R 14.27 Robertson R18.70 Robertson R18.70 Rustenberg R 17.76 Rustenberg R 17.76 R 13.45 R 13.45 Secunda R 18.98 Secunda R 18.98 Skeerpoort ****** R 16.90 Skeerpoort R 16.90 R11.00 R11.00 Springs R 20.00 Springs R 20.00 Stellenbosch R 17.55 Stellenbosch R 17.55 Swellendam R 17.65 Swellendam R 17.65 R 13.00 R 13.00 Tempe R 18.35 Tempe R 18.35 R 12.27 R 12.27 Ultimate HeliHeli (Midrand) ****** R 19.15 Ultimate (Midrand) R 19.15 R 13.25 R 13.25 Upington R 17.32 Upington R 17.32 R 11.75 R 11.75 Vereeniging R 17.20 Vereeniging R 17.20 R 12.60 R 12.60 Virginia R 20.70 Virginia R 20.70 R 14.62 R 14.62 Welkom R 17.11 Welkom R 17.11 R 14.61 R 14.61 Wings ParkPark EL EL R 18.90 Wings R 18.90 Witbank R 18.50 Witbank R 18.50 Wonderboom R 18.66 Wonderboom R 18.66 R 13.16 R 13.16 Worcester R17.95 Worcester R17.95 ****** Helicopters onlyonly Helicopters

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FuelFuel Prices as at Prices as02/05/2019 at 02/05/2019 Prices include VATVAT butbut exclude anyany service feesfees Prices include exclude service Airfield Avgas Airfield Avgas Jet A1 Jet A1 Baragwanath R 21.00 Baragwanath R 21.00 Beaufort West R 23.35 Beaufort West R 23.35 R 16.95 R 16.95 Bethlehem R 21.97 Bethlehem R 21.97 R 15.62 R 15.62 Bloemfontein R 17.55 Bloemfontein R 17.55 R 11.50 R 11.50 Brakpan R 20.00 Brakpan R 20.00 BritsBrits R 17.94 R 17.94 Cape Town R 23.20 Cape Town R 23.20 R 10.19 R 10.19 Eagles Creek R 18.50 Eagles Creek R 18.50 EastEast London R 19.58 London R 19.58 R 12.83 R 12.83 Ermelo R 17.71 Ermelo R 17.71 Fisantekraal R 19.50 Fisantekraal R 19.50 Fly-In R 19.20 Fly-In R 19.20 Gariep Dam R 21.00 Gariep Dam R 21.00 R 16.50 R 16.50 George R20.21 George R20.21 R12.75 R12.75 Graaf Reinet R 24.30 Graaf Reinet R 24.30 R 17.70 R 17.70 Grand Central R 20.47 Grand Central R 20.47 R 14.95 R 14.95 Kimberley R 17.55 Kimberley R 17.55 R 11.50 R 11.50 KittyKitty Hawk R 21.50 Hawk R 21.50 Klerksdorp R 18.29 Klerksdorp R 18.29 R 14.35 R 14.35 Kroonstad R 18.84 Kroonstad R 18.84 Kruger Intl Intl Nelspruit R 21.85 Kruger Nelspruit R 21.85 R 16.16 R 16.16 Krugersdorp R 18.85 Krugersdorp R 18.85 Lanseria R 22.35 Lanseria R 22.35 R 15.12 R 15.12 Margate R 21.90 Margate R 21.90 R 15.35 R 15.35 Morningstar R 19.75 Morningstar R 19.75 Mosselbay R 21.77 Mosselbay R 21.77 R 16.18 R 16.18 Nelspruit R 20.72 Nelspruit R 20.72 R 14.38 R 14.38 Parys R 19.30 Parys R 19.30 R 12.10 R 12.10 Pietermaritzburg R 20.30 Pietermaritzburg R 20.30 R 13.80 R 13.80 Pietersburg CivilCivil R 20.80 Pietersburg R 20.80 R 14.10 R 14.10 Polokwane (Gateway Intl)Intl) NO NO CONTACT Polokwane (Gateway CONTACT R 23.17 PortPort Alfred R 23.17 Alfred PortPort Elizabeth R 21.85 Elizabeth R 21.85 R 15.87 R 15.87 Potchefstroom R 20.15 Potchefstroom R 20.15 R 12.80 R 12.80 Rand R 20.37 Rand R 20.37 R 14.87 R 14.87 Robertson R19.40 Robertson R19.40 Rustenberg R 18.35 Rustenberg R 18.35 R 13.65 R 13.65 Secunda R 20.13 Secunda R 20.13 Skeerpoort ****** Customer to collect R 18.20 Skeerpoort Customer to collect R 18.20 R11.10 R11.10 Springs R 21.50 Springs R 21.50 Stellenbosch R 19.90 Stellenbosch R 19.90 Swellendam R 19.30 Swellendam R 19.30 R 13.00 R 13.00 Tempe R 18.35 Tempe R 18.35 R 12.27 R 12.27 Ultimate HeliHeli (Midrand) ****** R 21.30 Ultimate (Midrand) R 21.30 R 13.95 R 13.95 Upington R 18.01 Upington R 18.01 R 11.96 R 11.96 Vereeniging R 17.20 Vereeniging R 17.20 R 12.60 R 12.60 Virginia R 21.80 Virginia R 21.80 R 15.20 R 15.20 Welkom R 18.84 Welkom R 18.84 R 14.61 R 14.61 Wings ParkPark EL EL R 19.90 Wings R 19.90 Witbank R 19.20 Witbank R 19.20 Wonderboom R 18.66 Wonderboom R 18.66 R 13.16 R 13.16 Worcester R17.95 Worcester R17.95 ****** Helicopters onlyonly Helicopters

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SA Flyer 2016|11

• • • • •

AIR RACING REPORT: MARK MANSFIELD

THE 2019

PRESIDENTS TROPHY AIR RACE - BOUNCES BACK

The Cape weather kept the Race on the ground for Day 1.

The Presidents Trophy Air Race (PTAR) has had a major make-over. This year, despite the backdrop of a general election and in particular, its remote location at Saldanha in the Western Cape, there seemed to be a almost tangible sense of new energy. The social media in particular buzzed with excitement.

T

HE fresh lease on life for

for 2018’s race in Bloemfontein, it was

technical format of the race based on inputs

this venerable air race may

apparent that the race was in trouble, with

received from the racing community, and

be attributed to a radically

much murmuring and open dissent amongst

came up with what he says is; “an exciting

revised format as well as

the racing fraternity over the past few years.

new style of racing, akin to Formula 1,

new leadership within the

Many of the giants of the race such as Rob

requiring strategy, hands-on piloting skills,

South African Power Flying

and Chris Spencer-Scarr had emigrated

and navigators with sharp map reading and

Association (SAPFA) under new chairman,

or retired. So ace test and air navigation

terrain recognition skills.”

Rob Jonkers.

rally pilot Rob Jonkers stepped up as the

The changes involved simplifying the

Chairman of the Power Flying Association

handicapping formula; allowing test flights

(SAPFA) to also take on the role of the Race

as a matter of course; having a less punitive

Director.

penalty system; reducing the time to obtain

THE NEED FOR CHANGE After a steady decline in support for the PTAR and a particularly poor turnout

70 June 2019 | www.saflyer.com

Jonkers began his task by reviewing the

results; and perhaps most importantly,

FEATURE

devising a way for the race to be more about

so did the PTAR have to. But this year, taking

were tested at the Speed Rallies, “Having

hands-on navigation, and less reliant on

a leap of faith with a new Race Director and

had a number of events so far, we have been

GPS and autopilots.

fundamental format changes was a risk. To

able to iron out much of the format problems,

Borrowing from navigation rally formats,

test the concept, smaller Speed Rallies were

which should bode well for the PTAR that is

the new format provides competitors with

organised in the major provinces under the

coming up,” Jonkers said before the race.

the track already drawn on the maps, but only gives racers 30 minutes before takeoff to personalise the chart by marking up the all-important time markers, key landmarks and other tricks of the trade.

The big question remained what to do about the illegal use of GPS by some unsporting crews. There was much debate (aired by Guy Leitch in his column in this magazine in July 2018) about whether to surrender to modern technology and permit GPS use.

In the end it was decided that, despite the difficulties of trying to control GPS use, especially on those built into the aircraft’s EFIS systems, allowing GPS took too much

Winners - Kobus and Sarel van der Merwe are congratulated by Race Director Rob Jonkers.

of the navigation challenge out of the race. It was agreed that the race should be primarily about the human optimising the machine as

inspirational guidance of Jonty Esser, with

The success of these mini-races –

a combination to get the best out of both in

instruction provided by indomitable Protea

which SA Flyer participated in for the

terms of performance, power and skill.

pilot and former PTAR winner Mary de Klerk.

Western Cape – helped the build-up to the

Many of the new ideas planned for the PTAR

PTAR enormously and spurred many of the

Just as Formula 1 moves with the times,

The organisers took a gamble with the new race format and flying the race far from home for many competitors.

71 www.saflyer.com | June 2019

AIR RACING Local talent - Mark and Jason Bunning from Morningstar with their RV-7.

Controversial previous winners Marcel Viljoen and Le Roux Breytenbach with their BD-4 had to settle for 13th place.

Second placed Kobus Nel and Martin Grunert getting airborne in their quick little Pipistrel Virus SW.

72 June 2019 | www.saflyer.com

The Marx brothers brought their Albatross all the way from Wonderboom - and had to settle for 42nd place.

previously disenchanted to once again polish

forcing a number of postponements to the

Dieter Bock and Brendan Borraine in their

their planes and go racing.

start and then the eventual cancellation. The

Lancair Legacy – and they were awarded the

Holding the 2019 PTAR at Saldanha

setback was handled with professionalism by

airmanship prize for gamely slowing down

was always going to be a baptism of fire for

Jonkers as he took the tough decision to scrub

to 80 knots to accommodate slower aircraft

the new format. Asking competitors from

the first day, much to the disappointment of

in the landing circuit – and in the end they

Gauteng to travel all the way to the Western

all the eager competitors who were looking

had to go-around three times. A sign of the

Cape was a big ask, plus the new format was

at very flyable weather from the Saldanha

success of this year’s race was that there

viewed with scepticism. And the big unknown

Airfield. An organiser was heard to remark

was not one formal protest, even from the

was the notoriously fickle Cape weather.

that scrubbing Day 1 was akin to telling a

normally intensely competitive John Sayers,

The race was moved to earlier in the year to

bunch of children locked in a sweet shop not

who had brought his hot rod Comanche 400

improve the chances of better weather but

to eat any of the sweets until the next day!

down from Gauteng.

poor weather nonetheless almost caused the

Day 2 fortunately went off as planned

Taking the honours at the 2019 PTAR

whole race to be washed out. It must have

with the slowest aircraft starting first so that

with an overall gain of two and a half minutes

been ulcer-inducing for Rob Jonkers and his

in theory they should all cross the finish

over their handicap was father and son team,

team.

line at the same time. The race had some

Kobus and Sarel van der Merwe, flying their

Entries opened in January for the PTAR

unique challenges, not least a sheep farmer

Mooney M20F. In second place, benefitting

at Saldanha Bay over the first weekend

who reneged on his agreement to allow a

from strong local knowledge of gliding, were

in May. The new rules were posted on the

turnpoint gazebo on his land. The bright

the duo of Kobus Nel and Martin Grunert in

SAPFA website. Despite the distance and

orange turnpoint gazebo had to be moved 2

their – quick for a 100 hp fixed gear plane –,

the cost of coming down to the wet and

km, and that meant that some crews flew to

the Pipistrel Virus SW 100, a minute behind

windy cape a total of 45 competitors took to

the gazebo, while others flew to the original

the winners.

the skies on Day 2 to fly the 285nm course.

turnpoint. Working out the final results

This was significantly reduced from the 56

after that change took the team of Chester

entrants as many had not made it through

Chandler and Dirk de Vos a full nine hours of

the weather guarding the Cape from the

intense calculations.

Gauteng invasion.

THE RACE FORMAT CHANGES The following are the key changes made to the PTAR format:

There is so much camaraderie and

Test flights are now encouraged, but

In the end the weather did indeed

pleasure from just taking part that who actually

not mandated. However, if large variations

disappoint. On Race Day 1 there was fog

crosses the line first sometimes seems a bit

in flown speed against handicap speed are

covering the northern sector of the race route,

academic. The fastest crew in the race was

noted, it will require additional test flights

73 www.saflyer.com | June 2019

AIR RACING

both on Day 1 and on Day 2. No automatic handicap adjustments

dangerous flying, or busting the lower altitude limit, or for getting

will be made.

lost where the scoring system cannot resolve a score. (The SA Flyer

Maps of 1:250,000 with the route pre-plotted with magnetic

team flying our then C182 at the 2014 Oudtshoorn race felt very hard

headings are now handed out 30 minutes prior take-off. No prior

done by when we were penalised two minutes for being too high at

preview of the route will be provided beforehand. Photographs are

a checkpoint).

provided of each turnpoint.

Handicap speeds are based on a simple relationship between

New GPS loggers (with excellent height accuracy) and incockpit cameras are now utilised for this race.

two factors: the number of major turns in the event and the distance of the course, (allowance is made for obtaining speed stability on

2020 WILL BE A HUGE YEAR

the leg – the longer the leg the better the stability of speed). This

Next year is the centenary year of the Aero Club and the PTAR

handicap relationship has already been successfully tested in the

will be held at Ermelo. In 1920 the Aero Club was exclusively about

Speed Rally series.

power flying, and so technically 2020 is a celebration of 100 years of

Normal aircraft scrutineering is carried out, as per current standard procedure.

power flying competition. This will help relaunch the PTAR to good effect as a historical milestone.

The route contains major turn points (between 4 & 6 which

Furthermore, a Governor General’s Air Race is also being

are regarded as major as having heading changes of around 90

planned. This first took place in 1937 and it is hoped to re-enact this

degrees), and chicane turn points (between 6 – 8 shallow angle

with the prestigious GGAR cup as the prize. Also, in 2020 SAPFA is

turns). The idea is to enhance the navigation aspects of the race,

hosting the World Rally Flying Championships in Stellenbosch. And

which precludes the use of systems such as GPS.

as if all that is not enough, they are planning to co-host the SAAF’s

Penalties are now time based only, to allow all competitors to gain a result without exclusions. Exclusions will only be for

The race crews, marshalls and organisers.

74 June 2019 | www.saflyer.com

Silver Queen Air Rally, as the SAAF is also 100 years old.

j

All in all, a very busy year ahead for Rob Jonkers and his team.

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SA Flyer 2019|06

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AOPA BRIEFING REPORT: CHRIS MARTINUS

WIN-WIN OR WIN-LOSE I was recently invited to do a presentation at a “short-field workshop” which was being held over a weekend on a farm in the Eastern Cape.

T

Bat-eared foxes are often seen in the region.

HE theme of the talk

The workshop was aimed at sharing

In addition, the aircraft are an invaluable

was ‘The Rules’. The

knowledge and experience among pilots in

tool for counting livestock, checking fences

Rules are there largely

the area, many of them farmers who use their

and dams, as well as swiftly locating and

for our own benefit. We

aircraft as tools in their agricultural pursuits

assisting sick or injured animals.

learn best from our own

and as personal transportation between the

mistakes but it is an

many small airfields in the region.

Evidence of the environmental benefits of using aircraft rather than ground vehicles

aviation axiom that you

The event was held on the farm Rexfield

is clearly visible from the air. Not only is there

won’t live long enough to learn from all the

and kindly hosted by Reid Wardle, a sheep

an abundance of various buck, warthog

mistakes that pilots often make.

and cattle farmer, and avid pilot. The farm

and other wildlife, but bat-eared foxes are

is typical of many in the area: hilly terrain

also often seen. These cute insectivorous

WIN-WIN

covering large areas, soil prone to erosion

creatures are usually the first to leave

caused by vehicle traffic and remote

ecologically damaged environments.

We therefore have a set of rules that were derived from the many other pilots who have previously made those mistakes.

If we follow The Rules unquestioningly, our chances of survival are enhanced. But it is not a perfect system: some common sense

boreholes, dams and pump installations necessary for watering the livestock.

The aptly-named Kitfox is a popular aircraft in this region, as well as Piper

Smaller STOL aircraft are well-suited

Cubs and ‘cub-alikes’. Their short-field

to this environment. Rather than arduously

performance and toughness are suited to

travelling around the farm in a 4x4 bakkie,

the short, rough airstrips, especially those

tearing up the terrain and deepening the

in valleys where the pumps and dams are

and cogitation and above all, practice is

dongas, short grass airstrips provide quick

located. Approaches and departures from

required.

and easy access to equipment installations.

these strips must be well planned and

78 June 2019 | www.saflyer.com

COLUMNS

executed where there are ridges and hills in

agreement instead of incessant conflict?

the way.

These words echo the words of Judge Elizabeth Kubushi in last year’s AOPA-

Student pilots in the process of earning

The problem lies a lot deeper than that. We

sponsored judgement regarding airfields

their wings at Border Flying Club in East

at AOPA have also been baffled by the fact

where she found that CAA’s actions were

London also joined the event, camping in

that we never make any headway by trying to

“frivolous and/or vexatious” and “without

the bunkhouse and partying in the evenings.

protect general aviation’s interests through

sufficient grounds and was just an abuse of

They were part of the invaluable lectures,

sweet-talking,

process”.

mentoring, demonstrations and general

negotiation or any other legitimate means.

Yet CAA and Poppy Khoza soldier on,

discussion with the more experienced

The only remedy is through presenting our

keeping CemAir on the ground, despite

aviators. It is an essential part of producing

members’ case to the courts, who then

there being no obvious reason to do so.

another generation of safe and competent

thump CAA into submission, only to have

pilots.

them rise again and try a different angle.

Everyone benefited from the weekend experience, even if only to have had a good

There

are

respectful

many

and

such

mature

Surely,

say

the

social

media

commentators, there must just be a clash

conflicts.

of personalities behind this. Surely Poppy

Previously in this column, we set out how

Khoza and CemAir CEO Miles van der Molen

time. A truly win-win experience.

Delegates to the Short Field Workshop take time out for a braai.

WIN-LOSE For more than a decade, AOPA has been defending small airstrips such as those found on Rexfield and surrounding farms and villages. CAA has been trying to regulate small private airfields out of existence for a long time through amendments to part 139 of the Civil Aviation Act. These amendments would outlaw taking off or landing at any place other than licenced or ‘registered’ airfields.

Licensing

or

registration

entails

considerable expense and commitment from the owner, as well as accepting liability for any accidents which invited or uninvited airfield users may have. Although CAA have tendered many and various reasons for these bizarre regulations, none of them seem to make any sense. And where developers have attempted to properly

CAA is rendering the licence validations of

should just bury their animosities and come

licence public-use general aviation airports,

foreign pilots who want to tour South Africa

up with a win-win solution for themselves,

CAA has also refused to issue licences for

in hired aircraft, a virtual impossibility. The

as well as for the people who have lost their

grossly irrational reasons.

damage to the economy is obvious, but CAA

jobs and the isolated economies of those

remains largely unmoved. Talking nice is not

destinations not currently served by air. A

working.

win-lose situation, whether CAA wins or

This has resulted in a souring of AOPA’s constructive engagement with CAA to the extent that the matter has been through

A similar scenario exists in discussions

the courts, CAA having been lambasted

on social media regarding the grounding

CemAir wins in the end, is not really a happy

by judges of the High Court. But, they still

of regional airline CemAir. This successful

And herein lies the rub. Poppy Khoza

persist in trying to damage a very happy

regional airline, which provides invaluable

and her grossly overpaid and under-qualified

status quo of hundreds of small airfields that

air connectivity to otherwise isolated towns,

team have no choice. They are not even in a

provide infrastructural support to agriculture,

was progressively set upon by CAA officials

position to make any decision. My personal

tourism and many other industries. This

who grounded all its aircraft for bizarrely

experience of many years’ in regulatory

has baffled many people, who wonder why

trivial reasons. CAA did this again and again,

committees verifies this. I have spent long

CAA would be so hostile to little airfields.

even preparing TV presentations which

hours pleading for general aviation while

Why can’t AOPA and other players simply

proved to be absurdly wrong. Ultimately, the

looking into the empty eyes of some of the

settle this over a beer with CAA? Surely

courts found that there were no safety issues

CAA’s minions. There simply is no empathy.

this is merely a clash of personalities

whatsoever and that the CAA’s actions and

Indeed, when I have shown them in

and if the parties would just bury their

CAA Director Poppy Khoza’s decisions

detail the damage their actions are causing

egos, they would see each other’s point of

were “irrational, arbitrary, unreasonable and

to our members and our industry, I think

view and reach some mutually beneficial

procedurally unfair.”

it merely provides them with ammunition

solution.

79 www.saflyer.com | June 2019

AOPA BRIEFING REPORT: CHRIS MARTINUS

and intelligence in what they see as a war

current commissions of enquiry are exposing

loudly echo these policies: “Surplus land

against the very people they are supposed to

every day. The policy of cadre deployment

will be redistributed among our people,” it

serve and protect. Why is this? The answer

of the ANC has been openly discussed. It

blares. And the policy platform of our current

is that CAA officials are not necessarily all

also forms part of policy documents. As far

President goes well beyond this: it will not only

nasty people. However, they are mere foot-

back as 1993, in an ANC “Circular No 213-

be the surplus land that will be redistributed.

soldiers in a greater political war of liberation

6 to Senior Staff and Marshalls”, the post-

Also, “No ammunition will be available to white settlers.” Current amendments and

The SFW was hosted on a working farm by Reid Wardle.

implementation of firearms laws confirm this is happening right now.

It is not necessary to go into further examples from this document but what is clear is that ANC policy was, and very much still is, the pursuit of a liberation war based on race. The ANC has never had any other policy and has been unable to change from their chosen path, despite liberation having been gifted to them 25 years ago. That is their policy platform and any deviation from it erodes their electoral supremacy.

This ultimately destructive pattern of liberation movements has repeated itself all over the world. The challenge that faces those of us who want to move forward, to

The Kitfox is a popular aircraft in this region, also Piper Cubs and cub-alikes.

live in the world of win-win is to somehow change that win-lose philosophy. The winlose philosophy has pervaded our society and is reflected in everyday life and business dealings. It has become ingrained in so many people, black and white alike, that there can be no successful contract without there being a loser. I so often in business find that, despite a deal which should have both parties walking away happy, one party will deliberately torpedo the contract, just so that there is a loser – even if there is no possible benefit to the “winner”. I’m sure many of you are smiling as you recognise this strange psychology.

Many of the beneficiaries of this win-lose cadre deployment policy are recognising that it is not sustainable and is beginning to

that simply does not end. They are “cadre

apartheid policy is set out: “All positions in the

come apart. This is very likely the thinking

deployees”, as the ANC calls them. They

public service will be replaced by comrades,”

behind some proposed amendments to the

are unqualified and largely unskilled people

it says. Well, that has largely been done. It

Civil Aviation Act, such as a provision that

who are not equipped, either by experience

goes on to say “The security forces will be

the Director of CAA is to be appointed by the

or training, for the positions of authority

reconstructed with our comrades to protect

CAA Board, not by the Minister of Transport

they hold. But they were appointed to those

our people. Whites were protected for 350

as is currently the case. A little mistrust by

positions, paid handsomely and placed in

years. Get them to experience to be second

Poppy that she will not forever be kept in

a position without any real expectation of

class citizens!”

overpaid pastures, perhaps?

providing a good performance, as long as

We have naively believed this to be just

they obediently do as they are told by the

so much posturing, and some have even

politicians who appointed them.

suggested that documents such as this are

This is pervasive through almost every

forgeries. But, the rhetoric from politicians in

aspect of South African civic life, as the many

the recent national and provincial elections

80 June 2019 | www.saflyer.com

j

2019

LOWVELD FEATURE

81 www.saflyer.com | June 2019

REPORT: MARK MANSFIELD

GATEWAY TO THE

LOWVELD Mbombela (previously called Nelspruit) is a city in north eastern South Africa and is the capital of Mpumalanga province. Located on the Crocodile River, Mbombela lies about 110 kilometres west of the Mozambique border, 330 kilometres east of Johannesburg and about 82 kilometres North of the Swaziland border. The city has two airports.

K

RUGER Mpumalanga International Airport, referred to as KMI, located about 27 kilometres north east

The iconic thatched arrival and departures terminal building.

of the city, was opened in 2001 with scheduled flights to Johannesburg, Cape Town and Durban.

International destinations include Livingstone in Zambia and Vilankulos in Mozambique.

KMI is considered the gateway to the world’s most iconic game

reserve, the Kruger National Park. It also provides access to the Blyde River Canyon, ancient caves and many other scenic & heritage attractions in close proximity.

Since commencing business operations in October 2002, KMI Airport has opened the skies over Mbombela (Nelspruit) to over 3 Million passengers, affording new opportunities to the tourism and business industries of the province. KMI Airport serves an average of 260,000 passengers per annum. It is an ICAO approved International Airport with a runway of 3.1 kilometres which can accommodate up to Boeing 747 and Airbus sized aircraft. The Airport also prides itself in being the holder of a Fire and Rescue Category 7 international aerodrome license, which was a first for the province.

The terminal building, employs an African theme all under thatch

city, is the city’s original airport and is owned and operated by the

and has a total floor space of 7350 square metres, making this the

municipality. There are over a hundred aircraft based at the airport, the

largest thatch constructed Airport in the world, a true aviation and

majority of which are privately owned but several commercial aircraft

architecture masterpiece. The unique aesthetics and decor of the

are also based there. There are several AMO, firefighting, charter

building blend in with the surrounding bushveld, and the airport

and training companies also based at Nelspruit airport. The airport is

has become a favourite landmark among passengers visiting South

limited in its potential operations by its runway length of 875 metres

Africa’s beautiful Mpumalanga province. The Airport is currently able

and the topography of the region prohibits expansion.

to accommodate a passenger capacity of 600 000 per annum and has significant expansion potential.

Nelspruit Airport, located about 9 kilometres south west of the

82 June 2019 | www.saflyer.com

Mbombela was founded as Nelspruit in 1895 by three brothers of the Nel family who grazed their cattle around the site during the winter months. During the Boer War, it served briefly as the

Hoedspruit civil airport is wonderfully located right in the centre of the town.

seat of government for the South African Republic (an independent Boer republic and

KMIAs busy terminal is privately owned and operated.

not to be confused with the Republic of South Africa.)

The settlement was a key stopover for the Eastern railway built by the NetherlandsSouth

African

Railway

Company

in

the late 19th century which ran from the newly discovered Witwatersrand goldfields to Delagoa Bay (modern day Maputo) in Portuguese

East

Africa

(modern

day

Mozambique).

The discovery of gold in the region at places like Pilgrim’s Rest and Barberton, Mpumalanga further

j

encouraged

development in the area.

Nelspruit Aiport is the home of the Kishugu Working on Fire Helicopters.

83 www.saflyer.com | June 2019

84 June 2019 | www.saflyer.com

HOEDSPRUIT

ZANDSPRUIT BUSH & AERO ESTATE ABOVE THE CROWD

PRICE: R6 995 000

SA Flyer 2019|06

Imagine flying in and landing on the private paved estates runway and taking a short drive to this beautiful home. Whether it’s your first home or your bush breakaway destination … This house has it all. Great location on the banks of the Sandspruit river with stunning big trees and privacy. There are 5 Bedrooms and 4 Bathrooms and a fully functional freestanding bar entertainment area with built in braai, boma, standing and undercounter fridges, ice machine and flat screen TV’s (Total 8 Flat screen TV’s will remain). To ensure all your entertainment needs are catered for and guaranteed you will find the following: 22 KVA Backup Generator fuel reserve for 5 days, a private jacuzzi, two Wi-Fi routers, smart automation system for the lights and gate motor (Operated by smartphone). There is also a 16 zone CCTV system, Air-conditioning throughout the house, blackout curtains, heat pumps, 5000l water storage, garden shed, reveres osmosis water system and centralised plant area. The kitchen has a built-in coffee machine, steam oven confection microwave and three hot draws. The high quality and trendy furniture can also be purchased for an additional R 500 000.00. A gem of a property, call us to secure a viewing.

Paul Buys 082 552 6568 paulbuys@remax.net 015 793 0181

85 www.saflyer.com | June 2019

MARK MANSFIELD

The ‘Heritage Flight’ formation break.

THE LOWVELD AIRSHOW AN AIRSHOW WITH A DIFFERENCE The annual Nelspruit airshow, known as the Lowveld ABSA Airshow, will assuredly go down as ‘one to remember’, either for the resounding success of the show, or for the major changes brought by the main sponsors, Kishugu Aviation, the Lowveld Aero Club, and ABSA bank.

F

OR 2019 the airshow took on a new format in that is was not a whole day event, but rather a non-stop action-packed show from 14:00-18:00. Three main

Biggest ever - The SA Flag opening.

reasons were cited for this in the pilots’ briefing: Firstly; budget cuts, secondly the organisers decided

and the action didn’t stop until the end of the fireworks display. And

that to gain the most ‘feet through the gate’ it would be

above all, it was a safe airshow, except for an incident that was a

best to start the show at 14:00 so that visitors to the show who worked

non-event thanks to the highly experienced pilots; Derek Hopkins and

on a Saturday morning were also able to attend, and finally, having

Gary Whitecross. Gary Whitecross was being towed in his glider for

a shorter programme would mean no repeat acts and that the flying

his display by Derek ‘Pops’ Hopkins flying the Lambada tug aircraft,

displays would be literally seconds apart, so avoiding long pauses.

when shortly after takeoff the tug experienced a serious loss of power.

A question often asked is: how do you define a successful

On Pops’ command, the glider immediately released and both aircraft

airshow? Is it by the attendance figures, is it by the quality of the

circled back to land safely, thanks to their excellent glide performance.

flying displays, or is it the safety aspect? Well no matter what criteria

Opening the show were skydivers with the biggest South African

you use, the Lowveld ABSA Airshow delivered on all three points;

flag ever jumped. This was followed by the Heritage Plane act,

The airfield was packed with visitors, the flying displays were brilliant

consisting of the Antonov AN2, a Boeing Stearman, a Yak 18T and an

86 June 2019 | www.saflyer.com

The heart stopping Showstopper – inverted dual ribbon cut.

Derek Hopkins

Aviat Husky. This led into the high-energy displays of the Goodyear Eagles Pitts Specials, The Puma Energy Flying Lions Harvards and the very impressive nine-ship formation made up of the Raptors Team flying their five RVs in formation with TeamXtreme in their Extra 330s.

A first for any airshow in Africa was the duo of Ellis Levin and Arnie Meneghelli performing a double inverted ribbon cut in their Extras.

Not to be outdone by the fixed wings, the helicopters kept the action going with displays flown by legendary ‘Juba’ Joubert in the Gazelle, as well as the Jaguar car/helicopter race, followed by a formation helicopter fly-past. Homebased Working on Fire showed off their skills with an impressive three-ship Huey helicopter water bombing display. Jet action was an aerial duo with the Impala and the L39 Albatross. Airlink put on a spectacular sunset display by flying its Embraer ERJ-190. Closing the show was the Puma Flying Lions sunset flight.

To wow the large crowds, the organisers took another bold decision to have radio DJs play hardcore music during each act. This caused mixed reactions.

Speaking to regular airshow goers, the

feeling was that the music was excessive. But kudos to the organisers for trying something new and different and making the show an exceptional event.

j

The 9-ship formation of the RV Raptors and TeamExtreme's Extras in perfect formation, led by Pierre Gouws in the RV-8.

Colourbursts and Rotorcraft make an impressive combination.

The Jet Jocks impress as always.

87 www.saflyer.com | June 2019

COMPANY PROFILES FEDERAL AIRLINES

LOWVELD AERO CLUB

With over 20 years of safari transfer experience, Federal Airlines

The Lowveld Aero Club can assist with the training for any

is known for its premium point to point shuttles that fly guests to the

individual aspiring to become a pilot whether it is just as a PPL or all

country’s most luxurious and sought after game lodges.

the way to your CPL. We have been training pilots since 1956.

Operating since the ‘90s, they were the pioneers. Their core

Nelspruit Airfield is short distance away from Kruger International

service provides daily shuttle departures from OR Tambo International

(5Min) that has an ILS approach which we can utilise for IF training in

Airport and Kruger-Mpumalanga International Airport to various luxury

our training aircraft.

safari lodges throughout the country. They have since partnered with

The training is complimented with a FNPT II simulator at our

world leaders in luxury safari experiences as part of their commitment

disposal at the Nelspruit Airfield, ensuring we give our students the

to raise the bar in bespoke aviation. In addition to their shuttle flights,

best training possible.

Federal Airlines can provide bespoke, private charter flights to any destination within southern Africa.

For more information contact Federal Airlines on: Tel: +27 (0) 11 395 9000 Email: shuttle@fedair.com Website: www.fedair.com

Courses such as, Restricted Radio, General Radio, CRM, SEPT and English Language Proficiency are conducted via prior arrangement.

Our Airfield is close to the training area which means we are able to get the most out of each training session.

Contact Details: Tel: (013) 741 3636 E-Mail: admin@lowveldaeroclub.com

LOWVELD AERO CLUB

LEADING EDGE AVIATION Leading Edge Aviation is an SACAA approved Aircraft Maintenance Organisation (AMO 261) based at Nelspruit Airfield in Mpumalanga.

Leading Edge Aviation (LEA) caters to numerous fields including firefighting, external lift operations, wildlife conservation and refurbishing and restoring of aircraft interiors and exteriors, including fitment of SACAA approved windows.

Utilizing their UH-1H and UH-60 helicopters, LEA are perfectly positioned to meet your utility helicopter requirements. Whether you need supplies moved, wildlife relocated, construction equipment lifted or fire suppression carried out, LEA are available to assist. With lifting capabilities up to 3000kg’s, we use the latest equipment and vast experience to meet our clients needs.

In addition, LEA has the only SACAA approved painting booth in the Lowveld and carries out all painting using Boeing and Airbus approved products across the Cessna, Piper and Embraer and Beechcraft range. Our interior refurbishment division carries out the finest leather and upholstery work. All painting and leather work includes CRMAs for the applicable aircraft. Peter, Zeph, Sipho, Alfred and Lucas, along with the team, will ensure all your refurbishment expectations are met and exceeded.

Feel free to contact Leading Edge Aviation with any queries: Tel: +27 13 7413654 Email: office@leaviation.co.za Website: www.leadingedgeaviation.co.za

88 June 2019 | www.saflyer.com

󰇳 r 󰇧 e L

󰇪 r e 󰇭 󰈂 l F 󰈣 󰇺

FOR PROFESSIONAL PILOT TRAINING SINCE 1956 Tel: 013 741 3636 admin@lowveldaeroclub.com www.lowveldaeroclub.org.za

SA Flyer 2019|06

g Edge Aviatio Leadin n ZT-RGA

“Sharing the passion”

SHARING THE PASSION FIRE FIGHTING

•

EXTERNAL LIFT

•

WILDLIFE CONSERVATION & PATROL

•

AIRCRAFT PAINTING & INTERIORS

Leading Edge Aviation CC Hangar A1, Nelspruit Airfield, Kaapsehoop Road, Nelspruit, 1200 Tel: +27 13 741 3654 / 013 741 4835 | Cell: 082 450 2097 | www.leadingedgeaviation.co.za

HOEDSPRUIT

RAPTOR’S VIEW WILDLIFE ESTATE EXQUISITE PROPERTY

PRICE: R8 300 000

SA Flyer 2019|06

Nestled among the majestic trees on a river bed, be prepared to be engulfed by pure luxury and serenity. In this sought-after wildlife estate of Hoedspruit you’ll have your own hectare of African bush with unparalleled privacy. The house offers 4 spacious bedrooms and an office. The interior epitomes class and space with the main bedroom not only boasting views, outside shower, but also “his and hers” bathrooms. The house further offers superb entertainment areas inside and out, including a modern bar and cosy fire-pit with spectacular views. Privacy for guests are ensured by the three separate suites with en-suite bathrooms and decks. Security features include the estate’s electric fence and guard house, manned 24/7. Truly an entertainers’ dream in an idyllic setting. There is also a registered traverse right onto the adjacent Big Game Estate, giving you the best of both worlds.

Annie vd Berg 082 643 3776 annievandenberg@remax.net 015 793 0181

89 www.saflyer.com | June 2019

WASSUP?

AIRCRAFT SALES UP!

Wassup? – Well the good news is that aircraft sales are up. And not only by small fractions, but up by double-digit percentage points over a similar period from last year.

T

latest

HE from

figures

President and CEO Pete Bunce.

the General

What is also significant is that in a

Manufacturers

surprise to those expecting turbines to lead

Association (GAMA) show

the way, fixed-wing piston aircraft saw an

that aeroplane deliveries

impressive 24% bump, with 248 deliveries

were up 14.5% in the first

in the first quarter of 2019 compared to 200

quarter of 2019, with billings topping $4.2

this time last year. Turboprops accounted for

billion.

Aviation

ABOVE: The Cirrus SR22T remains a strong seller in a rising piston aircraft sales market.

123 deliveries, a 7% increase from last year.

quarter, 34 of those SR22Ts. Piper delivered

segment

Bizjets were up 6.8% with 141 shipments.

58 aircraft total, including 35 Archers.

experienced some headwinds, our airplane

Overall the fixed-wing segment saw 14.5%

Tecnam delivered 51. Cessna delivered 35

segment remains strong. Statements by

more deliveries in 1Q19 than last year,

piston singles, mostly the 172. Diamond

our member companies point to solid order

accounting for billings of $4.24 billion, a

delivered 31 aircraft, led by the DA40

intakes during the first quarter, laying down a

10.5% increase.

(17), while Icon delivered 14 A5s. Mooney

“While

our

rotorcraft

positive marker for later in 2019.” said GAMA

90 June 2019 | www.saflyer.com

Cirrus delivered 80 aircraft in the first

delivered two Acclaim Ultras.

j

2019 GRAND CENTRAL

AIRPORT FEATURE

REPORT: MARK MANSFIELD

GRAND CENTRAL AIRPORT Grand Central Airport is a small, privately owned general aviation airport conveniently located on New Road in Midrand. The airport has no scheduled airlines and specialises in private aviation, chartered flights and flight training.

W

HETHER you’re jetting off to a game

to build four new hangars. Pilots will find a variety of aviation

farm for the weekend or need a

services companies located at the airport, should they need technical

helicopter drop at the golf course or

assistance.

your conference venue, Grand Central

Pilot training plays an important role in Grand Central Airport’s

Airport is the ideal departure point from

operations. Many young South Africans dream of becoming pilots

the heart of Gauteng.

when they grow up but few realise how achievable this dream really

It’s a quick hop from the apron to the highway to Johannesburg

is. Whether flying for pleasure or pursuing a career in aviation, the

or Pretoria and the nearest Gautrain station is just five minutes away.

diverse selection of flight schools based at Grand Central Airport

The airport is operational 24 hours a day, 365 days a year and offers

allow students to train for any license from an entry level Private Pilot

car rental facilities and a travel agency.

License (PPL) to Airline Transport Pilot License (ATPL) in both the

An Executive Departures lounge provides the ideal location for

fixed wing and helicopter domain.

passengers to relax before embarking on a flight. The airport also

The newly appointed Air Traffic Service Provider, Indiza, offers

boasts a 16 seater boardroom facility on the first floor. The Airport now

students-friendly airspace environment making it the ideal training

offers a hot desk office with two small 4 seater boardrooms and free

location for trainee pilots.

wi-fi can be rented on an hourly, daily or weekly rate for those visitors or non-office bound executives.

Grand Central Airport has an interesting history. The airport was born in 1937, when Mr Harry Shires, the man behind the scenes of

Even if you are not travelling anywhere, Grand Central Airport is

African Flying Services, South Africa’s largest private air transport

worth a visit. The Harvard Café located in the terminal building has a

concern at that time, bought land as a speculative deal. He gave

large seating area looking out over the apron where visitors can watch

permission for a few enthusiastic flyers to form a flying club.

light aircraft and helicopters taking off. There is also a large outdoor children’s play area.

Due to funding and WW2, the airport came close to closing a couple of times, but in 1964, Dr Mickey Finn, purchased the land,

Also in the terminal building the retail store Wings ‘n Things

and had the initiative to expand Grand Central Airport. (Hangarage

sells an interesting assortment of aviation related accessories and

was charged at R25 per month which included landing fees.) From

equipment.

then the airport continued to grow, but it wasn’t until 1991, when it

Due to its central location, controlled airspace and non-

was taken over by a new consortium, that the airport truly blossomed.

cumbersome security protocols, Grand Central Airport is ideal for

The airport underwent a multimillion Rand upgrade in 1992, allowing

private aviation. The airport offers over 25 dedicated helipads as

Grand Central Airport to offer more facilities, thus playing an even

well as parking and hangars for private aircraft although hangarage

more important part in the aviation industry in South Africa.

is currently full to capacity. Initial projects and plans are underway

92 June 2019 | www.saflyer.com

Grand Central is also addressing its environmental impact and is

Grand Central Runway - control tower on the right.

working in collaboration with ESSA on the early stages of a PV project and to replace existing lighting with fewer, more energy efficient LED technology.

Grand Central Airport is again schedule to host the Children’s Flight 2019 for the 4th time. The inspiration behind The Children’s flight came from ‘Paper Plane’, a song about a child with a dream to fly, written and performed by Michael

Ferguson. After

some

dreaming of their own, Michael and Felix approached The Acorn Foundation in 2016 for help with identifying deserving children in its existing network, who would love the opportunity to fly for the first time.

Grand Central places a strong emphasis on encouraging young people to become involved in the aviation industry. “The many flight schools based here are a testament to this,” said Gary Renault, CEO of Grand Central Airport. “Although South Africa’s civil aviation industry has experienced exponential growth over the past 20 years, more young people need to be trained as pilots if South Africa is to keep up with its growing aviation industry. The industry is also in desperate need of engineers. We welcome the opportunity to touch these young lives and hopefully foster an interest in the aviation industry at the same time,” said Renault.

After 10 years at the helm of the airport, Gary Renault, currently CEO and Director of Grand Central Airport has decided to immigrate with his family overseas to pursue other business interests and Riaan Cilliers has been appointed as the new CEO of the airport.

For more information about Grand

Central

Airport

contact

011 805 3166 or grandcentral@ grandcentral.co.za or visit www. grandcentral.co.za

j

93 www.saflyer.com | June 2019

COMPANY PROFILES

ASTWOOD AIRCRAFT ELECTRICAL

AVCON JET TRAINING CENTRE

Astwood Aircraft Electrical has grown steadily since its opening as

Our success story started in 2007 - with only one aircraft and 25

a one man business in 1996. The company is a fully accredited AMO

employees. Only 11 years later we are one of the major operators in

with the SACAA, providing specialist services regarding most electrical/

Europe with more than 60 aircraft and more than 300 employees.

ignition components associated with light aircraft and helicopters up to small jets and turbine aircraft.

We are a global company providing a single aviation key turn solution to our aircraft owners, able to support and assist our clients

Located on the south side of Grand Central Airport in a prefab building (close to the fuel bay), the owner Shaun Lombard-Chibnall

not only in their aviation requirements but also able to support in luxury travel to Africa.

and his team offer a personal and professional approach to the needs

Avcon Jet Africa’s training division offers PPL to ATPL training as

of aircraft owners and other AMOs needing electrical or ignition work.

well as hour building packages that include flying safaris through the

Shaun completed his training in Zimbabwe and has been a

African bush. The training centre extended its capabilities with Multi

licenced AME since 1980. Based on his wealth of experience and

Engine training for advanced training and corporate charters for luxury

knowledge, Astwood provides aircraft owners with the highest industry

safaris. We also extend to our clients the opportunity to experience the

standards for repair, servicing and overhauling of alternators, starters,

full self-fly bush experience in Africa.

magnetos, motors, starter-generators and wiring. Shaun has kept the

company small to offer a more personal service.

Contact details:

We are proud to say that we have customers from all around South

+27 11 312 5676

Africa and the SADC countries.

Office@avconjet.co.za

The Astwood team has an efficient spares system in place,

www.avconjet.com

supplying clients local and overseas, and is the sole agent for B&C

www.avconjet.training

Specialty Products, a specialist company in light weight electrical

Facebook - https://m.facebook.com/avconjetafrica/

systems for the professional and the home builder. We will go out of our way to help locate and provide spares and components.

Astwood also offers their valued customers a travelling deal if the need arises – we will come to you. We are only a call away.

Contact Astwood Aircraft Electrical on: Tel: +27 (0)11 315-9605 Cell: +27 (0)83 263-6413

PAMBELE FONT: ITC Avant Garde Gothic PAMBELE FONT COLOUR: 60% Black PANTONE: Cool Gray 9c

Email: astwood@mweb.co.za

Formerly known as JEMAX AVIATION License # N892D

AMO 246

LIGHT AIRCRAFT CHARTER OPERATOR

www.pambele.aero

BC315 Starter

c = 90 m = 50 y=0 k=0

BC410 Alternator

Pantone 285c

NEED A STANDBY ALTERNATOR? CALL US FOR A QUOTE!

BC410-2 BC425-1

STC’s - Beech Bonanza, Piper PA-32 TC’s - Mooney Ovation, Beech Bonanzas Cirrus SR20, SR22, Piper PA-28 TC’s - Quest Kodiak Mahindra (Australia)…. Airvan STC - Cessna 210

Lycoming Lightweight Starters in Stock

SA Flyer 2017|03

ALTERNATOR AIRCRAFT

BC410-1

Astwood Aircraft Electrical CC · All electrical work on: Light Aircraft and Helicopters Spares available, Work on site, Components, Servicing Repairs and Overhauling Shaun Chibnall 083 263 6413 Tel: 011 315 9605 Fax: 011 315 0094 astwood@mweb.co.za Grand Central Airport, Midrand, Johannesburg

94 June 2019 | www.saflyer.com

SA Flyer 2019|06

Astwood is the agent/distributor for B&C in South Africa.

We sell and service the BC315’s and BC320’s Starters as well as the BC410-1’s and BC425-1’s Alternators.

Visit www.pambele.aero in 2019 info@pambele.aero TEL: (+27 11) 805-0652 / 82 | FAX: (+27 11) 805-0649

D

r KA Ingham is a Senior Aviation Medical Examiner with rooms situated in the immediate vicinity of OR Tambo International Airport, Johannesburg and Grand Central, Midrand.Dr Ingham is an experience Aviation Medical Examiner with a career beginning in 1969 as a Flight Surgeon at Langebaan Air Force Base. As a registered Senior SACAA Aviation Medical Examiner, Dr Ingham’s practice (Central Aerospace Medicine) is suitably equipped to carry out the full range of medical examinations necessary for aviation relevant to pilots, operating under licences issued in South Africa, the United Kingdom, Australia, Canada, all European States (EASA), and Botswana.

SA Flyer 2017|06

Central Aerospace Medicine He is in possession of a CertiďŹ cate in Travel Medicine, a Diploma in Public Health and BSc (Hons) Aerospace Medicine. He is a Diving Medical Examiner and is registered with the Department of Labour for professional divers. He is registered with the Department of Transport (Maritime Safety Authority) for medical examinations of Seafarers.

For more information contact Dr Ingham on:Tel: (011) 315-5817 Email: kaingham@hotmail.com Website: www.aerospace-medicine-sa.co.za

95 www.saflyer.com | June 2019

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FLIGHT TRAINING SERVICES Flight Training Services (FTS) is a flight crew training establishment based at Grand Central Airport, Midrand, and are proud to be going for 13 years. ​ Craig Pearce and Kevern Brown (partners in flight school) are both South African Airways (SAA) Training Captains, flying the A320 series of aircraft.

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Lillium Prototype Electric VTOL Jet on a Test Flight.

G

ERMAN

people, according to Chief Executive Officer

manner of a standard plane, using 10% of

startup Lilium aims to

Daniel Wiegand.

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have a fleet of the five-

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can operate with a pilot

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or in drone mode --

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its debut flight from Lilium’s base near

the engine which makes the design safer.

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Munich on May 4 and has commenced

Lilium has begun seeking approval from

must raise at least the same amount again

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European and U.S. regulators, making the

to bring the model to market, while adding

is powered by 36 jet engines that swivel

model the first electric jet in history to enter

hundreds more jobs to its payroll of 300

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98 May 2019 | www.saflyer.com

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Edition 128 JUNE 2019

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Ed's note...

JUNE 2019 Edition 128 5 Companies - Ascend Aviation 9 Bush Pilot - Hugh Pryor 11 25 Questions for Dr Adriana Marais 15 Companies - SkySource 19 Defence - Food Security 21 Airline Industry 27 Aviation & Tourism Development 29 GIB Events Calender 32 News: ACJ319neo 33 Federal Airlines Charter Directory 34 AEP AMO Listing 35 Aviation NAMPO Style 37 Gryphon Flight School Listing 39 AME Doctors Listing 40 Back Pages 43 Subscriptions 45 Airline Ops - Mike Gough

A

little more than a year ago I sat with IATA CEO Alexandre de Juniac in his office overlooking Geneva Airport and challenged him as to what he was doing about the poor quality of the regulation of the aviation industry in Africa. He seemed surprised by the question, as up until then, industry regulation had not been a key issue for IATA. I am pleased to see that this acceptance of the regulation standards in Africa by IATA is now changing. Addressing the annual African Airlines Convention in Mauritius, IATA’s Raphael Kuuchi called for greater cooperation between regulators and the African airline industry. There are increasing signs that the cacophony of complaints from the airlines and general aviation about the destructive consequences of poor regulation are increasingly coming to the fore of IATA’s engagement with African aviation.

As the representative of almost all the world’s airlines, IATA represents a huge and important constituency. Kuuchi reports that aviation supports $55.8 billion of economic activity and 6.2 million jobs in Africa.

Without airline service a country’s economy will simply wither and collapse.

Yet aviation in Africa is being strangled by poor regulatory oversight. In South Africa we watch with horror the grotesque cost in jobs and air connectivity of the battle between the SACAA and regional airline CemAir. It is significant that both IATA’s and the United Nations’ safety standards were being met by the CemAir, yet it was unable to satisfy the demands of the SACAA. It is therefore not surprising that relations between the SACAA and the aviation

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Managing Editor Guy Leitch guy@flightcommag.com

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industry are at their worst ever. It has become so bad that the industry is resorting to suing the CAA’s inspectors and managers in their personal capacities. This is virtually unprecedented for a normally functioning industry. Valuable companies are choosing to operate under other countries’ AOCs. Many others just give up and quietly go into other more amenable industries – with less obstructive bureaucracy.

Another example of how the SACAA is destroying its industry is that of professional drone operators. Over a year ago I found that it was taking 18 months or longer to get a remote operators’ certificate (ROC).

Despite promises from the SACAA, this situation has not improved. A drone operator pioneering their use for specialist crop spraying had to wait almost two years to get a ROC. The consequence is that almost all drone operators in South Africa are operating illegally. Yet Rwanda manages to constructively engage with drone operators – and has in consequence been the fertile ground for world leading innovations such as Zipline’s drone-based medicine delivery service.

It is time for a radical overhaul at the SACAA. The rot starts from the top. In her failure to engender a culture of constructive engagement with the aviation industry Ms Poppy Khoza has overstayed her tenure and fails to justify her large salary and bonuses.

She should be quietly ‘promoted’ to some position at ICAO. And, in keeping with the new South African ethos, incompetent or corrupt officials should be fired and left to face personal damages claims.

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

Join the annual South African camping tour to the World’s Greatest Aviation Event TOUR A EMIRATES Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July.

We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 0500 on Tuesday 30th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R29 850* Sharing R28 450* TOUR B KLM Tour departs Friday 19th July and arrives in Oshkosh on Saturday 20th July. Pax have Sunday to recover from flight and watch the mass aircraft arrivals before the show starts on Monday 22nd July.

We depart Oshkosh Sunday 28th July and arrive back in Johannesburg at 21h00 on Monday 29th July. Tour price includes airfares ex Johannesburg, airport taxes, transfers between Chicago and Oshkosh, EAA camping fees, accom-

modation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R32 550* Sharing R31 150* Breakaways Breakaways can be arranged for those wanting to stay longer in the USA, either before Oshkosh (KLM only) or after Oshkosh.

TOUR C “JOIN IN THE USA” This tour option is for those who want to join the tour in Chicago. Our private coach will depart Terminal 5, O’Hare International, Chicago on Saturday 20th July at about 15h00 (depending on arrival time of Tour A and B flights). The coach will return to O’Hare on Sunday 28th July at about 13h00. Tour price includes transfers between Chicago and Oshkosh, EAA camping fees, accommodation in tent with camping stretcher and sleeping bag, breakfasts, commemorative tour cap and T Shirt and use of our campsite facilities.

Tour Price Single R9 850* Sharing R8 450*

Contact Neil: Cell 084 674 5674 | neil1@telkomsa.net | www.airadventure.co.za

SA Flyer 2018|12

Oshkosh

Airline Ops

Mike Gough

Demands, Dreams and a lack of Dollars It appears that aircraft manufacturers, and airport infrastructure investors, are acutely aware of the next threat to their financial bottom lines. Once again, the only scientifically uncontrollable element is placed front and centre of the airline industry: human performance in the flight deck.

A

S an industry attempting to break free of the traditional shackles of past training practices, we are not doing that well in stepping up to the plate with respect to the future (and present) demands of the commercial aviation environment.

We are our own worst enemies in some respects, and also victims of the global airline success story.

As someone with about 15 years of useful contribution to the pilot training community left, I undeniably qualify as a ‘dinosaur’ in terms of my aeronautical upbringing and outlook on the flight training environment.

I am, however, attempting to repent, and accept the absolution of the Fourth Industrial Revolution, and the completely different scenario we find ourselves facing today.

The lumbering Jurassic age thinking that near-death experiences in single engine aircraft are essential to the development of fortitude for the awarding of a Commercial Pilot Licence (CPL) is so frustratingly out of place, yet unfortunately so far from being extinct. The same certification process is in place now as it was in 1935 –in most parts of the world, including South Africa.

In around 85 years, our biggest evolution in ab initio training has been mastering the wireless, watching ADF (Automatic Direction Finding – so post-modern..!) being replaced by VOR and the absolute black magic of GPS. In some cases, semi-

5

FlightCom Magazine

Ryanair is happy to promote young pilots to Captain - in some cases at just 26 years old.

monocoque construction has given way to composites, although pilot eyeware has remained 1950’s static. That’s pretty much it, in terms of noticeable changes to the visual picture of the training industry.

The syllabus has endured, which is a big part of our looming problem. In 1935, one needed 200 hours for the CPL, of which 100 had to be Pilot In Command (PIC), ten of which at night. The latter requirement has been reduced to five, and that’s how we go about training wannabe airline pilots today.

No wonder the role players are concerned.

Canadian Aviation Electronics, or CAE as we know them in the airline simulation arena, are rapidly closing in on Flight

Safety as the world’s largest pilot training organisation. I would venture to say it will not be a fight for market share, as there is more than enough room in this space for other players.

CAE has commented that the industry as a whole is potentially capable of meeting the demand for airline-quality training, but the bottleneck lies in attracting suitably competent and capable individuals. Those that meet this criteria have the massive slap-down of cost of entry into the training environment.

Ryanair, love ’em or not, see themselves as a stepping-stone for pilot development.

They want to take the newbies, with fresh Boeing 738 type rating in hand, see them

move from right seat to left in a few years, and ultimately move on before the salary bill becomes too much akin to the legacy carriers.

With this relatively high crew turnover, comes associated crew hiring problems. A statistic released by Ryanair crystallises the concerns currently within the professional training environment. Of those individuals with a CPL or even ATP, and with a freshly minted type rating, only 35% of applicants make it through the interview and screening process. I must emphasise that this is after the ‘filter’ of affordability and ‘competency’ through ploughing through our antiquated hour-based system.

Clearly the competency requirements have evolved, and the system has not.

Thus, we move on to Competency Based Training, as opposed to ticking those hourbased boxes until a licence (as opposed to competence) is achieved. The concept of Evidence Based Training has been well documented since 2006 to address exactly this.

Any training program, aviation or otherwise, has its success – or lack thereof, firmly rooted in the quality, suitability and aptitude of the individual concerned. It is impossible to polish the un-polishable, to completely mangle that metaphor.

CAE has crunched some basic numbers for a ten-year prediction of pilot demand. We have all heard the massive 20-year numbers put out by the Big Two – in the region of 600 to 700 thousand pilots to be trained – although the numbers from CAE place a little more perspective on how impossible a task that is.

Right now, in 2019, we have a surprisingly small pool (puddle?) of pilots that keep the world’s commercial aeronautical wheels turning.

A grand total of 305 000 active airline pilots populate this planet, with around 55 000 more in the business jet arena. Of the 300-thousand odd pilots, around half operate in the US, with the balance globally.

According to CAE, around 20,000 pilots migrate from corporate to airline, annually.

Thus, at present, we have approximately 360 000 actively employed airline and corporate pilots. That is not a huge number, considering global population numbers.

Come 2028, we will need 150,000 to replace

the dinosaurs, and another 170,000 for that all-important, angst-inducing growth. This brings the active figure up to 530,000 in ten years from 360,000 presently.

As these are CAE’s figures, one would assume they are reasonably independent of the Big Two’s numbers. Obviously, CAE has a dog in this fight in terms of vested interests, as their growth predictions as a primary training provider will affect their market share and in turn, their share price.

This brings us to that all important aspect: money, or the lack thereof. Both for pilot training and, more specifically, the massive amounts of loot sunk into airport infrastructure and even bigger amounts into aircraft financing.

infrastructure, aircraft, skilled personnel and the correct regulatory environment.

The infrastructure is more or less in place, and where lacking or constrained, will find gleeful investment from many players, most notably the Chinese in Africa.

The aircraft manufacturers are flat-out producing airframes for their bulging order books.

So, the biggest speed bump in this particular road is personnel – specifically us, the long-suffering airline pilot. Oh, and CAA, of course.

At this particular conference, it was identified that for any of the dedicated professional pilot training programs to efficiently succeed (emphasis on

near-death experiences in single engine aircraft are essential to the development of fortitude for the awarding of a Commercial Pilot Licence (CPL).

The Europe-based Air Training Policy Group (ATPG) says the ability to find suitable finance is ‘the largest discriminator in pilot career choice’ and points out that this factor limits the pool of talent from which the industry can recruit.

The Airports Council International (ACI) and the World Bank had a conference last month, to which CAE was invited to present its version of the pilot training squeeze that would potentially limit the amount of cash that could be invested in the entire industry in general. For the aviation industry investors as a whole to prepare to fleece those massive future numbers of passengers, the operation must have the requisite aspects in place. Namely

‘efficiently’), one cannot allocate precious resources (skilled EBT instructors and expensive simulators) to problem candidates.

Correct selection is King.

The various MPL (Multi-crew Pilot Licence) programmes currently in place in Europe and the UK have produced some interesting data. Of the properly screened, assessed and trained candidates, 90% are currently in employment with airlines of all sizes. That’s a huge improvement over the numbers released by Ryanair.

This makes the funding model that much easier for Big Finance to get their heads around.

Traditional modular CPL courses (as is the norm in most places around the world)

FlightCom Magazine

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Airline Ops 7

have a massive failure / lack of completion / unemployability rate, meaning that that banks are less than enthusiastic to get involved if the chances of repayment are that shaky.

CAE’s presentation to the ACI-World bank conference was warmly received, as it offered a workable model to a complex problem.

As I also have my own canine in this conundrum, I can see two streams of future candidates within the ab-initio training space. Recreational pilots, who have no intention of pursuing any higher licence than a PPL, and those from the outset who are intent on securing one of the two front seats in an airliner.

Those that successfully complete the battery of medical, psychometric, personality profiling and aptitude tests will, in the very near future, have certain banks beat a path to their door to offer wads of cash for their training.

This ability to repay, in a proper MPL environment, will be assured by the future airline employer from day one of the training. The pilot training funders can be guaranteed returns from that investment, and the infrastructure developers and

FlightCom Magazine

aircraft financiers can breathe a collective sigh of relief that the cash cow that is the aviation industry may escape being throttled by that (up to now), utterly unpredictable pilot contingent.

The legislation necessary to enable the MPL does not exist here in South Africa and is a recurring finding during ICAO audits.

There is a lot of homework to be done, but best we do it, and specifically do it without

ABOVE: CAE - the next big force in pilot training.

our habit of re-inventing the wheel to complicate things.

This ship is about to set sail. Let’s get onboard. ďƒź

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Company Profile

ASCEND AVIATION:

TRUE EXPERTISE IN ALL AIRCRAFT SALES NEEDS Ascend Aviation has quietly gone about building an unassailable reputation as the business jet broker of choice – not just in Africa – but across the world.

A

SCEND Aviation has become one of the largest pre-owned business jet and turbine aircraft sales organisation in Africa, based largely on its organic growth on the back of its core business values – and its ability to source the best aircraft stock.

The company may be small in terms of headcount, but it has shown that it is a David to the Goliath that is the large aircraft sales organisations which are less able to provide the customer relationships that market leading personal service requires.

Ascend Aviation was established

by Maartin Steenkamp in early 2014.

Steenkamp has more than 25 years of experience in aircraft sales, during which time he also held a commercial pilot’s license. For many years he was Sales Director of the Cessna agent for Southern Africa. He has sold a wide variety of new and pre-owned aircraft types to private and corporate clients. These have ranged from Cessna piston aircraft and all makes of turbine aircraft and the full range of business jets, worldwide.

Ascend Aviation is the product of its founder’s passionate belief in the personal attention, relationship-building and integrity required for service excellence in this specialised field. Maartin and his tightly knit team have built the business on personal relationships, and ensuring that their clients acquire the right aircraft for their mission profile and budget – at a price fair to both buyer and seller. Steenkamp observes that, “Buying or selling an aircraft is a very detailed and daunting process.

Aviation sales specialists must not only possess a peerless understanding of their field and products, but also of the customers’ needs and relative experience in aviation.”

The expertise involved in selling aircraft, particularly specialised business

9

FlightCom Magazine

jets, is an informed understanding that it is no ordinary ‘hardware’ purchase for customers or companies. Ascend Aviation has now established a worldwide reputation for quality sales and service – as evidenced by the appointment to handle jet sales exclusively for a Europe based client.

Ascend Aviation has assembled a team with the experience and abilities to streamline the entire process for buyers,

Maartin Steenkamp has more than 25 years of providing excellent customer service for aircraft sales.

from selection, budgeting and finance, through long-term performance and cost expectations, to ongoing advice and support.

The net result is to make aircraft acquisition and ownership a rewarding and pleasing experience.

However, acquiring an aircraft remains an emotive as well as a practical decision, especially for first-time buyers. Maartin Steenkamp is ably assisted by Pierre Kieser, who has over 40 years of experience succesfully selling aircraft across Africa and Christian Nellus, who has extensive experience working with Fortune 500 companies and is based at Ascend’s branch in Portugal.

Ascend Aviation is not just about sales. It also provides a comprehensive range of services to the aviation industry which cover: Aircraft valuations and finance, acquisition mandates, plus aircraft management and insurance. Ascend are also specialists in arranging ferry flights and the complex process of aircraft importation and exportation. They are thus a knowledgeable and highly reputable one stop agency – able to offer turn-key solutions for any new or existing customers aircraft needs.

Ascend Aviation’s key proposition is that their market knowledge and track record is greatly respected in the industry and their customers can therefore be assured that they are getting the most honest, independent, objective solutions to their present and future requirements – the perfect match of aircraft to customer. Ascend Aviation’s personal touch and focus on integrity is best summed up by their credo: “Trustworthy Sales, Airworthy Excellence.” 

Ascend Aviation specialises in relatively young jets and turboprops sales.

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

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

SA Flyer 2019|03

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

Bush Pilot

Hugh Pryor

Ryan Navion We had just watched Sean Connery crashing an aircraft in that classic James Bond movie ‘You Only Live Twice’ and the little guy looked up at me and said, “Have you ever flown a ‘Proper Aeroplane’?”

“WELL, that depends what you mean by a ‘Proper Aeroplane.’” I smiled down at the enthusiastic little six-year-old’s face.

“Well, you know, Spitfires, Hurricanes, Mustangs, things like that...Real Aeroplanes.”

“Mmmmmm...Well, I have flown a Spitfire simulator...Not the real thing, you understand, but amazing fun, none the less!”

I scratched my head, “I don’t think they do a Hurricane simulator, do they?”

The little guy shrugged his shoulders, “I don’t really know about that one.” He said, as though the Hurricane was a subject which he would have to sharpen up on. “But what about the Mustang?...err...you probably wouldn’t know much about them...they were American.”

My six-year-old expert obviously had a rather low opinion of my experience in ‘Proper Aeroplanes’, particularly American ones.

“Never mind,” he added, as though I could be forgiven for my lack of familiarity with aircraft from the other side of ‘The Pond’...” I mean they don’t even call them ‘Aeroplanes’ over there, do they?”

Then I suddenly remembered that I had flown an aircraft years ago, which was very nearly a P-51 ‘Mustang’, In fact it actually came off the same production line.

At the end of World War Two, North American Aviation had to cut back on production of the Mustang fighter, partly because the wars with Germany and Japan

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FlightCom Magazine

were over, and partly because of the advent of the jet engine.

It just so happened that the Ryan Aeronautical Company was looking to start building aircraft for the post war civilian market which would be sure to ‘burgeon’ with the cessation of hostilities and the number of pilots who had been trained for the War. Their eye naturally fell on the extensive production facilities offered by the North American factory and they duly approached them. North American were only too happy to come to some arrangement with Ryan, rather than scrapping everything which had taken so much effort to put together.

Ryan took the wings and some of the fuselage off the Mustang and put a tricycle undercarriage on it, to make it easier to handle on the ground, instead of the taildragger Mustang. They stuck a 260 horse power flat six engine on the front, instead of the mighty 1600 horse power Rolls Royce Merlin. Then they squeezed three passengers seats in with the pilot and called it a Ryan Navion... but secretly it was really a Mustang underneath.

In fact, I only flew it for a total of about five hours, which was not really long enough to get used to all the knobs and levers, and it was the very first aircraft which I flew, with a retractable undercarriage. My last flight in the Navion was from Nairobi to Mombasa and back.

Retracting the undercarriage was

an exercise all on its own. After leaving the ground, the pilot had to activate the hydraulic system with an enormous lever.

When the hydraulic pressure was in the green, he would select the gear up and wait for the clunk to indicate that the wheels were safely tucked away and locked. Then he would select the flaps up and reduce engine power to twenty-four inches and twentyfour hundred rpm, before de-selecting the hydraulic pump.

After taking off from Mombasa, on the way back to Nairobi, I went through the litany of after-take off checks and set course.

I called Mombasa to give them my estimate for Nairobi and they acknowledged my call and then added “Mike Charlie, are you aware that your right main undercarriage leg is still hanging out?”

I mumbled a rather embarrassed reply and re-selected the hydraulic pump handle to the ‘on’ position until I heard the second ‘clunk’ which I had failed to notice the first time round.

For all I knew, I may have flown all the way down to Mombasa with my left leg hanging out. Oh well, I wouldn’t tell the little guy about that, otherwise he might wonder how somebody as stupid as me could ever have flown ‘Real’ aeroplanes. 

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FlightCom Magazine

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Adriana Marais hams it up for the cameras in an old space capsule.

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FlightCom Magazine

Face to Face R eport : G uy L eitch

25 RANDOM QUESTIONS FOR DR ADRIANA MARAIS Dr Adriana Marais is by any standards an extraordinary person.

Unquestionably

bright,

she

is

nonetheless

posturing on the world’s stages about living the rest of her life on Mars. Guy Leitch discusses the practicalities of this mission in his attitude for altitude column in SA Flyer this month. But what makes her tick? To understand Adriana as a person, here are her answers to 25 somewhat more personal questions:

1. Window or aisle seat? Aisle.

2. Classic or rock music? Rock.

3. How do you define art? As a crucial letter in STEAM- the tools with which to create a #ProudlyHuman future.

4. Party animal – or stay in with a good book? I make time for both [winking smiley] 5. What question do you hate to answer?

Will you have babies on Mars? (Clearly the end goal for a woman, whatever planet she’s on).

6. What are you most afraid of? That humans don’t evolve quickly enough to emerge from the current era.

7. What takes up too much of your time?

(Still) Trying to renew my passport.

8. What would be your first question after waking up from being cryogenically frozen for 100 years? Double espresso?

And take me to your leaders.

9. What car do you drive? I rent or Uber.

10. Have you ever bungy jumped - or skydive? My life is enough of a roller-coaster ride, haven’t felt the urge yet...

11. What are some things you’ve had to unlearn? Learning is a journey, always forwards.

12. What is something you will never do again? I try never to say never.

13. If there are two types of people in this world, what are the two types? People who accept the status quo and people who don’t.

14. Do you drink tap water? In countries where it’s possible.

15. Are women the stronger sex? For purposes of space travel, on average women are smaller and therefore eat, drink and breathe less and are therefore more resilient with fewer resources.

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16. Does being a smart woman discourage men? Only the ones who aren’t smart.

17. Is mankind intrinsically good or bad? Humans are more complex than being able to be categorised as good or bad.

18. Do you believe in other dimensions and parallel universes? These are possibilities.

19. If you had one wish – what would it be? I have no wishes, all is as it should be.

20. What skill do you wish you had?

Fly a helicopter (I’m currently in training).

21. How would you summarise your life purpose? Working towards a technology-enabled, sustainable and proudly human future, whatever planet we are on.

22. Gloria Steinem; “A woman needs a man like a fish needs a bicycle.”– true or false? I have a less gender binary view of humans…

There’s no such thing as a single living organism, we all need each other.

23. Who is funding the Antarctic winter test? I am the project leader.

We’ll be launching officially next year and publicising details.

24. Is it OK to call you Adriana Mars?

Yip - the AI is an optional add on.

25. What do you want your epitaph to be? #ProudlyHuman 

ABOVE: Adriana Marais is a poster child for big dreamers.

RIGHT: Dr Adriana Marais is an enigma.

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FlightCom Magazine

A FRESH APPROACH

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PECIALISING in turbo prop aircraft Skysource International SA deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe, avionics, sheet metal repairs, full paint exterior/interior and upholstery services.

With highly skilled, experienced and professional technicians, Skysource International SA strive to only deliver the best quality service beyond its client’s expectations. “As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it,” Skysource International SA not only provides top of the line maintenance, but also offers reputable aircraft sales, and is partnered with Skysource International LLC, a USA based Sales Company that

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FlightCom Magazine

opens up the international market. In Addition we have a USA based Aircraft Maintenance Company Skysource Aviation LLC USA. Who delivers the equivalent service and professionalism, “if we do not have an aircraft you require at the time in our fleet, we will source one for you.”

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

Skysource International SA also offers; aircraft pre-purchase inspections, aircraft maintenance management, aircraft recoveries, and aircraft re-weighing.

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

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Defence

FOOD SECURITY FROM SATELLITES It is said that the next great war will be fought over water.

The UN predicts Africa’s population will expand to 2.3 billion people by 2050 - the equivalent of adding nearly twice China’s current population to Africa’s current populace. This has serious implications for national defence and security.

T

HERE are already hundreds of millions of people who go to be hungry each day in Africa, and governments will have to find ways to house, clothe, feed, educate, skill, employ and provide healthcare to many more people than existing infrastructure and agriculture can sustain.

They key to proper planning and management of resources is seeing both the macro and the micro pictures. The recent advent of very high resolution optical and radar earth observation satellites is rapidly changing the way defence, security and land-use planners, farmers and other people in the value chain are able to work.

Satellites and Food Security Food insecurity is a continuous challenge in Africa. In South Africa, despite the agricultural sector being responsible for approximately 7% of formal employment and being crucial to South Africa’s overall socio-economic stability, the industry is faced with increasing uncertainty and low investment incentives.

Key challenges include population growth, limited water availability and droughts, as well as other environmental

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FlightCom Magazine

factors such as pest damage and disease. In addition, South Africa is host to a number of invasive plant species, which pose a threat to the sustainable production of healthy crops. These challenges can cause major crop failures, significant damage and losses.

South African farmers therefore need the appropriate near-real-time information on crop conditions; something satellites are very good at doing cost-effectively and for all of the different growing cycles.

THE APT RESPONSE In response to farmers’ requirements, Airbus partnered with the South Africa National Space Agency (SANSA), to design and implement Crop Watch for South Africa. This is a portal to valuable space data and imagery tailored to inform the optimised production of irrigated and dry land crops. It is also part-funded by the UK Space Agency.

SANSA was established in 2010 to promote the use of, and derive greater value from, space science and technology, for the benefit of South African society and industries.

The UK Space Agency’s International Partnership Space Programme (IPSP) is a

GBP £32 million two-year pilot initiative that opens opportunities for the UK to share expertise in satellite services and technology overseas through mutually beneficial international partnerships that promote wide societal and economic benefits from the use of satellite technology.

All of the data within the project, with the exception of field boundaries and ground truth information, was derived from satellite imagery. The DMC Constellation satellites were tasked to provide the primary dataset. The DMC Constellation provides rapid repeat coverage of the largest countries, regions and even continents. The DMC Constellation is capable of acquiring multispectral imagery at 22-24m resolution and panchromatic imagery at 12m. With their 640km swathe, they acquire significantly larger images than other satellites of similar resolution, making them ideal for wide area agricultural monitoring. Their fast revisit time is another key strength, allowing the delivery of a dense time-series of images.

Additional imagery was provided by the Airbus Sentinel-2, Landsat-8 and Spot 6/7 satellites.

The captured satellite imagery is analysed using Airbus’ Overland software,

which is unique in its ability to process batches of optical imagery into vegetation maps that are consistent across large areas and over time. They are also free from ground calibration unaffected by the light conditions or the sensor used. These maps feature biophysical parameters such as Fraction of Green Leaf Cover, Leaf Area Index (LAI), Fraction of Absorbed Photosynthetically Active Radiation (FAPAR) and Chlorophyll-a (Chl-a). They generate datasets on the fraction of soil cover and surface humidity.

These biophysical parameter datasets were subsequently provided to SANSA, which add information on crop anomalies, such as areas where crop growth is not progressing as expected.

This collaborative approach, with parts of the processing chain belonging to both organisations, allowed SANSA to benefit from Airbus’s satellite and processing capabilities, whilst also having the flexibility to adapt the system to provide local bespoke products.

Airbus Defence and Space provides a variety of high resolution earth observation satellites, including the Disaster Monitoring Constellation (DMC), to deliver high frequency imaging anywhere on the globe.

For the bigger picture, the DMC radio satellites typically cover a wide swathe, several hundred kilometres wide, capturing very high definition images. Over a typical day, they generate images covering more than 60 million square kilometres.

In contrast, Airbus’ Pléiades optical satellites (there are three and they are in orbit 694km above Earth), are able to provide the fine micro detail needed for precision mapping and change detection analysis. They can also be tasked to record imagery over a specific area, location or even a particular installation, such as bridges and pipelines. Last month Airbus assigned a Pléiades satellite to capture images of the NAMPO agriculture trade expo at Bothaville in May this year, as it did in September 2018 when it captured images of AAD2018 at AFB Waterkloof.

Airbus makes its satellite images available to commercial subscribers and partners which then provide analyses and space data to their own customers, which typically include national, provincial and local government agencies as well as users in the agriculture, minerals exploration, forestry, energy and other critical sectors, from planners to individual farmers, mine managers, rangers, etc.

In addition to commercial activity, the DMC satellite imagery is provided free to humanitarian aid organisations responding to natural disasters such as tsunamis, floods, fires and cyclones.

Airbus has also developed a set of smart farming geo-intelligence tools, which it makes available directly to farmers and cooperatives.

FRUITLOOK – IT’S ABOUT EYES ON THE VINES In a related development, Airbus has assisted in developing FruitLook, a project launched in 2011 to provide farmers with an improved knowledge of water and crop management for fruit and

wine producing areas in South Africa’s Western Cape province.

It stemmed from the challenges presented by changing climate, rising input costs and increased competition for water, which are forcing South African producers to attain higher yields with less water.

FruitLook is coordinated by eLEAF, a Netherlands-based company that supplies reliable water and vegetation data for food production and environmental protection. The project received funding for the project from the Western Cape Department of Agriculture, Hortgro and the European Space Agency. FruitLook’s objective is to deliver satellite imagery-based information directly to fruit and wine-grape farmers through an open online portal.

However, in order to meet its objectives, FruitLook required reliable (in terms of data quality and delivery) and cloud-free optical data updated with several recordings a week. Again, this is where

DMC SATELLITE IMAGERY IS PROVIDED FREE TO HUMANITARIAN AID ORGANISATIONS RESPONDING TO NATURAL DISASTERS Airbus’s DMC constellation came into play. The satellite recordings are combined with other data sources and Surface Energy Balance Algorithm for Land (SEBAL) technology to produce information on moisture, growth and minerals for each crop. This information is updated weekly.

Farmers access the information through the FruitLook portal to assess vegetation index, biomass production, actual water use (evapotranspiration) and water productivity – all very important data, especially during the recent drought in some parts of the region.

With the correct training and the weekly updates, farmers

FlightCom Magazine

22

are able to identify problems with their irrigation systems, improve their disease management and in general, make better decisions on land block management. As a result, users have reported 10%-30% improvements in their water use efficiency.

FruitLook provides farmers weekly insights in crop production and water use during the growth season. A better informed farmer makes better decisions in farm resource management, which eventually leads to more efficient water use on their farm. As FruitLook is accessible to almost every fruit and wine grape farmer in the Western Cape it has the potential to improve

23

water use efficiency at an unprecedented scale.

Monitoring threats to food production using satellite imagery has allowed thousands of South African farmers to make informed decisions on the health of their crops, therefore mitigating any negative effects and improving overall yield.

The DMC Constellation provides a cost-effective method for monitoring crop coverage and health over large areas and with a high frequency.

The range of biophysical parameters output from Overland™ supports a broad range of agricultural and land management

activities, including the improvement of farm and water resource management.

Users can also produce additional outputs tailored to their needs, while the nature of data acquisition and processing makes the service scalable to different areas of interest or frequencies of image acquisitions.

WATCH CROP CHANGES IN ACTION: Change over time in the Fraction of Absorbed Photosynthetically Active Radiation (FAPAR) of crops and surrounding vegetation. ďƒź

6th JANUARY 2016

8th FEBRUARY 2016

5th MARCH 2016

29th MARCH 2016

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Airlines T ext : R aphael K uuchi

CHALLENGES, OBSTACLES & HANDBRAKES ON AIRLINE INDUSTRY AND ECONOMIC DEVELOPMENT IN AFRICA - IATA Aviat ion supports $55. 8 billion of economic act ivity and 6. 2 million jobs in Africa. While this is impressive, we are only scratching the surface of what aviat ion can contribute to building Africa’s future.

A

DDRESSING the annual African airlines Convention in Mauritius, IATA’s Raphael Kuuchi called for greater cooperation between governments and role players in the African airline industry. “To enable aviation to be an even bigger driver of prosperity across the

airports, manufacturers and suppliers of components and services. We can only win together. In fact, the success of any aviation business depends significantly on partnerships, networks and collaboration.

Aviation in Africa is experiencing unprecedented growth and therefore together operators and service providers Raphael Kuuchi - IATA plentipotentiary.

continent, we must work together and with governments,” Kuuchi said.

Kuuchi went on to say: The theme of the Convention ‘Winning Together’ is apt for a conference that brings together airlines,

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FlightCom Magazine

will profit from the growth.

In my view, the theme “Winning Together” is wider than attaining success and sustainability. We want aviation to catalyse growth and deliver socio-economic

development.

• To improve competitiveness, • To develop effective infrastructure, • To modernize the regulatory framework with a focus on global standards • To ensure a well-trained and diverse workforce COMPETITIVENESS The global airline industry is enjoying good times. The average profit per passenger is $7.45. Air transport is yielding a return greater than cost of capital. It is still however, a tough business as the airlines in Africa, on average, lose $1.55 for every passenger carried.

• There are many reasons for the poor performance of African airlines. Africa is an expensive place for airlines to do business.

• Jet fuel costs are 35% higher in than the rest of the world.

• Aircraft departure fees are 30% above the global average.

• And taxes and fees are among the highest in the world There is no shortage of examples illustrating the heavy burden that governments and service providers exert on aviation: • In Niger $80 from each ticket is paid to the government in fees taxes and charges • Cameroon recently added a $37

development tax per passenger DPR Congo charges every arriving passenger $15 to promote tourism— rather counter-productive if you think of it Too many African governments tax aviation as a luxury rather than a necessity.

We must change that perception. The value of aviation for governments is not in the tax receipts that can be squeezed from it. It is in the economic growth and job creation that aviation supports.

Another important element of competitiveness for airlines is the ability to reliably repatriate earnings—in line with international treaty obligations. So the African countries blocking over $1.0 billion of airline funds are a big concern.

Many of these countries are facing severe economic challenges. But blocking airline funds puts connectivity at risk. And that invites even broader economic problems.

It is in everybody’s interest to ensure that airlines are paid on-time, at fair exchange rates and in full. And when problems are on the horizon, urgent dialogue is the first step.

IATA has had success in Nigeria and Egypt where government actions completely cleared the backlog of funds. Some gains have also been made in Angola. We urge other Governments to do the same.

Infrastructure On infrastructure, sufficient runways, terminals, airspace capacity to meet demand, technical and commercial service quality aligned with airline needs and affordability are what largely lacks in Africa.

In Africa we have problems in two extremes.

• At one end, when infrastructure is built, too often we see unnecessary and unfit infrastructure with a hefty price tag. The strategy to avoid this is dialogue from the earliest stages of any infrastructure project.

• The other extreme is where we see the need for critical capacity to be built. Ghana, Senegal, South Africa have taken a collaborative approach to infrastructure— including pricing—that is producing positive results for all stakeholders. But there are critical bottlenecks in other major cities. If planes cannot land, the economic benefits that they bring will fly elsewhere.

•

On airport privatisation, industry passed a resolution at the last IATA AGM calling on governments to be cautious when considering airport privatization, and urged broad and rigorous consultation to make the right decisions and ensure that they gain the best long-term economic and social benefits.

We are putting the resolution into practice in some countries where governments are considering a privatepublic partnership in the future development of airports. IATA is providing guidance to the governments, including the economic regulation that will be needed to make them a success for all stakeholders and provide the connectivity that the countries need to develop.

HARMONISED REGUL ATION IATA has been promoting the concept of Smarter Regulation. In simple terms, Smarter Regulation seeks to solve real problems through dialogue and partnership between the industry and governments. It is achieved through a transparent, objective, and consultative process, guided by global standards.

Global standards help us connect the world efficiently and safely. They provide certainty and clarity to all parties at stake.

They allow us to collectively address the most pressing issues, which directly impact our lives. And Smarter Regulation ensures that all stakeholders are in the discussion, maximizing the benefit and impact.

IATA continues its work to achieve the universal adoption of two important global standards: • The Montreal Convention 1999 (MC99) establishes a modern approach to liability and is a key enabler of our efforts to achieve our e-freight vision. A number of African countries already ratified this convention and we are optimistic that other states will do so soon.

• The adoption of the Montreal Protocol 2014 (MP14) which provides an international legal framework for dealing with unruly passengers is another key focus. Africa states were instrumental in its creation. And 8 out of 19 states that ratified it so far are from the continent. We just need three more states to join for the treaty to take effect. We hope that an African state is the one to

bring MP14 into force.

There is also a completely “made in Africa” policy initiative which we are wholeheartedly supporting. That’s the African Union Single Africa Air Transport Market (SAATM) project. It is such a pain to get around this continent by any means of transport including air. This inefficiency has an economic cost. The low density of the African intra-continental network makes it impossible to realize the potential benefits of a connected African economy.

Today, intra-African travel is 45% more expensive than world averages. SAATM—if implemented—gives Africa the potential for economic transformation.

Twenty-eight states have signed on to SAATM. Now they need to follow promises with action. History has shown that opening markets leads to rapid advances in connectivity. In the case of Africa it must be accompanied with a reduction in onerous visa requirements. We are confident that the results of 28 states that have signed on to SAATM will make a powerful case for the remaining 27 to come on board quickly.

WORKFORCE Lastly, developing the human talent that we will need to realise the potential for Africa’s aviation future is critical. Africa needs skilled aviation professionals in far greater numbers than we have today and the capacity to develop skills is limited. Even today, finding and retaining the right talent is a challenge. As connectivity improves and traffic grows, this could get worse if not addressed.

IATA has long been active in this area.

Many African aviation professionals are trained each year, either directly by IATA, or via the International Airline Training Fund. A particular focus for IATA going forward is engaging more women in the aviation workforce. With conscious capacity development initiatives we are confident that Africa will have a well-trained and diverse workforce to power the industry forward.

Kuuchi concluded by saying that “the prospects for aviation growth are bright in Africa. It is a region that is developing fast and expanding its trade links to markets around the world. Profitability will come when airlines are freed from political constraints, and the continent’s skies are opened up to encourage growth. Already safety and security challenges are been reduced through rigorous application of global standards.” 

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Airlines T ext : R oy E zze

AVIATION & TOURISM DEVELOPMENT Aviation and tourism are complementary sectors that have not received adequate and cooperative development efforts in Africa over the decades, even though many experts believe that collaborative strategies are essential for aviation and tourism development in Africa.

General aviation plays an essential role in tourism in Africa.

T

HE International Civil Aviation Organization (ICAO) and the United Nations World Tourism Organization (UNWTO) have now established a high level framework for joint development of air transport and tourism in Africa.

The two global bodies held the First

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UNWTO/ICAO Ministerial Conference on Tourism and Air Transport in Africa in Sal, Cape Verde, late March, 2019, setting up a coalition that includes the African Union Commission (AUC), international and regional organisations and the private sector to drive the cooperative development of air transport and tourism in Africa.

Among plans developed in Cape Verde

was for partners to ensure “the bridging of air transport and tourism policies and the advancement of innovative and sustainable solutions to encourage air connectivity development as a means to deliver the sustainable development goals set forth under the African Union (AU) Agenda 2063 and the United Nations (UN)’s 2030 Agenda for Sustainable Development.”

Passengers at check-in at Murtala Mohammed airport Nigeria.

The key impetus is for Africa’s institutions such as the AUC, African Regional Economic Communities (RECs), the AFCAC, the NPCA, the AfDB, private sector, international partners and other stakeholders to take concrete action to redefine cooperation, infrastructure, destination and management strategy. This involves the institutionalisation of the Single African Air Transport Market (SAATM) at the State level by developing the necessary domestic legal and regulatory framework to fully implement it. It also involves aligning and integrating major aviation and tourism infrastructure projects with national and/or regional development plans and budgets.

Regarding the new ICAO-UNWTO-led cooperation, Dr Olumuyiwa Benard Aliu, ICAO Council President, remarked: “I am sure that through the continued cooperation of ICAO, the UNWTO, the African Union, and all of our diverse development partners and member States, the required technical expertise, resources, and support to implement the outcome of this conference will be fully assured.”

The UNWTO Secretary-General, Zurab Pololikashvili, is optimistic about the joint efforts to boost aviation and tourism.

He stated that “the results of the UNWTO Visa Openness Report 2019 for Africa very encouraging and will support African destinations with evidence-based policy making and helping prioritise activities within their facilitation policies.”

Charles Romel Banda, Minister of Tourism, Zambia, and chair of the UNWTO Executive Council, said that “Tourism and transport policies should be harmonised and integrated in our respective countries and at the regional level, if we are to fulfil our expectations of increased arrivals and earnings. It is important that all of us political leaders that attended this conference commit ourselves to the full implementation of the Cabo Verde Ministerial Declaration on Air Transport and Tourism Development in Africa in accordance with the plan of action 20192021 that we have just approved.”

In the Declaration, the Ministers also agreed to “raise political willingness to the highest level to mainstream the priorities of the two sectors in the national, regional and global development agendas.” In particular, this would address the poor understanding

of aviation at the highest level of government decision-makers, and engender stronger political support to aviation nay tourism development.

AFCAC as the executing agency of the Yamoussoukro Decision (YD) and the SAATM, is embarking or drives to educate

and energy infrastructure, with the theme, “Developing SMART Infrastructure to boost Africa’s Continental Transformation and Integration.”

According to the AU, Ministers from 39 African countries confirmed their commitment to consider strategies

39 African countries confirmed their commitment to smart infrastructure. governments and African airlines on the guiding rules and benefits of implementing the SAATM. Peter Amaleboba, Legal Adviser of AFCAC, emphasised the essence of SAATM to the successful implementation of tourism and air transport development strategies, just as Mr. Tefera Mekonen, Secretary General of AFCAC, urged all African States to commit to full implementation of SAATM. INFR ASTRUCTURE – THE EGYPT DECL AR ATION On the heels of the landmark Declaration in Cape Verde, another high level meeting took place in Cairo under the auspices of AU Ministers, aimed at bolstering Africa’s air transport, tourism

for developing smart infrastructure to boost Africa’s continental transformation and integration, by adopting the Egypt Declaration and Action Plans for the Transport, Energy and Tourism sectors.

These events will give new impetus to renewed efforts to create bespoke joint strategies for air transport and tourism development in Africa. This will ride on the back of sustained growth and projections for growth in the two sectors over the next two decades.

GROW TH TRENDS While several economies in Africa have some of the highest growth rates in the world reaching about 8%, Africa’s economic growth is put at about 4-5%. The

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30

forecast growth in aviation on the continent is also about 4% over the next two decades.

However tourism in Africa has maintained impressive growth over the last ten years, with strong prospects to grow by 5% over the next 20 years.

The UNWTO stated recently: “In Sub Saharan Africa, strong performance continued in large destinations such as Kenya, Côte d’Ivoire, Mauritius and Zimbabwe. The sub-region’s top destination, South Africa, reported slower growth in arrivals although a strong increase in receipts. Island destinations Seychelles, Cabo Verde and Reunion; all reported double-digit growth in arrivals, benefiting from increased air connectivity.”

The London-based World Travel & Tourism Council (WTTC) stated that “Travel & Tourism in Africa is booming, growing 5.6% in 2018 compared to the global average of 3.9% and the broader African economy rate of 3.2%. This places Africa as the second-fastest growing tourism region behind only Asia-Pacific.”

These growth trends create excitement among investors and operators who are optimistic about the new international commitment to jointly develop Africa’s air transport and tourism. However, despite the current and projected growth in aviation tourism, Africa should target over 10% of global passenger figures and global tourism visits to create the economic impact needed locally and globally. Many however view the current growth rates as an encouraging base for increasing Africa’s share of global tourism and passenger traffic.

Complementary Development Structures At the African Union (AU) level, Africa is taking a bold leap to transform transportation and internal integration. The current efforts to establish Africa-wide air transport liberalisation under the SAATM aims at enabling African airlines to easily interconnect existing and new African city-pairs - many of which are tourism and

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business routes. This will boost air transport and tourism in Africa. So also would the efforts to create the Africa Continental Free Trade area (ACFTA) and the Single African Passport initiative.

It is instructive to note that nearly ten separate declarations on aviation and tourism in Africa have been achieved over the last decade, and their implementation will prepare the foreground for the successful implementation of the action plans of the Ministerial Declaration on Air Transport and Tourism Development in Africa.

Already, while the President of the Republic of Cabo Verde, Mr. Jorge Carlos de Almeida Fonseca, is pushing tourism forward as a key revenue earner in the country, Cape Verde is also fostering integration with countries in mainland Africa. Nigeria and Cape Verde recently renewed their commitment to establish exchange of air services.

BELOW: Border restrictions are being reconsidered.

GETTING REALISTIC Due to the lack of policies to promote tourism and encourage investors, most of Africa’s tourism spots are unexploited.

Many of these untapped tourism locations have lack of security and poor infrastructure that overshadow the value of these tourism locations. For aviation, on the other hand, inordinate taxes, charges and fees as well as the absence of proper understanding and support by government and relevant economic sectors have been the bane of air transport development in Africa.

These recent and on-going air transport and tourism frameworks mark the beginning of a new phase of development for Africa.

How far Africa will go depends on how realistically policy, infrastructure and economic bottlenecks are resolved across the continent. Africa no longer requires mere growth, but phenomenal growth to see a difference. 

EVENTS CALENDAR SA Flyer 2019|06

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News

ACJ319NEO SETS RECORD DURING TEST-FLIGHT The first ACJ319neo successfully completed a 16 hr and 10 min test-flight recently, setting a new record for the longest A320

F Lancelot

Family flight by an Airbus crew.

I

T flew from Toulouse to northern Greenland and back, in an endurance flight that included a simulated diversion under 180 min ETOPS rules, for which the A320 airliner family is already certificated.

The aircraft is due to be delivered to K5 Aviation of Germany in the coming months, after ACJ319neo flight-trials are completed.

The ACJ319neo is derived from the A320neo airliner Family, which features new engines and wingtipmounted Sharklets.

“Airbus’ modern aircraft family takes the world in its stride with robust reliability, and corporate jet operators are natural beneficiaries of this airliner heritage, which also brings comparable operating costs to traditional business jets,” said ACJ President Benoit Defforge.

K5 Aviation’s ACJ319neo is fitted with five additional centre tanks (ACTs) in its cargo-hold, and includes improvements such as a lower cabin-altitude for greater passenger comfort.

Corporate jet orders and commitments for A320neo Family-derived aircraft now total 14. 

LEFT: Record setting ACJ319neo with its flight crew.

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FlightCom Magazine

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Events Report T ext : M ark M ansfield

AVIATION NAMPO STYLE You would be excused for thinking that it is an agricultural show with an aviation problem, but NAMPO is the largest gathering of South African civil registered aircraft at a non-aviation event at one place at one time.

NAMPO - The biggest aviation fly-in that isn't an aviation fly-in.

N

AMPO is the annual four-day agricultural trade show hosted in the small town of Bothaville, South Africa. It is a showcase for innovative services, solutions and equipment. Last yearâ&#x20AC;&#x2122;s event drew over 80,000 trade visitors, making it a very attractive trade show

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FlightCom Magazine

for aviation companies to offer support and services to its clients as the show has become a popular fly on too.

With around 200 aircraft arriving just on the second day of the show, NAMPO airfield becomes the busiest piece of aero estate in the country. It for this reason that the likes of Absolute Aviation Group, GoodYear Aviation, Century Avionics and

even Airbus have taken the opportunity to participate at this massive trade show.

On the general aviation side, Absolute Aviation Group hosted the pilotsâ&#x20AC;&#x2122; tent and assisted with minor technical issues that arose such as flat tyres and batteries.

Century Avionics had on offer their latest products from Garmin, Bose and David Clarke.

Airbus showcased its latest helicopter and satellite geo-intelligence solutions for the development of productive and sustainable farming and other agricultural practices. Airbus Helicopters promoted its versatile, robust, rugged and reliable singleengine H125 and H130 helicopters. The 5-seat H125 and 8-seat H130 are well-suited to aerial work such as crop-spraying, cargosling operations, powerline and game fence inspection, fire-fighting, animal census and anti-poaching missions.

Airbus is also a leader in satellite earth observation. It has operated a constellation of radar and optical satellites and for over 30 years, with their imagery used for agricultural applications. Every day, worldwide, tens of thousands of farmers rely on Airbusâ&#x20AC;&#x2122; geo-intelligence and information solutions to better manage their farming activities. Typically, they provide detailed biophysical descriptions of soil properties, vegetation, foliage cover and the atmosphere. ď&#x192;ź

Exhibitors ranged from Airbus to Century Avionics.

Airbus fields questions on its satellite imaging.

A low-res version of an image of the NAMPO 2019 showgrounds captured by an Airbus.

PleĚ iades satellite orbiting 694km above Earth.

The helicopter park was also impressively full.

FlightCom Magazine

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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111

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Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

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

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FlightCom Magazine

40

News O wen H eckrath

OLD FAITHFUL

OUT TO PASTURE

The MAX grounding saga appears to be reaching a conclusion.

Honeywell Aerospace has finally retired its Convair 580 test aircraft after 67 years of service, 103,000 landings and 67,000 total flight hours, according to a recent company announcement .

D

ATA gathered using the aircraft helped engineers create Honeywell’s Enhanced Ground Proximity Warning System (EGPWS), Traffic Alert and Collision Avoidance System, and IntuVue RDR-4000 Weather Radar System. The company says testing of the IntuVue RDR-4000 included “flying the Convair under and directly into thunderstorms over the Everglades and off the coast of Florida” while EGPWS testing involved flying “directly toward mountainous terrain to test that the warning signals in the EGPWS were activating when the aircraft was too close to dangerous terrain features.”

“You have to have confidence in your aircraft to be around mountains, thunderstorms and volcanos, because you’re flying so close to terrain, you’ll experience a lot of turbulence. Thankfully, the Convair is a heavy-duty aircraft and has very reliable engines,” said Honeywell Aerospace chief test pilot Randy Moore. “I always thought of it like a 1952 Chevy pickup. That’s what the Convair was like.” Moore has flown the company’s 580 since 2004.

Honeywell’s Convair 580 has a long and well-documented history. Certified on January 15, 1952, it will finally be retired to a planned aviation museum in Kelowna, British Columbia, Canada.  Old Faithful Convair 580 retires.

MAX SAGA NEARING AN END? In what is hoped will be the penultimate interchange in this ongoing saga, Boeing recent ly announced that it has completed development of updated software for the 737 MA X , as well as concluding the associated simulator testing and completing the company’s engineering test flight .

T

HE software update is designed to address faults with the aircraft’s Manoeuvring Characteristics Augmentation System (MCAS) that are widely considered to have significantly contributed to the fatal accidents of Lion Air Flight 610 and Ethiopian Airlines Flight 302. Boeing says it has also developed new training and education materials that are now being reviewed by the FAA, global regulators and airlines “to support return-to-service and longerterm operations.”

According to Boeing, it is now addressing FAA requests for additional information, which “include detail on how pilots interact with the airplane controls and displays in different flight scenarios.”

From there, Boeing and the FAA will schedule the certification test flight and Boeing will submit final certification documentation for the new software. “We’re committed to providing the FAA and global regulators all the information they need, and are making clear and steady progress to getting it right,” said Boeing CEO Dennis Muilenburg.

The Boeing 737 MAX has been grounded since March. 

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FlightCom Magazine

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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

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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

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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

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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

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

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

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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

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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

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