FlightCm African Aviation
Africa’s Biggest Selling Aviation Magazine
Edition 293 March 2020
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FLIGHT TEST:
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SAAF DENIES ITS 100th 100 th BIRTHDAY!!
HUGH: SUPER CUB vs LEAR JET
GUY ON THE FIGHT FOR WONDERBOOM! AVIATION SERVICES & PRODUCTS ISSUE
WHEN YOUR PAX NEEDS TO PEE! ROODEWAL – GUNS ‘N BOMBS DASSIE LEANS TO FLY BIG JETS!
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Edition 294
CONTENTS COLUMNISTS SA FLYER
12 18 20 28 32 38 44 58
Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - LEADING EDGE Jim Davis - PLAIN TALK George Tonking - HELI OPS
FLIGHTCOM
9 Bush Pilot - Hugh Pryor 13 Airline Ops - Mike Gough 17 Leagle Eagle - Prof. Salazar
28
Johan Walden - A SLIM LOGBOOK Ray Watts - REGISTER REVIEW Jim Davis - ACCIDENT REPORT Chris Martinus - AOPA UPDATE
FLIGHT TEST
4 March 2020 | www.saflyer.com
DRONE PILOT TRAINING
DY U T S SELF OUND GR OOL SCH ION OPT ABLE L AVIA
Initial RPL • RPL renewal • RPL Instructor Ratings • Online RPAS Ground School
Edition 294
CONTENTS FEATURES SA FLYER
26 Companies: Eagle Flight Academy 26 Letters to the Editor 62 Flight Test: Savannah-S 42 Doc Mark Holliday: I Need a wee 54 A320 MCC/JOC in London
31 REGULARS
FLIGHTCOM
5 19 21 23 31 43
10
Global 6500 Defence: Darren Olivier Companies: Capital Air SAAF Prestige Day Parade Roodewal 2020 Civil Aviation News
54
Opening Shot
39 M&N Acoustics Register Review 41 SV Aviation Fuel Table 47 Market Place 56 GIB Events 52 Alpi Flight School Listing 53 AME Directory 57 Federal Airlines Charter Directory FLIGHTCOM
40 Subscriptions 41 AEP AMO Listing 44 Aviation Directory 6 March 2020 | www.saflyer.com
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POSITION REPORT
L
the
Which brings me to one of the great
many advertisements
mysteries of South African recreational
for aircraft for sale
aviation. A year ago, RAASA was closed
is worrying. It’s not
down,
just the usual crop of
satisfaction of some sectors of the general
planes
OOKING
at
much
to
the
thinly
disguised
people
aviation community. For some reason it was
wanting to trade up.
cool to hate RAASA. It may have been that
There is a far greater
it was considered the unloved spawn of the
proportion of pilots selling everything: their
CAA and it didn’t help that it was prominently
planes, headsets and hangars. In other
staffed by one of South African aviation’s
words, they are done with flying.
dolts. But the idea of RAASA was great and
from
Why? Well one of the oft quoted
in practice it worked well. RAASA was the
reasons is ‘loss of medical’. A common
brainchild of the then CAA commissioner
problem is that since the CAA has tightened
Colin Jordaan, who being a proper pilot
up on hearing requirements it is much
who had participated in all levels of general
harder for Private Pilots to keep a Class 2
aviation, had an enlightened attitude to
medical. My own experience is a case in
recreational aviation and the advantages of
point: I have mild tinnitus which obscures
letting it administer itself. The reasons for folding RAASA back
high pitched sounds and makes it difficult to pass the hearing test. So, I fly with a top of the range Bose A20
into the CAA have been covered by AOPA’s Chris Martinus in past
ANR headset – and can hear just fine. But you can’t take an ANR
columns. But I believe closing RAASA was to ‘throw the baby out with
headset to a hearing test and so my doctor threatened to ground me.
the bath water’. And now the CAA’s passionless bureaucratic inertia
He recommended I go out and pay R20,000 to buy a hearing aid –
is strangling fun flying. People are selling their planes at giveaway
and just fly with it in my pocket.
prices. Still, for those with the fortitude to endure the bureaucracy –
The reason I tell this story is because it’s a part of what I call
now has never been a better time to buy a plane.
the ‘buggeration factor’ which is strangling recreational aviation. This buggeration list is huge – the problems of getting Authorities to Fly, the endless request for yet more and more documents. Expensive planes sit on the ground and so two or three times a month I am
Guy Leitch
contacted by pilots asking me to recommend an attorney to force the CAA into sorting out their paperwork. Files are still getting lost, despite the move to digital documents. The bureaucrats have taken the fun out of fun flying. Now it is just an endless struggle to stay on the right side of the law. And so, pilots
EDITOR & PUBLISHER
give up – and sell up.
guy@saflyermag.co.za
SALES MANAGER Wayne Wilson wayne@saflyermag.co.za
PRODUCTION & LAYOUT Emily-Jane Kinnear emily@saflyermag.co.za
TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za
SUBSCRIPTIONS subs@saflyermag.co.za +27 21 786 1463
ACCOUNTS accounts@saflyermag.co.za TRAVEL EDITOR Nicola Leitch nicola@saflyermag.co.za
8 March 2020 | www.saflyer.com
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10 March 2020 | www.saflyer.com
Send your submissions to guy@saflyermag.co.za
W
E are in thunderstorm season and this perfectly timed atmospheric shot of a highveld thunderstorm captures the drama. Corporate bizjet pilot
Brendan Emmenis captured this literally striking image using his iPhone 11Pro of the cloud and its lightning while on approach in a Challenger 350 to OR Tamboâ&#x20AC;&#x2122;s runway 21L.
11 www.saflyer.com | March 2020
ATTITUDE FOR ALTITUDE GUY LEITCH
Wonderboom A CLASSIC SOUTH AFRICAN MESS
The saga of the slow destruction of Wonderboom Airport is reaching one of those points where it will become either just another failure by corrupt and inept government and private sector opportunists, or the airport may be about to turn a corner and be restored to the key national asset it once was – and still must be.
I
T is striking in how many ways the
years ago, when in 2014 the fuel supply at
But still the mess grew. Matters came
saga of Wonderboom is the same
the airport suddenly fell apart. It was the
to a head with the CAA threatening to
classic African Mess that South
usual problem - the junior managers in the
pull the Aerodrome Operator’s Certificate
Africa finds itself in. The whole mix
Pretoria Council appointed crony ‘Preferred
unless
is there, bad guys trying to rape and
Suppliers’ unashamedly put there to rake
rectified. It became clear that professional
loot the asset, good guys trying to
off a percentage of the fuel sales, (on the
airport management was needed, and so
preserve it and a suspicious cast of
basis that it’s “our turn to eat now”). But the
Professional Aviation Services (PAS) was
characters who may have captured the local
preferred suppliers were incompetent, and
appointed. This was a highly regarded
government.
the fuel dried up. The airport ground to a
company, proud of its 40-year track record.
89
outstanding
findings
were
The story is replete with all the key
halt - until private sector operators stepped
PAS signed a contract that required the
ingredients of a dramatic saga, with knights
in. Notable champions in this regard were
CAA’s list of urgent findings to be attended
and knaves – and at Wonderboom the
Wannafly and Skeerpoort Verspreiders.
to and a service level agreement going
hardest thing is to tell them apart. Just who
Fuel was dispensed from trailers and people
forward. PAS CEO Rob Garbett claims that
are the good guys and who are the bad
shrugged their shoulders in the classic TIA
of the 89 findings his company resolved 90%
guys? To find out I asked the key players
(This Is Africa) gesture and tried their best
of them, as evidenced by the CAA continuing
to tell me their sides of the story – and was
to get on with making aviation work despite
to allow the airport to operate.
deluged with over two thousand pages of
bad government.
However, PAS’s appointment did not
accusations and counter accusations. The mudslinging has got so bad that the parties are suing for defamation. At the centre of the drama is the Wonderboom Airport Interest Group (WAIG). This is a body made up of airport tenants who are absolutely sick and tired of having their businesses slowly ground down by the airport owner and operator, the Pretoria City Council. Like Eskom and SAA, the rot has turned the once thriving airport into a voracious monster that requires endless bailouts. ANC Tshwane Chairperson Kgoši Maepa admitted, “We are spending about R50-million in terms of maintenance of the airport and the revenue that we get is about R20-million.” How did the airport get so messed up? The story can best be started six
12 March 2020 | www.saflyer.com
Rob & Christine Garbett - the founders of Professional Aviation Services.
RIGHT: When you don't know what to do - pay consultants to generate 2000 pages of reports.
satisfy WAIG. Within six months it was clear that the problems were
government support
manifold – there was corruption and vested interests from all sides,
or funds. Despite
and a typical bureaucratic inertia from the City Council as the owner
having
of the airport.
appointed in 2017
Meanwhile, as part of its aviation security responsibilities, PAS
been
for an initial 12
announced that all 1000 staff at the airport would have to undergo a
months,
security course and test which would cost R500. Christian Maiorana,
had its contract
of Wonderboom’s famous restaurant Villa san Giovanni, argued that
extended to the
they should at least put such an expensive training exercise to tender.
end
Things came to a head a few meetings later with a big bust-up over
Given
that old bugbear; access control. PAS claims that they explained
rough time they
that they “had to follow the SACAA regulations by making sure that
were
all staff entering the restricted area had to undergo airside induction
from
training and background checks as CAA had raised this as a severe
the
Pretoria
finding.” PAS says that the intervention team headed by the Council’s
City
Council
Nava Pillay, together with PAS, had to even weld aircraft gates closed
and
WAIG,
as aircraft and unknown personnel were entering and leaving the
this
would
restricted areas as they wish.
seem to be
Notwithstanding being a passionate Italian, Christian Maiorana
PAS
of
2019. the
getting both
a surprising
says he tried to remain in the background, but he realised that
decision. But Bob Garbett, the CEO
something had to be done, and he says that they could either choose
of PAS, argues that if they had taken the easy option and walked
to just complain, or he could actually do something about their many
away, “the CAA would have closed the airport down, and the loyalty
problems. By this time, he had already been nominated as WAIG
that we had to Airlink, the City and tenants as well as the hard work
Chairman and was vigorously carrying the fight forward.
we had already put in would have meant nothing. We were continually
One of the other notable accusations about mismanagement was
There was corruption and vested interests from all sides
made promises of support by the City, all of which came to naught. We walked away when it became clear that the City had their own agenda and that we would never be given the support needed to operate the airport properly.” The question must still be asked, which of the agreed deliverables did PAS actually provide in terms of their contract? It is argued by Noseweek and other media ran a campaign against the airport and PAS.
that Wonderboom had finally seemed to be going places when Airlink began a service to Cape Town in August 2015. However, in March 2018 this service was closed by Airlink. Many accused the airport management of not meeting its obligations. However, Airlink CEO Rodger Foster tells me that he stopped Wonderboom simply because they couldn’t extract enough revenue from the route to cover the airline’s operational costs. Maiorana claims that this was not helped by the R60,000 per month cost for passenger and baggage screening although they say this was ultimately paid for by Airlink. With 20/20 hindsight this was perhaps inevitable as, for many in Pretoria’s southern and eastern suburbs, it is easier to get to OR Tambo than it is to go around the mountain to the ‘Boom’. It is alleged that the airport continued to struggle to pass a CAA audit and this became another stick to beat PAS with as it was after all PAS who had contractually agreed to ensure that the airport was fully approved. PAS defends itself by pointing out that audit findings were all due to the lack of investment and support from the City, but “we never failed an audit. If we had failed the renewal audit for example, the SACAA would never have issued the renewal of the Aerodrome Licence.” So, PAS blames the lack of support from the Pretoria City Council. Yet here’s the big question: If the City Council was not keeping up their side of the deal – why did PAS not just walk away? – as Vuyani Jarana had done as the CEO of SAA when he did not get the promised
13 www.saflyer.com | March 2020
ATTITUDE FOR ALTITUDE WAIG that PAS did not even deliver the first key requirement which StandardAero | Engine Services
was an Ops Manual for the airport. PAS again refutes this, claiming that “the Airport Operations Manual, and the other key manuals were submitted to the SACAA. The Aerodrome Licence which was renewed twice during the tenure of PAS (and paid for by PAS as the City had made no provision for the payment) would never have been issued without a current Airport Operations manual and the required Compliance Undertakings contained in this manual.” PAS says, “it is strange that WAIG argues the deliverable regarding the Airport Manual because, when the AERO 2019 show preparations were taking place at Wonderboom the first thing AERO organisers were interested in was the relevant manuals and the floorplans etc so that they were in line with CAA regulations. AERO in fact appointed Christian Maiorana as their consultant to lead the AERO show for them. We had numerous discussions around the safety and security issues and in one instance the AERO management even accompanied us to the SACAA to discuss the show’s layout etc. The SACAA even took a stand at the show. The question is, if the SACAA had severe findings at an airport where management could not meet the basic safety /security requirements, then why would they endorse an event of that magnitude, and even participate at the same event?” In addition, PAS was accused by WAIG of keeping the access control money it had collected on behalf of the City. Yet another accusation was that, despite their commitments, not one person had been trained. Again, PAS refutes these allegations, arguing that “a great many people were trained including some members employed by WAIG– and we can produce attendance registers to prove it.” In the end PAS gave notice in September 2019 and left at the end of the year. Yet the fight continues. In the meanwhile, like Eskom and SAA, and indeed the rest of South Africa, Wonderboom continues to lurch from crisis to crisis. Matters once more came to the boil when the City, in a classic overaction presumably based on ignorance, closed the entire airport because the grass around the runway lights and PAPI’s needed cutting – and then partly relented by agreeing to just no night flying. At the same time the City Council, in true cadre deployment tradition, appointed Ntiyiso Consulting, who was clearly unsuitable for the job as they had never run an airport before. In February 2020 WAIG won an urgent high court interdict to get the appointment cancelled. The court even went so far as to consider reinstating a previous (white!) manager. In the meanwhile, the most urgent problem was to cut the grass. A private contractor offered to mow the entire airfield for about R60,000. However, the City Council reportedly wanted to employ one of its own tame contractors for a claimed R600,000. WAIG was prepared to pay their own contractor but when it arrived at the gates they were locked out. Eventually a compromise was reached, and the contractor
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descended on the airfield like a military invasion, deploying 26 tractors and 82 troops with bush cutters. The NOTAM that closed the airport was lifted and normal operations resumed. But then Eskom loadshed and the ATC backup generator didn’t work. The controllers were not prepared to use a handheld radio and demanded aircon, so they went home and filed a NOTAM for an unmanned aerodrome. In the meanwhile, a new manager has been appointed – and – wait for it – all will be fine because he has extensive experience operating drones. The contrast
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14 March 2020 | www.saflyer.com
with the fully functioning, privately owned Lanseria Airport is striking.
j
This is indeed Africa.
guy@saflyermag.co.za
LEADING EDGE PETER GARRISON
LITTLE PIES IN THE SKY The future is almost here
One of the staple features of cities of the future, if we can believe the artists and film makers
who provide us with images of them, is the airborne taxi that whisks people silently from one
strangely shaped building to another, heedless of the – presumably congested – streets below.
T
HESE
agile
and
people-pods
convenient
levitate
like
Marty McFly’s hoverboard, in unspecified ways, and combine
the best features of Manhattan’s swarming yellow cabs and the helicopters that carry a select subset of weekend commuters from downtown to the Hamptons. The Jetsons had one. Maybe two. The idea is not new. It occurred to the US Army 60 years ago, and three firms – Chrysler, Curtiss-Wright and Piasecki – produced competing testbeds for a “flying jeep” that was presumably expected to be an improvement over the rolling one. Two of the resulting designs used a pair of large ducted rotors; the third used four unducted propellers, two on each side of a long beam at the end of which an uneasy pilot perched. Unlike the road jeep, whose 60-hp “Go Devil” engine could propel it 300
Pop.Up the Airbus concept PAV.
in all weather conditions, and would require
The multicopter drone represents the happy
only small areas for takeoff and landing.
convergence of several technologies: GPS,
This sounded a bit like a Piper Cub, but
solid-state gyros and high-energy-density
mph, the flying versions required around 500
NASA had something more innovative in
batteries. All are cheap, because they
horsepower, moved slowly, and could not go
mind. The goal, however, was elusive, and
are incorporated in billions of consumer
far.
a good deal of prize money was squandered
products. Self-stabilizing, aware of location
In 2007, at the prodding of Mark D.
on products and projects that excelled under
and
Moore (who has since gone to Uber, where
one or another of the defining criteria, but
practically any desired degree of autonomy
he is studying an airborne version of the
not under all, or even two or three.
by
miles on a tank of gas at speeds of up to 65
firm’s ride-hailing service), NASA began
Progress came, as it often does, from
being
navigation
endowed and
with
collision-
avoidance software, multicopter drones
outside.
technology,
have opened the door to the realization of
at developing a more or less new class of
developed by industry (with no help from
the PAV dream: The autonomous, pilotless
PAV or Personal Air Vehicle. Originally, the
NASA), is the multicopter drone, which has
aerial taxi that would come when summoned
definition of a PAV consisted of little more
soared into popularity so dramatically that
and whisk you to your destination with no
than the obverse of common criticisms
a whole generation is growing up believing
more effort on your part than it takes to say
of personal aircraft: A PAV would be
that the word “drone” means not a pilotless
(be sure to speak clearly!) where you want
affordable, quiet, efficient, capable of being
jet or an unemployed bee but a spidery
to go.
safely operated by a minimally skilled pilot
plastic radio-controlled Christmas present.
March 2020 | www.saflyer.com
breakthrough
mapping,
of
to fund studies and competitions aimed
18
The
capable
All practical multicopter drones today run
COLUMNS on electric power, which is easily capable
Up but omits the roadable portion and the
propellers, they operate in contrarotating
of the subtle, instantaneous modulation of
fan shrouds (which double, by the way, as
pairs, and so its disk loading is 9.2 lb/sq. ft.
motor speed – the propellers are invariably
people-protectors). It was claimed a while
Its maximum power is 191 hp, for a power
fixed-pitch - by which the platform is
ago that you would be able to hail an EHang
loading for takeoff of 4.2 lb/hp.
controlled. Energy is usually supplied by
184 PAV in Dubai in 2017. I doubt this has
The fact that the EHang needs 50
batteries, although in a couple of instances
come to pass, but, as Pliny would have
percent more power to hoist 40 percent less
hybrid power systems, using electric motors
said, something new is always coming out
weight highlights an inescapable fact about
and an internal-combustion generator, are
of Dubai.
multirotor configurations. One large rotor is
proposed.
A fundamental problem of multirotor
more efficient, within a given footprint, than
Quite a few man-carrying multicopters
designs is the conflict between compactness
several small ones. The multirotor suffers
have been built, some by homebuilders,
and disk loading. The single-seat EHang
additional losses because, unlike the blades
some by industrial firms, even including
fits within a 15-foot square. Compare the
of a helicopter, its fan blades do not change
Airbus. Some achieve flight, and
pitch cyclically to compensate for
relative economy of construction, by
The Chinese EHang 184.
using large numbers – e.g. 18 – of
forward motion. In exchange for the lost efficiency, however, you get the
small rotors. Others use as few as
multirotor’s compactness, cheapness,
four, although it is not clear to me how
reliability, ease of manufacture, and the
a four-rotor system survives the loss of
great asset of electronic management
one motor. Several designs, including
of stability and control.
Airbus’s Pop.Up, provide two motors
A persistent embarrassment, as
and propellers on each of four arms.
with everything electric, is range.
The Airbus scheme is a good
Avgas delivers about 1.8 hp-hr per
example of the ingenuity, not to say
pound to the propeller; the best current
playfulness, that is being brought to this
EHang design to the Robinson R22, its
batteries do a tenth as well. The EHang 184
new technology. It envisions three modules:
conventional-technology
–
claims a cruising duration of 25 minutes at
a four-wheel rolling chassis, a two-seat
bearing in mind that the R22 is a two-seater.
54 knots, presumably including takeoff, a
passenger pod, and an autonomous rotor
The R22’s 25-foot rotor sweeps 497 square
vertical climb to an unspecified altitude,
set. For flight, the rotor module flies itself to
feet and the helicopter’s gross weight is
a vertical descent and landing. The R22
the passenger pod, sinks its claws into the
1,370 pounds, for a disk loading of 2.76 lb/
goes 250 nm at 90 knots, using 100 pounds
roof like the roc of Arabian Nights fame, and
sq. ft. This is on the low end for helicopters,
of fuel. An automotive analogy might be a
carries the pod away, leaving the chassis
but allows the R22, which uses a 360-
Tesla sedan that goes 250 miles between
behind. At the destination, the rotor-roc
cu. in. Lycoming engine derated to 124 hp
charges, using 1,200 pounds of batteries. A
places its prey gently upon another chassis,
continuous, to perform well with relatively
conventional sedan consumes 50 pounds of
and the reconfigured vehicle, about the size
little power. The R22’s power loading for
gasoline for the same trip.
and shape of a Smart car, drives off.
takeoff is 10 pounds per horsepower.
equivalent
Self-flying electric PAVs may not work
A simpler concept from EHang, a
The EHang 184, which is a single-
perfectly – yet – but they do work. Brace
Chinese manufacturer of consumer drones,
seater, weighs about 800 pounds, including
yourselves. We pilots may go the way of
is similar in general configuration to the Pop.
payload. Although it has eight 63-inch
elevator operators.
j
19 www.saflyer.com | March 2020
PLANE TALK JIM DAVIS
Guides or G odd s??
CHECKLISTS 2:
Last month we were able to marvel at the folly of a Bomb-Doors checklist, and the dangers of a minimal one. We were just starting to make progress when the Gleitch cut off my water. So, let’s gird the loins – whatever that means – and steel ourselves as we go in search of the perfect checklist.
T
Boeing's before takeoff checklist only has flaps.
HERE is no shortage of pre-takeoff checklists, but which
checklists
should
I use? The one in the POH
(Pilot’s
Operating
Handbook) is fine up to a
point, but it doesn’t cover everything that the charter-pilot who flies it should do. Mr Piper tells us how to prepare the knobs and switches in his particular aircraft, but he doesn’t mention a whole bunch of operational stuff. He doesn’t tell me to set the QNH, or the right radio or navigation frequencies. I could die in the desert just as easily by tracking towards the wrong beacon, as by mismanaging the fuel. He fails to remind me about setting the DG to the compass. Mr Piper’s checklist doesn’t even suggest that I wear a seatbelt.
types, perhaps you should have several.
you do just after takeoff.
So, it seems I must make my own
One checklist for each aircraft? Well, that’s
How about one generic list incorporating
checklists. But then which aeroplane should
fine for say written, pre-takeoff checks, but it
all the features of all the aircraft? I can then
they apply to? If you regularly fly different
could be confusing for the recall items that
simply mutter “not applicable” when I come
20 March 2020 | www.saflyer.com
Is this too little?
21 www.saflyer.com | March 2020
PLANE TALK
A checklist for every eventuality.
aircraft – but there is a set of checklists for
specific, pre-takeoff checklist, and use recall
each aircraft. The set consists of one vitally
checks in the air. But if you regularly fly half a
important pre-takeoff checklist, which is
dozen types the airborne checks start to get
long and comprehensive, and a few shorter
messy, even dangerous, particularly if you
ones to be used in the air.
mix fixed-gear and retracts.
The sensible thing, for single-crew operations, is to read out the pre-takeoff checks, and make the airborne ones recall
Then, as an instructor, I am not sure what I should teach my students. Let’s look at the pre-landing checks (it’s tempting to call them downwind checks, but
If you keep saying “not applicable” you will one day say it to an item that is very much applicable.
that’s not a great idea – not all landings have a downwind leg). Many of us have found BUMPFF to be a pretty adequate basis for this list. Brakes, Undercarriage, Mixture, Pitch, Fuel and Flaps. So, let’s say you are training circuits and bumps in a Cessna 172. Every time you do your landing checks, you say “Undercarriage – not applicable”. When you say this five or six times an hour it soon becomes part of your landing routine. Therefore, when you transition to an RG, a nasty little animal called primacy settles into the new cockpit with you. Primacy is the tendency, when under pressure, to revert to what was first learned. It doesn’t take much imagination to see yourself saying, “Undercarriage – not applicable” when it is very applicable. The same happens when a 152 pilot moves up to a Cherokee. Do you think her recall checklist will remind her to switch the fuel-pump off after take-off? Absolutely not. She says the word “Fuel”, because it is part of her after-takeoff checks, and she does nothing about it, because that is what she has been doing for the last 50 or 100 hours. Teaching a student to recite items that don’t apply is not a great training plan. But it’s equally goofy to expect a pilot who flies five different aircraft to memorise five after takeoff checklists. So, what’s the answer? First let’s try to figure out which items deserve a place on a checklist and which ones are part of normal
The checklist for a student pilot is very comprehensive.
flying? Are flaps a flying control, or are they a by-numbers checklist item - 10° downwind, 20° on base and 30° on final approach? Most of us have been taught that, and for the
to items which are not a component of that
items, which you memorise.
very good reason that you must teach a new
aircraft. No – that’s stupid – it’s what Bomb-
There are pilots who think that all checks
pilot something. You can’t just tell her to use
Doors was doing. You can’t use a Twin
should be read from a list. I can’t go along
flap when she feels like it – so you give her a
Comanche checklist on a Cessna 150. If you
with this. We don’t want a pilot with his head
set of rules which she can modify later when
keep saying “not applicable” you will one day
in the office just after takeoff, or even on the
she has more experience.
say it to an item that is very much applicable.
downwind leg.
Then I have another thought: there is
If you are only flying one or two types I
no such thing as a checklist for a particular
believe the answer is to use a written, type-
22 March 2020 | www.saflyer.com
For an experienced pilot, flaps are a flying control, but to a newbie they are a checklist item.
COLUMNS But wait a minute, how about before takeoff? Surely flaps must be a checklist item at that point. So, retracting them two minutes later – is that also a checklist item? The same sort of question could be asked of temps and pressures. Should we be checking them automatically every couple of minutes, or do they only get checked when called for by a checklist? Or should students be taught to treat them as checklist items, while more experienced pilots are expected to keep an eye on them without a checklist? Are temps and pressures part of a family of checks that should fall under the umbrella of situational awareness? Such a family might include things like checking for carb-icing from time to time. Or when you are approaching the circuit, do you need a checklist that tells you to change to the airfield frequency, and to select the tank with plenty of gas? Should we teach students to rigidly follow lengthy checklists – so that they don’t forget anything, or should we teach them to rely on situational awareness? Should most items be done because they become part of our make-up – like signalling before you change lanes in your car? For navigation training some schools I encountered in Australia insist that every ten minutes you do ‘CLEAR OFFS’. This stands for
The accidents were all caused by high-time pilots failing to select flaps for takeoff. Compass and DI – set. Log – 10 minute markers. Engine – temps,
Perhaps low-hour pilots need checklists, but high-timers develop the habit of checking things automatically all the time. Just like signalling a in car. Learner drivers must be reminded to indicate before pulling out of a park, but experienced drivers do it automatically – without thinking. With aircraft, the statistics don’t support this argument. I have just been looking at four major airline accidents in the United States. They were all caused by high-time pilots failing to select flaps for takeoff. I also can’t accept that looking for a forced-landing field is a checklist item. Every student should be taught, from day one, that your bum starts squirming uncomfortably in your seat as soon as you don’t have of one in sight. Having a landing field should be an integral part of your being – it is nothing to do with checklists. The same surely goes for temps and pressures – you should scan them automatically all the time. I get twitchy about two other items on that stupid nav checklist – Orientation and Log. Again, these are not checklist items. You should have your chart on your lap with the track pointing along the foreand-aft axis of the aircraft, and your finger tracing your path over the ground. If you do this the chart will be orientated to the ground all the time. Navigation is not an on/off thing – it is meant to happen on a full-time basis. And the log? You write in the log when you have got something to write – like the time you cross the railway line. I have no idea what the Aussies are meant to write in their logs when the minute-hand ticks
Must all these switches and gauges be incorporated in a checklist?
pressures, mixture and carb-icing. Altitude – OK in relation to controlled airspace, ground and cloud clearance, semi-circular height rule and so on. Radios – correct frequencies, calls, transponder codes etc. Orientation – finding your position or a pinpoint. Fuel – selection, consumption and log. Forced-landing field – in sight. SAR time. I recoil in horror. Yes, it covers everything. And certainly, it forces the student to check all these good things. But does it teach her to think for herself, to keep her mind on the job, and develop that illusive airmanship that separates amateurs from professionals? I think it teaches the exact opposite. The student learns, I don’t need to think, because the checklist does it for me. And I only need to look for a forced landing field every ten minutes. Do you imagine that a cordon-bleu chef runs her pastry-powder fingers down the pages of a recipe-book while she is making a wedding cake? No, she doesn’t need a recipe checklist because she
Which are the memory items?
has her mind on the job.
23 www.saflyer.com | March 2020
PLANE TALK
off another ten-minute interval and there is
Bomb-doors Pidsley look like an amateur.
set as required. Fuel – pump off and watch
nothing noteworthy outside?
So, what should we do?
the pressure for a few seconds. Flaps – up”.
What I say may not sit comfortably with
We can’t take a bomb-doors checklist
everyone. This is exactly why it is impossible
seriously, and one that’s too short might
to come up with a single checklist philosophy
miss a vital item – like the friction nut that
that is good for all general aviation. There
nearly killed me.
are too many differing needs.
What’s the answer? I don’t think there
Out of interest, have a look at the
is one. Whatever you do is a compromise.
747 checklist. Boeing has a very simple
There is nothing that works for both Pupe
checklist philosophy – the only items on the
and ATP, nor for both Cub and King-Air.
list are those that, if omitted, would cause
But there are just too many not applicables for a 152. A compromise that will apply to most fixed-gear, fixed-prop aircraft, might be Brakes, Fuel and Flaps. And downwind it might be Brakes, Mixture, Fuel and Flaps. The thing to remember is that a checklist, in the air or on the ground, doesn’t absolve
If you only fly one or two types then,
us from thinking. When you fly several
for takeoff, I’d use a generic like Hatches,
different aeroplanes, you are bound to have
Look at the takeoff list – one item –
Harnesses, Electrics, Trim, Throttle friction,
items that apply to one and not another. This
Flaps. Boeing believes that professional
Mixture, Pitch, Fuel, Flaps, Gills, Gyros,
means that the dreaded ‘not applicable’ is
pilots keep themselves in the loop. They are
Autopilot, Altimeter, Controls. Make sure
going to come up and be part of your life.
aware of what is going on, and what needs
it covers everything in the POH checklist,
Checklist or not you are still obliged to
to be done. Boeing also expects the pilots
plus any add-ons to make it work for you.
THINK.
catastrophe.
It’s like flying a float plane or a seaplane – when you get to ‘undercarriage’ you are going to want it up for a water landing and down for a runway landing. The only solution to that problem is to force yourself to think by adding a couple more words to the list. So, you say ‘undercarriage – we are landing on water, therefore we want it UP.’ Now we are making progress. Let’s apply that same technique to everything on a checklist. Downwind checks will go like this: BRAKES We have pressure in the toe brakes and the park brake is off. UNDERCARRIAGE Is fixed on this aircraft
The take-off checklist for a Cherokee.
MIXTURE Fully rich PITCH Is fixed on this aircraft FUEL I selected to the fullest tank, and the electric pump is ON
to remember several ‘recall’ items – short
Or perhaps stick with a checklist that you
FLAPS The airspeed is in the green –
checklists which are done from memory.
know and like, but make sure it includes
one notch selected.
I believe we can learn a lot from Boeing’s philosophy, but we don’t fly every day and we are not two-crew operators.
everything in the POH’s one.
If you have been reading to the last line
If you fly a lot of types, particularly
in the hopes that I can offer a magic formula
if there is a mix of fixed-gear-fixed-prop
or checklist philosophy – sorry folks. I have
If we have Mr Boeing at one end of the
types, and CSU/retracts, then you should be
given it a lot of thought over many years and
scale, and Bomb Doors Pidsley at the other,
experienced enough to use a good generic
am still not there. However, I can offer four
then I am more comfortable up near the
checklist and keep your wits about you.
pieces of advice:
Boeing end.
For flying training, although I have
● Make a checklist that suits you
At my own flying school, I would drag
been doing it all my life, I still don’t know
a bunch of instructors into my office from
the answer. I guess it probably should be
●
time to time, to form a panel to help me
a compromise between type-specific and
● Keep it somewhere between a
revise checklists. These meetings would
generic. For instance, the type-specific
Boeing one, and a Bomb-Doors
always turn into bum-saving cessions. Each
after-takeoff checks on a Cessna 152 are:
instructor wanted to add his or her own little
“Flaps – up”. That’s it – there’s nothing more
● Written checklists are for use on
pet item so that if anything went wrong, it
to be done. The generic one for pretty much
the ground. In the air, for single
wouldn’t be our fault.
all light aircraft would be: “Brakes – on and
crew operations, your checklists
I soon learned I was wasting my time. A
off. Undercarriage – up. Power – back to 25
must be memorised.
checklist drawn up by a committee makes
inches. Pitch – back to 2,500 rpm. Mixture –
24 March 2020 | www.saflyer.com
and your own requirements. Stick to that for every flight.
one.
j
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HELI OPS GEORGE TONKING
Surprises IN THE DARK Night flying can be extremely exciting and rewarding, and many pilots look forward to their first flight at night. But as amazing as it is, it does present added challenges, including reduced visibility, especially on dark nights or in unfamiliar settings. sheer vertical drop-off brings sure death to
So, no, we don’t need headlights on our
the ignorant or foolish transgressor. In other
aircraft.
words, these are rules you break at your peril.
W
ITH many hours of night flying under my belt, I am often asked what it’s like and, in particular,
how you see where you’re going. Most people think that because a car requires headlights to illuminate the roadway at night, it stands to reason that aircraft would also need headlights to light the night sky. Or that we fly helicopters at night solely using flight instruments. Well, in fact, it’s a little bit of both, minus the headlights. You see, all flying is done in
But we do need a good instructor to teach us how to fly at night.
Many light helicopters are designed to
Part of the Night Rating involves learning
operate in accordance with Visual Flight
instrument flying techniques. These skills
Rules only. This means that the aircraft are
come into play as the instruments act as a
built to be flown with the pilot navigating and
confirmation to the more limited VFR cues
handling the machine in reference to land
that we get outside the cockpit in the dark.
and air features. In short, they are designed
Some years ago the FAA published a statistic
to be flown ‘eyes-outside’ of the cockpit.
around VFR helicopter accidents at night
Night flying, where we use terrestrial and
with deteriorating weather as a contributing
celestial illumination to orientate our path, is
factor, noting a 100% fatality figure. These
no different, except that the pilot does have
fatalities are normally caused by loss
far fewer visual cues outside the windshield,
of visual flight reference and situational
compared to daylight hours. This has led me
awareness leading to either a loss of control
and many other pilots to erroneously line up
of the aircraft or CFIT (Controlled Flight Into
a landing path along a highway, from having
Terrain). Basically, this is where a pilot tries
mistaken highway overpass traffic lights for
to descend under the clouds and flies the
the threshold lights of an airport runway,
aircraft into terrain (the ground, obstacles,
only to see them change from red to green!
or water).
reference to different types of flight rules,
On some full-moon nights it seems
From all accounts, the recent, much-
the two main ones being Visual Flight Rules
almost bright enough to be day. The reason
publicised Kobe Bryant accident in California
(VFR) and Instrument Flight Rules (IFR).
for the brightness is that the pupils of our
seems to be an example of loss of control.
These rules are there to keep us safe – a
eyes dilate in the relative darkness, making
Bryant’s pilot was highly experienced. He
kind of fence before a proverbial cliff, whose
them far more sensitive to any light source.
was flying a sophisticated, twin-engine
28 March 2020 | www.saflyer.com
helicopter at low level, like he’d done many times before, but with low visibility weather and rising terrain in the mix. The postaccident report will take some time to be published and now’s not the time to pass judgment. But what can be said about this tragedy is that, as in the FAA’s report, weather and terrain were clearly significant causal factors. Weather changes everything around visibility and terrain separation. It’s an inherent risk to fly into obscuring weather under VFR rules. Add night flight to that and you have a deadly risk to manage. This is why it’s so important to familiarise yourself with the terrain before takeoff and to be au fait with your instruments. Experienced pilots will tell you that even under VFR conditions, your instruments cannot be neglected. My story starts on a deployment to the Piet Retief area of the Lowveld. Most pilots appreciate a change of scenery, especially when it includes a trip to rolling green hills on the border of Eswatini. What makes this place particularly beautiful is the immense tree plantations for miles in every direction, and the sound of the cool breeze wafting through the pine needles. It’s a nice little breeze between the tree compartments, but just 40 feet above, the wind howls. I mean, generally, about 20 knots or more. The canopy tops seem to invite wind due to their uniformity, perfectly channelling and increasing the wind velocity as through a duct. Due to the remote location of the operations, our client had accommodated our team in a quaint logger’s house. The rim from the huge wheel of a mine truck seemed out of place buried in the middle of the lush front lawn and we spent our evenings trying to get it to glow red with the unlimited firewood provided. Next to the century-old logger’s house was an old tennis court that we immediately converted to a makeshift landing pad for the FLIRequipped Robinson R44 Raven II. The aim of the week-long deployment was to help
Night time sorties were carried out to test equipment.
found at night. And so, rather than sit around
try to see if we were in cloud, or what. It
the truck rim every night, we planned a few
turned out that we had flown into a stagnant
night sorties to test the system and then
smoke cloud from a fire earlier that day,
hoped to catch some nocturnal arsonists on
about 50 miles away. Not a normal weather
the forest floor in the act.
phenomenon. I eased the collective down
I took time to plan the sortie carefully; many factors needing to be addressed. The
and reduced speed to allow a 1,000 footper-minute rate of descent.
landing and takeoff were critical as they
I was pretty sure of two things. Firstly, that
would be made from a prepared Landing
we were high above the terrain, which meant
Zone or LZ. The terrestrial light offered was
that the probability of flying into the ground
almost non-existent on the ground, barring
was low. And secondly, that the smoke cloud
light from vehicles lined up for the LZ. Moon
also had a condensation level. All I had to do
illumination was good as it was three days
was to remain calm and descend below the
from full moon and the moon trajectory was
cloud level. I flew the helicopter as stably as
high on the horizon with a long moon-glow
I could and in no time (but which still felt like
window. Skies were clear, as expected
an eternity) we were out of the suffocating
for a July evening, which meant that once
mess and in clear air again. I wasted no time
in the air, we were expecting good flying
in cancelling the sortie and headed straight
conditions.
back to the LZ. It was dark but the glow of
My crew and I took to the skies at around
headlights welcomed our craft back down to
23h00, noting very soon after takeoff just
a textbook landing. Being instrument rated
how dark it was, even with a bright moon.
helped me to bring the situation back under
We could see the horizon fairly well, with
control but at no point did I feel comfortable
the lights of Piet Retief in the distance to
flying the Robbie blind.
the west of our position. We had planned to
Night flying is something special. I’ve
rendezvous with our ground team about six
flown many more night hours in many
miles away as they would set a test fire for
different helicopter types. But every so
us to spot to record the results. All was going
often my mind goes back to that night in
well. At about two miles to target and 2,000
the inky Lowveld sky, to the swirling smoke
feet above ground, I suddenly lost all visual
cloud around my plexi-glass canopy, to the
reference outside the cockpit.
feeling of disorientation and helplessness,
“What the hell,” I thought in horror, as my
and to how, subconsciously, I knew what
eyes flitted down to my instrument panel, my
to do. Most flights go as planned but what
brain racing to figure out why I couldn’t see
I learned that evening is when the weather
anything outside anymore.
throws you a curve ball, it’s your planning,
I continued flying ‘inside’ as calmly as I could, and asked my crew, Shaun, to
preparation and constant training that will pull you through.
j
develop a plan to curb arson attempts in the area. The helicopter and crew were there for two reasons – firstly to support the ground teams and secondly to test equipment to deployment readiness. The strength of the FLIR (Forward Looking Infrared) system’s sensor is that it is able to sense minute differences in thermal signatures, especially in colder environments. Obviously, in the South African context, cooler temperatures are
Away from base operations near Piet Retief.
29 www.saflyer.com | March 2020
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and queries. 30 March 2020 | www.saflyer.com
021-788-8440 Calvin@Designer.co.za www.designertours.co.za
31 www.saflyer.com | March 2020
A SLIM LOGBOOK JOHAN WALDEN
Step p Two BROWN TO BLUE It’s a new year and my next goal is to up-trade my recently acquired PPL for a much-coveted Comm. This leads us into the second chapter towards an aviation career. So, if you want to work towards a CPL or simply want to know what it’s like, buckle up; it’s going to be a long and intense ride…
W
Progress was slow initially and I quickly
that started to spread all over my notepad.
decided it was time to get serious about
He had to explain everything to me twice
beginning my Comm.
before I managed to have a blurry picture of
After visiting a few flight schools, I
how it all worked.
selected one and had a much more in-depth
With my notepad dotted with numbers
chat with them. The CFI went through my
and
logbook checking my hours and experience
HOURS’ notes, we moved onto the exams.
‘DO-NOT-FLY-MORE-THAN-XX-
and we discussed a flying plan. Of the 200
Just as in PPL, there are exams. And I would
hours required for Comm, I had just under
have 18 months to finish all of them from the
100 and no special ratings – I was a ‘vanilla
time I passed the first one. If I didn’t, all my
pilot’. Within the remaining hours, I had to do
exam credits would be wiped and I’d have to
a Night Rating, Complex Rating (an aircraft
start all over again – not an uncommon fate,
HY A COMM? If you’re not familiar with
how
the
licences work; the Commercial
Pilot
Licence (commonly referred to as the CPL or Comm) is the licence that allows you to
I gave some exercises a bash in the simulator.
get paid to fly without being slapped into handcuffs and losing everything. In short, you can get an aviation job – it’s the ‘dream
with retractable landing gear, flaps and a
I’m told. The CFI went over to the cupboard
ticket’.
constant speed propeller). And of course,
to get the textbooks.
Rumour has it that the licence can be an out-of-reach dream – especially if you don’t
maybe even an Instrument Rating. Things quickly became complicated.
18 months… it sounded like plenty of time… until he stacked the Leaning Tower of
have ‘daddy’s chequebook’ behind you.
Logically, an Instrument Rating requires
So, I started a few part-time jobs to build
instrument flying time – 40 hours of it. But
My jaw smacked the floor as I gawped
a cash reserve while I figured it out. I was
so does a Night Rating. So, when adding up
at the towering stack of paper. It was the
also still hour-building whenever possible;
the totals, it’s important to remember that
same feeling that the stack of PPL books
a Morningstar pilot had kindly offered me
instrument time from the Night Rating can
had given me, but in my PPL it wasn’t so bad
the use of his Jabiru 430 – which was much
also count towards the total required for an
after taking it one book at a time and steadily
more affordable than renting from a flight
Instrument Rating – thus reducing cost. This
marking off exams. Somehow, though, I
school.
was just one case in the maze of overlaps
got the feeling that this beast was going to
32 March 2020 | www.saflyer.com
Pisa on the table!
be a different story. The only way to eat an elephant is one bite at a time so I forced myself into a sort of wonderfully deluded, dazed smile optimism. Bite One was to get the Night Rating exam out of the way – they wanted it done in the first week of January, which gave me about ten days. After this it was PPL ground school refresher for two weeks so that I would be ready to take on the Comm
Instrument scans for night flying.
subjects. Shell-shocked, I went home and got down to studying. I started by picking my way through the items of the Night Rating exam syllabus. Most of it was already in my PPL books – which, thankfully, I had been smart enough to hold on to. It covered stuff like hypoxia, night vision, disorientation, icing, nocturnal thunderstorms and lights; mostly from the Human Performance, Meteorology, and Law books. There were also a few extras such as approach lighting systems used to guide aircraft safely down to the runway.
pedals with toe-brakes. Even though I
I shot an overdue glance back at the
would be doing instrument exercises the
AI which showed a shallow bank. The
environment was set to daytime – to help if I
Directional Indicator confirmed I’d drifted off
completely lost it.
heading and when I looked at the stopwatch
I took off from Runway 19 at Cape
and altimeter, I knew that my goal of climbing
Town followed by a gentle left-hand turn. I
1000 feet in 2 minutes with an accuracy of 5
naturally followed the turning horizon with
seconds was hopelessly blown.
my body until suddenly gravity was pulling
After more practice, things stabilised
me the wrong way and I wanted to topple
enough for me to start fine tuning the
over. I quickly looked up at the wall behind
manoeuvre. I’d read that a good technique
the screens and came back to Earth.
for levelling off accurately is to take a tenth
Guess that’s what the seatbelt is for.
of whatever your climb rate is and begin
I re-initiated the climbing turn using the
levelling off that number of feet before you
Attitude Indicator (AI) and did my best to
reach target altitude. By starting the transition
blot out the horizon in my peripheral vision.
to level flight 50 feet before I reached 4000ft,
After I’d got used to flying straight and level
I was able to get my accuracy to within 5 or
at different speeds, I started a climb to 1000
6 seconds.
I studied like hell. About a week later I took the test and filed away my first exam of the year. In the meantime, I ordered a more comprehensive book on night flying covering instrument scanning techniques, planning and the rest – there’s a lot more to night flying than knowing how many filaments your landing light needs. The
flight
school’s
new
Redbird
simulator wasn’t registered yet so students were allowed to use it freely. One afternoon I went into the ‘sim’ to have a bash at some instrument flying. The instructor set up the simulator as a standard Cessna 172 and wrote down some exercises for me to do before leaving me to try them: flying straight and level at different speeds, climbing and descending at exactly 500 feet per minute, standard rate turns and finally – mixing them – climbing and descending standard rate turns. Eish! I found it peculiar that a simulator chair needed a seatbelt, but I got comfy and started the ‘sim’. The three wide screens displayed the view and instrument panel and physical knobs and buttons protruded from the apparatus to give it that real aeroplane feel. I had a yoke, timer and all the standard controls of a 172 plus some extras like a gear lever and prop control. My feet had rudder
feet above my current altitude and started
Standard rate turns are similar in that
the stopwatch. I eased back on the yoke
– if you do it right – it should take exactly
and fed in some power while I watched
2 minutes to turn a full 360 degrees. By
the AI, all the while with a wary eye on the
flashing glances at the turn indicator – and
surrounding instruments. The airspeed bled
the Directional Indicator toward the end of
off until I trimmed it to climb speed and the
the turn – I soon got the hang of it and was
Vertical Speed Indicator (VSI) climbed past
ready to put the two manoeuvres together.
500 feet per minute. To get back to 500 fpm I
The standard rate climbing turn sounded
reduced power a little and lowered the nose
simple enough now that I’d done them
to
85 knots. The VSI swung
individually. But as soon as either the climb
past 500 fpm and
or the turn started to deviate, I would focus
at about
on that to correct it, only to find a moment
maintain
back down settled 300.
The
glo
rio
us
Blu
later that the other had gone astray while I eB
ook
.
was busy – it was an uphill battle. After about four nauseating hours of chasing needles I packed it in and went home to sleep off a headache. On the other front I’d been having more success. Ground school got me back into the study mindset and helped clean out all the cobwebs. A few days later PPL refresher classes done and dusted and the first few pages in chapter two had been written: Turning Brown To Blue.
j 33
www.saflyer.com | March 2020
COMPANY PROFILES
AVIATION DIRECT (PTY) LTD
up for a challenge. Our highly experienced
We repair a variety of equipment, and
technicians provide excellent quality and
have been in business since 1986. We
AviationDirect are in the forefront providing
turn-around times for your maintenance
therefore have a wealth of experience in the
airfield and aeronautical information for
requirements.
field.
Having been around for over 20 years,
Southern Africa within their various products.
Our flight control cable assembly facility
We are dealers in: TRIG, Ameri-King,
Through active participation, also within
offers all standard MIL-SPEC cable and
Electronics International, JPI, Dynon, Aspen,
their client base, the pilots and operators,
end fittings, ranging from 1/16” to 3/16”,
Flightcom, Sandia, DAC, Free Flight, iCOM,
they have the most comprehensive airfields
with cables assembled per sample or
MGL, to name but a few, and are proud
database for this part of the world.
specification. Our welding facility offers weld
members of the AEA.
repairs using TIG methods to aluminium •
•
•
alloys, carbon steel and corrosion and heat
Airport in Germiston. We have an on-site
pilots flying in Southern Africa are
resistant steels. The Aviation Rebuilders
Pilot Shop for you to browse through as well.
designed to make the pilot’s task
sheet metal facility boasts an extensive
Contact Clifton Electronics on:
easier, safer and more comfortable.
range of tooling and equipment which
Tel: 011 383 2024
Added to that, local and excellent
enables us to offer an excellent repair
Fax: 0866895645
customer support is provided.
service to keep your aircraft flying.
Email: clif8601@global.co.za
Amongst the products are
Contact Aviation Rebuilders on:
The Airfields Directory for Southern
Tel: +27 (0)11 827-2491
Africa and Africa, available in
Cell: +27 (0)82 872-4117
printed and electronic format.
Email: lyn@aviationrebuilders.com
Website: www.enquiries@ cliftonelectronics.com
EasyPlan, the flight planning software for desktop/laptop PC with
DYNAMIC PROPELLERS Dynamic Propellers, AMO No. 1150,
Win OS, an easier way to do flight planning, print out flight logs and maps. •
We are situated in Hangar 27 at Rand
Their exciting range of products for
AVTECH AIRCRAFT SERVICES Avtech Aircraft Services based at
specialises in the overhaul, repair and maintenance of propellers for commercial
EasyCockpit, Southern Africa’s
Wonderboom National airport maintains
and privately-owned aircraft. Dynamic
most used in-flight navigation
Beechcraft, Piper, Cessna, Bellanca and
Propellers is an authorised service centre,
app for Apple or Android Mobile
Aerostar aircraft. With over 28 years of
approved to overhaul and maintain all
Devices, there to enhance
operation, the family-owned business has a
Hartzell, McCauley, MT-propeller, Hoffmann,
situational awareness, and,
vast experience in aircraft maintenance and
Dowty, Sensenich, Whirlwind and Hamilton
together with Easy-Weather
meets the highest standards, still under the
standard propellers, including metal and
overlays of radar, satellite and
guidance of Rieckert, Sr.
composite blades.
winds, to provide additional safety
Avtech Aircraft Services component
Our aircraft propeller repair services are
and peace of mind.
shop specialises in the overhaul and repairs
all performed in-house in our state-of-the-art
Logbooks (electronic and printed)
of continental fuel systems, carburettors
aviation engineering workshop, and include
which have been devised according
and constant speed units, which include
Non-Destructive Examination, Cadmium
to SACAA requirements.
Woodward, McCauley, Hartzell & PCU5000.
Plating, cold compression rolling, blade
Contact: Andrea Antel
This division is run by Andre Botha,
aerofoil and blade actuating pin shot peening
Tel: +27 (0)11 465 2669
AKA Proppie, who also has many years’
on Hartzell propeller blades, as well as
Mobile: +27 (0)72 340 9943
experience in his field.
dynamic balancing of propellers in the field.
•
Email: info@aviationdirect.co.za Website: www.aviationdirect.co.za
AVIATION REBUILDERS
The Avtech team have collectively over
We carry a large stock holding of fast
170 years of experience, between just four
moving propellers, hubs, parts, de-icing
people. Avtech is therefore a wise first stop
parts, overhaul kits etc. in our inventory. This
for all your general aircraft maintenance
stockholding enables us to regularly realise
requirements.
very short turnaround times for our overhaul
For more information contact PJR
and repair services.
Stroh, Sr, on 082 555 2808 or PJR Stroh,
Contact details:
approved category B and X5 Aircraft
Jr, on 082 749 9256. Visit them at Hangar 6
Pero Visser
Maintenance Organisation, number AMO
Wonderboom Airport.
Tel: +27 79 492 0592
Aviation Rebuilders is an SACAA
188, based in the Showroom right at the
Email: avtech1208@gmail.com
Tel: +27 82 445 4496
Established in 1997, Aviation Rebuilders is your competitive and reliable option when it comes to all your sheet metal, welding and
CLIFTON ELECTRONICS We are an Avionics Company that
flight control cable assembly requirements.
specialises in supply and installation of new
No repair is too big or too small for our
avionics, electronic instruments and ELT
enthusiastic team who are always keen and
equipment.
34 March 2020 | www.saflyer.com
Email: pero@dynamicpropeller.co.za Andries Visser
entrance to Rand Airport, Germiston.
Email: andries@dynamicpropeller.co.za
@Lands1122
FOR SALE - RV 10 ZU-INE
Display 2 X EFIS 10” DYNON SV - 1000T • Garmin GNC 255 a com radio GMA 350c audio panel • AP panel • SV knob panel • SV 42 AP servo pitch SV42 server role • Transponder 261 Mode S • ADAHRS 200 AND 2001 SV COM RADIO • SV COM 425 • STANDBY COMPASS NAV ADSB 472 • EMS 220
SA Flyer 2020|02
SNAGS & INFO: ENGINE / POWER PLANT 1 LYCOMING IO - 540 210 - 260 HP (157- 194 KW) ; AIR-COOLED 260 HP ENGINE ; PROP MAKE HARTZEL 2 BLADE CONSTANT SPEED Z BLADE ; PROP MODEL HC C2YR 1BFP/F 8068D CREW 1; CAPACITY PASSENGER 3 Empty weight 1,520lb (689kg - 753kg); Gross Weight 2,700lb (1225kg) Fuel Capacity 60us gal (227,125L)
Contact: Adventure Air - Lande Milne 012 543 3196 or 066 472 7848 or l.milne@venture-sa.co.za
35 www.saflyer.com | March 2020
COMPANY PROFILES
F. GOMES UPHOLSTERS
INTERNATIONAL FLIGHT
F. Gomes Upholsters is a family based
FLYING (JSF) As one of the oldest flight training
CLEARANCES
upholstery company. Established in 1979,
International Flight Clearances are
academies in South Africa, Johannesburg
the company specialises in aircraft, as
Lanseria based aviation consultants whose
School of Flying (JSF) is also one of the
well as motor vehicle, boat and furniture
aim is to add value and ensure safety to
largest. With a fleet of 15 aircraft which
upholstery.
international flights anywhere in the world,
are in outstanding condition and consists
while reducing the stress factor for both
of Cessna types: C152, C172, C172RG as
operators and passengers.
well as Piper types: PA28-161, PA28-181,
F. Gomes Upholsters will refurbish your aircraft interior to look like new, giving it the class it deserves. They use
They have immense experience
PA28R-200 and a Multi engine aircraft PA34-
only the best quality materials, and their
in dealing with all types of flights, both
200T Seneca II which are the most popular
craftsmanship is outstanding. Mr Gomes,
regionally and internationally. They assist in
and ideal aircraft for pilot training worldwide.
the founder of F. Gomes Upholsters, has
cost efficient and safe route planning, whilst
been in the upholstery business for close
adding a personal touch. By being intimately
since 1981 from all around the globe and
on 40 years and as such brings many years
acquainted with Africa in all her moods, and
to date has more than 3 000 graduates.
of experience and professionalism to the
being familiar with the vagaries of every
Many of JSF’s graduates are highly
company.
country, they have the expertise to plan with
respected Captains in both the private and
the detail necessary to bypass avoidable
public aviation sector and are proof of the
re-upholstery and upholstery service that
inconveniences, ensuring a trouble free trip
academies exceptional standard of aviation
caters to any upholstery need. No job is ever
for passengers.
training.
F. Gomes Upholsters provides an expert
too small or too large.
Contact International Flight Clearances
F. Gomes Upholsters is based
on:
in Johannesburg. For exceptional craftsmanship at the best prices, contact F.
Tel: +27 11 701 2330 or +27 76 983
full time instructors can assist in a highly personalised and friendly environment. Flight
Email: flightops@flyifc.co.za
Tel: (011) 614 2471
JSF’s The school is open seven days a week between 08h00 to 18h00, when
1089 (24 hours)
Gomes Upholsters on:
JSF has been training world class pilots
Website: www.flyifc.co.za
training is available from sunrise till late. Contact Tel: 011 827 9827
Fax: (011) 614 9806
E-mail: info@jsf.co.za
Email: delimacarla92@gmail.com
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JOHANNESBURG SCHOOL OF
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36 March 2020 | www.saflyer.com
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www.saflyer.com | March 2020
REGISTER REVIEW: RAY WATTS
JANUARY 2019 I was surprised when I got the amendments from the CAA for January 2020 to see just how many entries there were. January is traditionally a quiet month, but this month has proved otherwise.
ZS-CAT C152 exported to Czech Republic. Taken by Ray Watts.
life when ZS-SNH was ferried to San Bernardino in the USA to be parted out (a nice way of saying scrapped). This is particularly sad as the A340 was still in perfect condition – with not one snag and a relatively low time of 85,000 hours. SAA’s fleet is being thinned out and no doubt we’ll see further cancellations in the near future. This one was leased from AerCap. There was also a tender out for the
W
ZS-APR C182 exported to paraguay. Taken by Dave Becker.
E have seen a surprising number of new aircraft coming into the country: eleven fixed wing and one helicopter to be exact. There are two new Cessna 208B Caravans, a
new Air Tractor and two Pipistrel Virus SW121s. The two Pipistrels are for 43 Air School. 43 have also imported two very old Piper Cherokee
sale of the nine A340s that SAA owns – at the time of writing I don’t have any further details, but I’ll let you all know in future articles. There was also one RV-9A that went to Botswana. TAIL PIECE The CAA lost its Flight Calibration Cessna 550 Citation in the mountains near George in January and at this stage it is still unclear why. That part of the world isn’t fun in bad weather, please be very
j
careful folks – just be safe.
140s, a 1967 and a 1971 model from the USA. The one Cessna 208 Caravan ZS-AGS takes up the registration that was originally used by an Avro 594 Avian which became SAAF 2003 in March 1940 and didn’t survive the war. The other new C208B is ZS-BAS which takes up the registration of two different aircraft. A Fairchild Argus F24R46A which was written off at Harrismith 18/4/1956 and a Beech B55 Baron which was cancelled off the register 14/11/1977 as having been exported, but I have no idea where to. The Cessna 210 ZS-FFL
ZS-FFL C210 recently returned from Malawi. Taken by Ray Watts.
has been all over southern Africa and has come home after spending the past two and a half years in Malawi. The NTCA side is still slow with only three aircraft being registered this month. I think this low number is still as a result of the CAA’s tardiness in handling the paperwork since they took over from RAASA. There were another thirty drones added this month. We are still seeing quite a few aircraft being exported. Ten aircraft
ZS-SML Pilatus PC12 exported to the USA. Taken by Ray Watts.
were exported to countries like the Czech Republic (two Cessna 152s), Paraguay, Mauritius, Australia, Argentina, Guernsey and the USA. This month also sees the demise of two Dassault Falcon 10 aircraft ZS-BDC and ZS-FOX. They have both been scrapped. This means that there are no more of these little gems airworthy in South Africa – a great pity. We also see one of SAAs Airbus A340s coming to the end of her
38 March 2020 | www.saflyer.com
ZS-SNH Now ferried to the USA for parting out. Photo taken at OR Tambo by Ray Watts.
M&N Acoustic Services
REGISTER REVIEW - JANUARY 2020 Reg Manufacturer ZS- New Registrations
Type Name
Serial No
Previous Identity
Owner
ZS-AGS
CESSNA AIRCRAFT COMPANY
208B
208B5548
N703HD
GRANDEX 5275 AVIATION (PTY) LTD
ZS-BAS
CESSNA AIRCRAFT COMPANY
208B
208B5565
N996MM
VAN DER WATERING HOLDINGS (PTY) LTD
ZS-FFL
CESSNA AIRCRAFT COMPANY
T210H
T210-0347
7Q-NYS, ZS-FFL, A2-FFL, V5-FFL, ZS-FFL, N6947R
ZS-FMM
AIR TRACTOR INC
AT-402B
402B-1412
ZS-LUV
CIRRUS DESIGN
SR22
4828
N482DD
NORTHLANDS CHARTERS CC
ZS-TJP
PIPER AIRCRAFT
PA-28-140
28-23004
N9566W
43 AIR SCHOOL (PTY) LTD
ZS-TJR
CESSNA AIRCRAFT COMPANY
208B
208B2125
N825CM, YV2484
TOPAZ SKY TRADING 256 (PTY) LTD
ZS-TJT
PIPER AIRCRAFT
PA-28-140
28-7125003
N1686T
ZS-TJU
PIPISTREL D.O.O
VIRUS SW 121
VSW1210051
VENTER A JOHNIE SMITH LUGBESPUITING CC
43 AIR SCHOOL (PTY) LTD 43 AIR SCHOOL (PTY) LTD
ZS-TJV
PIPISTREL D.O.O
VIRUS SW 121
VSW1210050
ZS-ZBJ
BEECHCRAFT
1900D
UE-428
C-GMRN, OB-2157, VH-OYV, ZK-EAE, N3188L
43 AIR SCHOOL (PTY) LTD ABSOLUTE FREIGHT SERVICE (PTY)
505
65291
C-GIRG
NATIONAL AIRWAYS CORPORATION (PTY) LTD
ZTR - New Registrations ZT-REW
BELL HELICOPTER TEXTRON
ZU- New Registrations ZU-IPZ
ZLIN AVIATION S.R.O
SAVAGE CLASSIC
246
FLYING FRONTIERS (PTY) LTD
ZU-IRA
KEVERN MICHAEL BROWN
RV-8
83275
BROWN K M
ZU-ROM
ALBERTUS FRANCIOS DUVENHAGE
ENVIROCOPTER EV4
006
DUVENHAGE J A
ZT- RPAS - New Registrations ZT-WIG
UDS
KESTREL
K0020
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WIH
DJI
PHANTOM 4 RTK
0V2DGC9RA30112
DC GEOMATICS (PTY) LTD
ZT-WII
DJI
MAVIC ENTERPRISE DUAL
298DGRE001S6Z2
KORTEC (PTY) LTD
ZT-WIJ
DJI
INSPIRE 2
EA161412559786
ROBOT AIR (PTY) LTD
ZT-WIK
SENSEFLY
EBEE X
IX-12-60947
ROCKETMINE (PTY) LTD
ZT-WTL
SENSEFLY
EBEE X
IX-12-81664
ROCKETMINE (PTY) LTD
ZT-WTN
DJI
MATRICE 600 PRO
M80DGAPR03N8E5
GURYON (PTY) LTD
ZT-WTM
SENSEFLY
EBEE X
IX-12-81664
ROCKETMINE (PTY) LTD
ZT-WTO
DRONE OPS
SCOUT 2
DOS004
DRONE OPS (PTY) LTD
ZT-WTP
DJI
AGRAS T16
0YUDG7R0C504E1
DC GEOMATICS (PTY) LTD
ZT-WTR
DJI
MAVIC 2 ZOOM
0M6CGBPR0A0QSR
DRONE OPS (PTY) LTD
ZT-WTS
DJI
AGRAS T16
0YUDG7R0C5MJ37
DC GEOMATICS (PTY) LTD
ZT-WTT
DRONE OPS
SCOUT 2
DOS004
DRONE OPS (PTY) LTD
ZT-WTU
DJI
PHANTOM 4 PRO
11UCF5G0A30203
INTERGRATED AERIAL SYSTEMS (PTY) LTD
ZT-WTV
FLYING ROBOT
ECHOQUAD CINEMATIC
1000070
ATLANTIC TECH GROUP (PTY) LTD
ZT-WTW
DJI
PHANTOM 4 PRO
0AXDDBG0AR0558
INTERGRATED AERIAL SYSTEMS (PTY) LTD
ZT-WTX
DJI
PHANTOM 4 PRO
0AXDE3D0B30402
BAC HELICOPTERS CC
ZT-WTY
SENSEFLY
EBEE
EBEE02
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WTZ
FOXTECH
NIMBUS VTOL
VTOL07
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WUA
FOXTECH
NIMBUS VTOL
VTOL09
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NIMBUS VTOL
VTOL12
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WUC
FOXTECH
NIMBUS VTOL
VTOL08
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ZT-WUD
FOXTECH
NIMBUS VTOL
VTOL13
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WUE
FOXTECH
NIMBUS VTOL
VTOL06
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WUF
FOXTECH
NIMBUS VTOL
VTOL10
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WUG
SENSEFLY
EBEE X
IX-12-56688
ROCKETMINE (PTY) LTD
ZT-WUH
FOXTECH
NIMBUS VTOL
VTOL11
UAV AND DRONE SOLUTIONS (PTY) LTD
ZT-WUI
FOXTECH
NIMBUS VTOL
VTOL14
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ZT-WUJ
FOXTECH
NIMBUS VTOL
VTOL15
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ZT-WUK
DJI
MATRIC 100
252DFA40010028
PREMIER AVIATION CC
ZS - Deleted ZS-APR
CESSNA AIRCRAFT COMPANY
182T
18281942
PARAGUAY
ZS-BDC
DESSAULT
FALCON 10
148
SCRAPPED
ZS-CAT
CESSNA AIRCRAFT COMPANY
152
152-82831
CZECH REPUBLIC
ZS-CMJ
BEECH AIRCRAFT
1900 D
UE-7
MAURITIUS
ZS-FOX
DESSAULT
FALCON 10
072
SCRAPPED
ZS-KTD
PIPER AIRCRAFT
PA-28-236
28-81111010
AUSTRALIA
ZS-LNY
PIPER AIRCRAFT
PA-34-200T
34-7670184
UNITED STATES
ZS-PIC
CESSNA AIRCRAFT COMPANY
152
152-85204
CZECH REPUBLIC
ZS-SGB
CIRRUS DESIGN
SR22
3183
NAMIBIA
ZS-SHH
RAYTHEON AIRCRAFT
1900 D
UE-36
ARGENTINA
ZS-SML
PILATUS AIRCRAFT LTD
PC-12/47E
1074
UNITED STATES AS N281MV
ZS-SNH
AIRBUS
A340-642
626
FERRIED TO SAN BERNADINO FOR PARTING OUT
ZS-TRJ
MCDONNELL-DOUGLAS
DC-9-87
49829
BAILIWICK OF GUERNSEY
RV-9A
92214
BOTSWANA
ZU - Deleted ZU-PPG
VAN’S AIRCRAFT INC
ZT- RPAS - Deleted ZT-TKE
SENSEFLY
EBEE
EB-03-24717
SCRAPPED
ZT-TXG
SENSEFLY
EBEE
EB-13-14240
SCRAPPED
We perform SANAS certifications on all your:
Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)
Contact: Rashid Snyders Tel: 012 689 2007 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za
www.saflyer.com | March 2020
39
FUEL TABLE
SA Flyer 2020|03
www.sv1.co.za Fuel Fuel Prices Prices asas at at 02/01/2020 02/01/2020
Fuel Fuel Prices Prices asas at at 03/02/2020 03/02/2020
Prices Prices include include VAT VAT butbut exclude exclude any any service service fees fees Airfield Airfield Avgas Avgas JetJet A1A1 Baragwanath Baragwanath R 20,00 R 20,00 Beaufort Beaufort West West R 22,05 R 22,05 R 17,50 R 17,50 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 16,64 R 16,64 R 11,36 R 11,36 Brakpan Brakpan R 20,00 R 20,00 Brits Brits R 18,97 R 18,97 Cape Cape Town Town R 24,75 R 24,75 R 9,78 R 9,78 Eagles Eagles Creek Creek R 19,95 R 19,95 East East London London R 20,34 R 20,34 R 12,68 R 12,68 Ermelo Ermelo R 19,21 R 19,21 Fisantekraal Fisantekraal R 21,90 R 21,90 Fly-In Fly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 21,60 R 21,60 R 15,60 R 15,60 George George R20,79 R20,79 R12,48 R12,48 Grand Grand Central Central R 20,59 R 20,59 R 14,43 R 14,43 Kimberley Kimberley R 16,87 R 16,87 R 11,59 R 11,59 Kitty Kitty Hawk Hawk R 21,30 R 21,30 Klerksdorp Klerksdorp R21,64 R21,64 R14,80 R14,80 Kroonstad Kroonstad R 18,63 R 18,63 R 13,40 R 13,40 Kruger Kruger IntlIntl Nelspruit Nelspruit R 20,00 R 20,00 R 14,20 R 14,20 Krugersdorp Krugersdorp R 19,40 R 19,40 Lanseria Lanseria R 20,93 R 20,93 R 14,84 R 14,84 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 19,65 R 19,65 Mosselbay Mosselbay R 22,20 R 22,20 R 16,60 R 16,60 Nelspruit Nelspruit R 22,77 R 22,77 R 15,87 R 15,87 Oudtshoorn Oudtshoorn R 19,80 R 19,80 R 14,11 R 14,11 Parys Parys R 19,80 R 19,80 R 13,05 R 13,05 Pietermaritzburg Pietermaritzburg R 20,90 R 20,90 R 14,70 R 14,70 Pietersburg Pietersburg Civil Civil R 19,20 R 19,20 R 13,60 R 13,60 Port Port Alfred Alfred R 23,17 R 23,17 Port Port Elizabeth Elizabeth R 21,91 R 21,91 R 16,56 R 16,56 Potchefstroom Potchefstroom R 19,40 R 19,40 R 13,05 R 13,05 Rand Rand R 20,93 R 20,93 R 14,16 R 14,16 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,50 R 13,50 Secunda Secunda R 21,28 R 21,28 Skeerpoort Skeerpoort*** *** Customer Customer to to collect collect R 17,15 R 17,15 R11,30 R11,30 Springs Springs R 18,65 R 18,65 Stellenbosch Stellenbosch R 20,00 R 20,00 Swellendam Swellendam R 19,80 R 19,80 R 12,45 R 12,45 Tempe Tempe NoNo Contact Contact Thabazimbe Thabazimbe R 19,90 R 19,90 R 13,55 R 13,55 Ultimate Ultimate Heli Heli (Midrand) (Midrand) *** *** R 20,55 R 20,55 R 14,20 R 14,20 Upington Upington R 17,45 R 17,45 R 12,17 R 12,17 Vereeniging Vereeniging R 18,86 R 18,86 R 13,29 R 13,29 Virginia Virginia R 21,45 R 21,45 R 15,00 R 15,00 Welkom Welkom R 18,63 R 18,63 R 13,40 R 13,40 Wings Wings Park Park ELEL R 19,90 R 19,90 Witbank Witbank R 20,10 R 20,10 NoNo Fuel Fuel Avbl Avbl Wonderboom Wonderboom Worcester Worcester R21,00 R21,00 *** *** Helicopters Helicopters only only
Prices Prices include include VAT VAT butbut exclude exclude any any service service fees fees Airfield Airfield Avgas Avgas JetJet A1A1 Baragwanath Baragwanath R 22,00 R 22,00 Beaufort Beaufort West West R 22,50 R 22,50 R 17,50 R 17,50 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontein Bloemfontein R 16,59 R 16,59 R 11,22 R 11,22 Brakpan Brakpan R 20,00 R 20,00 Brits Brits R 19,20 R 19,20 Cape Cape Town Town R 23,92 R 23,92 R 9,97 R 9,97 Eagles Eagles Creek Creek R 19,96 R 19,96 East East London London R 19,63 R 19,63 R 11,31 R 11,31 Ermelo Ermelo R 19,21 R 19,21 Fisantekraal Fisantekraal R 21,90 R 21,90 Fly-In Fly-In R 19,20 R 19,20 Gariep Gariep Dam Dam R 21,60 R 21,60 R 15,60 R 15,60 George George R20,07 R20,07 R12,34 R12,34 Grand Grand Central Central R 20,59 R 20,59 R 14,43 R 14,43 Heidelberg Heidelberg *** *** New New R 20,00 R 20,00 Kimberley Kimberley R 16,82 R 16,82 R 11,45 R 11,45 Kitty Kitty Hawk Hawk R 21,30 R 21,30 Klerksdorp Klerksdorp R21,64 R21,64 R14,80 R14,80 Kroonstad Kroonstad R 18,63 R 18,63 R 13,80 R 13,80 Kruger Kruger IntlIntl Nelspruit Nelspruit R 20,00 R 20,00 R 14,70 R 14,70 Krugersdorp Krugersdorp R 19,40 R 19,40 Lanseria Lanseria R 21,28 R 21,28 R 14,84 R 14,84 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 19,35 R 19,35 Mosselbay Mosselbay R 22,35 R 22,35 R 16,50 R 16,50 Nelspruit Nelspruit R 21,05 R 21,05 R 13,69 R 13,69 Oudtshoorn Oudtshoorn R 19,80 R 19,80 R 14,11 R 14,11 Parys Parys R 18,00 R 18,00 R 12,85 R 12,85 Pietermaritzburg Pietermaritzburg R 20,70 R 20,70 R 14,50 R 14,50 Pietersburg Pietersburg Civil Civil R 19,70 R 19,70 R 13,80 R 13,80 Port Port Alfred Alfred R 23,17 R 23,17 Port Port Elizabeth Elizabeth R 21,91 R 21,91 R 16,56 R 16,56 Potchefstroom Potchefstroom R 18,00 R 18,00 R 12,85 R 12,85 Rand Rand R 20,08 R 20,08 R 14,16 R 14,16 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,50 R 13,50 Secunda Secunda R 21,28 R 21,28 R 14,49 R 14,49 Skeerpoort Skeerpoort*** *** Customer Customer to to collect collect R 15,75 R 15,75 R10,60 R10,60 Springbok Springbok *** *** New New R 20,12 R 20,12 Springs Springs R 18,60 R 18,60 R 11,47 R 11,47 Stellenbosch Stellenbosch R 20,75 R 20,75 Swellendam Swellendam R 20,20 R 20,20 R 12,45 R 12,45 Tempe Tempe R 19,06 R 19,06 R 13,23 R 13,23 Thabazimbi Thabazimbi R 18,50 R 18,50 R 13,35 R 13,35 Ultimate Ultimate Heli Heli (Midrand) (Midrand) *** *** R 19,15 R 19,15 R 14,00 R 14,00 Upington Upington R 17,40 R 17,40 R 12,01 R 12,01 Vereeniging Vereeniging R 19,47 R 19,47 R 13,27 R 13,27 Virginia Virginia R 21,45 R 21,45 R 15,00 R 15,00 Welkom Welkom R 18,63 R 18,63 R 13,80 R 13,80 Wings Wings Park Park ELEL R 19,90 R 19,90 Witbank Witbank R 19,11 R 19,11 NoNo Fuel Fuel Avbl Avbl Wonderboom Wonderboom Worcester Worcester R21,00 R21,00 *** *** Helicopters Helicopters only only
Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015
Co-ordinates: S25°50’37 E27°41’28 40 GPS Import/Export no. 21343829
March 2020 | www.saflyer.com
SKEERPOORT THABAZIMBI PARYS AIRFIELD ULTIMATE HELIPORT, MIDRAND POTCHEFSTROOM AIRPORT
Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015
WE ALSO HAVE AN ON-SITE HELI-PAD FOR CONVENIENT REFUELING. CALL US FOR A QUOTE OR VISIT OUR WEBSITE FOR MORE INFORMATION.
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SA Flyer 2016|11
• • • • •
FEATURE
I NeedWEE a DOC MARK HOLLIDAY
“I NEED A WEE.” This was not a calm request from my bride of one year, but more of a command; a brittle tone that I would in
the ensuing years come to fear, then obey without question. Dare I disobey there will be consequences and ultimately I will respond to her bleats with “yes dear”, which is the happy state I enjoy at present.
T
HIS is an emergency not taught at flying schools... a
bladder
emergency
compounded by an irate wife. I confidently pointed
to the Groblersdal runway 3000 feet below us where we had refuelled four days earlier and told her that I would put down there. The rapid response was “I will only land once more with you in my life, and that is when you get this puddle-jumper back to Lanseria”, swiftly ending the Groblersdal debate. Four days ago, on Christmas eve, we had packed my Cessna 170, ZS-EUO, full of groceries and gifts for a break with close friends at a private game lodge in the Lowveld. With a fresh PPL and a grand total of 55 hours of experience, I conservatively planned a refuelling stop at Groblersdal, planning to return to Lanseria in one hop. After overflying the FAGD windsock, I decided to land on runway 05. To my dismay, my long and careful approach was debased by a PIO. EUO’s main wheels contacted the tar on at least seven occasions before she was tamed (more like my inexperience neglected to consider a go-around). My wife didn’t breathe a word which was completely out of character and worried me. She rummaged in her handbag for a long time, eventually informing me that she had
42 March 2020 | www.saflyer.com
found her driver’s license and was going
darken the door of this antique again. We
to hire a car for the rest of the journey.
were soon back in the air and EUO suitably
She strode off and left me to attend to the
chastened from being called an antique
refuelling.
puddle-jumper served a greaser at our
20 minutes later she returned to tell
destination. Taxiing to the tie down point
me that there were no car hire companies
content with my skill, I deemed the crisis was
in Groblersdal and that the nearest train
over and sighed with relief.
station was in Marble Hall 30km away. She
I was wrong. Four days later I was now
informed me that she would fly with me to
faced with my irate wife straining with a
the Lowveld, return to Lanseria and never
distended bladder – yet had no mandate
FEATURE
to land for another hour. The only solution I
of her arm and crimped the leak with my
into a vapour cloud creating instant IMC in
could think of came in the guise of a plastic
right hand. She then lifted her leg over the
the cockpit.
shopping packet to be used in case of
back handle and there we were, effectively
all the windows were now wet and obscured
paralysed with all our
from the inside. Quickly she diagnosed the
hands fully occupied.
problem and dislodged the packet, which
airsickness.
She
undid
her
safety
belt,
pulled
down
her
trousers
squatted
and
on
the
passenger
seat
with one handle of the packet in front of her and the other behind.
EUO
had
no autopilot so I had to help stabilise my wife in the light turbulence with my right
hand
keeping
the
while left
hand on the wheel.
All the windows were now wet and obscured from the inside
Boy oh boy, did
“What do we do now?” she yelled over the noisy Lycoming.
When the vapour dispersed,
then swirled around the cabin into the back of my head. Panic now set in on my side and I
“Open the window,”
shouted at her to take off her shirt so that
I replied calmly, having
I could wipe the windscreen. After what
never done it before.
seemed like forever, I regained VMC and
That set off a minor
turned to my naked wife who had started to
panic, however, she did
laugh uncontrollably.
eventually open it and I
Her relationship with my planes turned at
gave her my end of the
that moment, and although never completely
packet to dispose of.
comfortable with the air, she has gradually
It
was
nervousness sudden
of
increase
her
become easier with flying. She endured
the
many other adventures over the next 30
in
years, always with a sealable Tupperware
noise that prevented her
j
container to prevent IMC emergencies.
from dumping it firmly in the slipstream. Instead she released it
been at least a litre in the packet when I spied
in front of the elbow latch which caught the
a leak in the bottom seam. I hurriedly let go
packet, making it rattle and spray its contents
SA Flyer 2020|03
this bleater have capacity; there must have
INTEGRITY, INTELLIGENCE, ENERGY AT YOUR SERVICE GIB House - 3 West Street, Houghton, Johannesburg Tel: +27 (11) 483 1212 | aviation@gib.co.za | www.gib.co.za | FSP License No. 10406
43 www.saflyer.com | March 2020
ACCIDENT REPORT JIM DAVIS
TRAUMATIC TOMAHAWK Overloaded, Hot & high, Downwind takeoff This report and discussion is compiled in the interest of flight safety not to establish legal liability.
SYNOPSIS The instructor, accompanied by a student, flew from Springs aerodrome to Pietersburg civil aerodrome (180 nautical miles) where
faster. Due to high terrain at end of the runway, he attempted to turn to the right, using the least amount of bank angle for the turn. The aircraft lost altitude, stalled during the turn and struck the ground.
they landed safely and viewed an aircraft for sale. Their aeroplane
Both crew were injured, and the aeroplane was completely
was then refuelled to its full capacity with 100 litres (26.42 US gallons)
destroyed by post-impact fire. The pilot sustained second-degree
of avgas prior to their return flight to Springs. The student lined up on
burns on both arms and parts of his face, as well as two cracked
runway 08, rotated at approximately 65-70 knots and had a climb rate
vertebrae and a broken knee, while the student had two cracked
of approximately 400 ft/minute.
vertebrae and an injured ankle.
The student had control during takeoff. However, the aircraft
The investigation concluded that the aircraft had been overloaded,
began slowing down, so the instructor took over and lowered the
with its permissible takeoff weight being exceeded by 130 pounds.
nose. According to him, the aircraft felt as if it were losing altitude
Also, the aft centre of gravity had increased the angle of attack,
44 March 2020 | www.saflyer.com
resulting in the aircraft losing airspeed and altitude, resulting in a stall. PROBABLE CAUSE The aircraft stalled during a right-hand turn after takeoff and the pilot was unable to recover due to low airspeed at a low altitude. CONTRIBUTORY FACTORS: • •
The aircraft was overloaded. Meteorological Information: Weather information obtained from
the pilot’s questionnaire: Wind direction: West. Wind speed 15-18 kts. Visibility Good. Temperature 29°C. Cloud cover 1/8. Cloud base: None. Weather report obtained from the South African Weather Service: Wind direction
The burnt out remains of ZS-KFU.
080° T. Wind speed 9 kts. Visibility >10 km. Temperature 28°C. Cloud cover: A few clouds. Cloud: None at 4 500 feet base. Dew point: 15°C. ANALYSIS Examination of the wreckage revealed no deficiencies, engine failure or aircraft
JIM’S COMMENTS
altitude. The airfield elevation is 4 230 feet
Oh dear, oh dear – chaos in the cockpit
and the OAT was +28- or +29-degrees C.
followed by confusion at CAA. But fear
Relax, I have worked it out for them – the DA
not, once it has all been untangled some
was just over 7000 ft. You would think that
very clear safety messages arise from the
this was just possibly a contributory cause,
smouldering wreck.
wouldn’t you?
system failure. On-site investigation was
First, let’s get the muddled thinking out
And that being so, perhaps it might have
conducted, and it was noted that due to
of the way. Both the pilot and the accident
been a good idea to lean out the mixture
propeller damage and scratch marks, the
investigators need to come to grips with
before takeoff. No mention of this is made
engine had not failed prior to the accident.
the fairly simple concept of wind direction
by the eagle-eyed investigator. Shall we
This is supported by the pilot who stated that
related to runway numbering. Initially, under
call him Lord Elpus? He seems to have a
the aircraft’s systems were normal until the
the heading Meteorological Information, the
permanent job there investigating accidents.
moment that the aeroplane started to lose
CAA say: Fine weather. Temperature: 28°C;
Finally, we get to possibly the greatest
height and speed.
Wind: 15-18 knots. That’s it – a speed but
contributory cause – the poor little aeroplane
The student lined up on runway 08 and
no direction – the mind boggleth. Later, in
was not only taking off possibly fully rich,
took off on an easterly direction; the climb
the body of the report, they change their
and possibly down-wind, from a hot and high
rate was ± 400 feet per minute and the
mind and say it was from 080 (T). To add
runway, but it was also 130 lbs over gross.
aircraft responded normally. The instructor
confusion, the pilot claims that the wind was
Had it been flown by an extremely
said that while in a climb, he looked to the
not easterly, but westerly, and only 9 knots.
proficient and current Tomahawk pilot who
right and felt that the aircraft was slowing
A strange claim, because he took off on
didn’t try to climb at 400’/min just after lift-off,
down and losing height. The instructor told
runway 08.
it is just possible they might have avoided crashing. Unfortunately, no such pilot was
the student that he had control, turned right and the aircraft then stalled and struck the
Confused? It gets worse. CAA claim that
ground. It is believed that the right-hand turn
the accident happened shortly after takeoff
The captain had 2.4 hours on type, two
could have aggravated the stall because the
– outside the perimeter of runway 26 is what
hours of which were consumed by outbound
right wing had already stalled.
they say. But when I plot their GPS position
flight from Springs. And the poor pilot-flying
for the accident: S23° 55’ 19” E29° 30’ 39” I
had a grand total of 9.2 hours.
It would appear that in an attempt to recover from the stall, the instructor took
find it is outside the perimeter of 08.
on hand.
One must concede that disaster was
control from the student but did not have
This means that according to the pilot
enough height and time to recover. The
he took off with a tailwind of 9 knots. Sound
The only other comment I have is to
aircraft stalled about 300 feet above ground
stupid? But possibly true because that would
query the training value of taking the pupil
level and struck the ground with the right-
have saved them backtracking the whole
on a cross-country at this tender stage of his
wing tip first. Post-impact fire broke out,
length of the runway in a sweltering cockpit.
aviation career.
destroying the aircraft.
And the report says nothing about that. If he
According to available information, the instructor and student did not conduct a weight and balance calculation prior to the flight.
did indeed take off with a tailwind that would have been a major contributory cause. Talking of heat – at no stage does the CAA mention the crucial words density
almost inevitable.
WHAT CAN WE LEARN? I have covered all the main points but here’s a summary of things that they did wrong:
45 www.saflyer.com | March 2020
The GPS location of the accident site.
AIRCRAFT ACCIDENT REPORT & EXECUTIVE SUMMARY
46
Aircraft Registration: ZS-KFU. Date of Accident: 19 February 2007. Time of Accident: 1250Z. Type of Aircraft: Piper PA38 Tomahawk. Type of Operation: Training. Pilot-in-command Licence Type: Commercial. Ratings: Instrument rating, Night rating, Instructors rating Gr. III Age: 42. Licence Valid: Yes. Pilot-in-command Flying Experience: Total Flying Hours 8,127.35, Hours on Type 2.4, Past 90 days 70.8. Student: 9.2 hours of total flying hours and had not acquired a student pilot license. Previous accidents: Yes. Last point of departure: Pietersburg Civil Aerodrome (FAPI). Next point of intended landing: Springs Aerodrome (FASI). Location of the accident: Outside the perimeter of runway 26 at Pietersburg Civil Aerodrome (GPS position: S23° 55’ 19” E29° 30’ 39”). Meteorological Information: Fine weather. Temperature: 28°C; Wind: 15-18 knots. Visibility: CAVOK. Number of people on board: 2 + 0 No. of people injured: 2 No. of people killed: 0 March 2020 | www.saflyer.com
WIND. They possibly took off with at least a 9 knot tailwind. Never underestimate a tailwind for takeoff or landing – is makes a massive difference to the amount of runway you use up. TECHNIQUE. During takeoff do not try to copy the way airliners do it with an abrupt rotation into the climb attitude. Piston engine aircraft – even the biggest ones – need a very different technique. As you approach takeoff speed you need to lift the weight off the nosewheel and let her gently fly into the air when she is ready. Then, immediately lower the nose so you fly level in ground effect until you reach climb speed. In this accident they claim the aircraft initially climbed at 400 fpm. I can hardly believe that happened, and even less can I believe that anyone was looking at the VSI during a dodgy takeoff. DENSITY ALTITUDE. Never underestimate the effects of density altitude. In this case the aircraft would have needed about 300 m to takeoff at sea-level on a standard day. But with the conditions at Pietersburg that day the Tomahawk handbook tells me it would have needed 520 m – an increase of about 70%. By the way if you start fiddling around trying to factor in the QNH you shouldn’t take off. Differences in QNH have no meaningful effect on DA. That’s exam stuff and is not practical. WEIGHT. Overloading to that extent is just plain stoopit. We have all done it a little bit under favourable conditions. And even that’s pretty boneheaded because, apart from being illegal, it gives your insurance company good reason to repudiate any claims. I have no idea what happened in this case, but it wouldn’t surprise me if they paid out the owner, and then went for the pilot in his personal capacity to recover the costs. And imagine if he had killed his pupe – he would be paying for the rest of his life. MIXTURE. It always makes sense to lean the mixture for maximum power on a hot and high takeoff. In fact, it doesn’t need to be hot. If your handbook approves leaning for takeoff – do it. An extra 200 rpm can make a huge difference. FLAPS. Finally, if you are running into trouble clearing rising terrain or wires, grab a handful of flap. Sometimes the extra lift will help you to clear an obstacle, and even if it doesn’t, you are going to crash that much slower.
j
Market PLACE ENQUIRIES: dan@saflyermag.co.za STUDENT/PILOT ACCOMMODATION
KNYSNA HELI-HANGAR • Opposite Simola Hotel. Secure significantly enlarged (W,H&L) spacious shipping container with 14m concrete strip leading in. Single handed operation with R44 & will also fit Jetranger. R50k to buy container hangar. Can leave on site & pay ground rent R18k pa. email arnold@adb.co.za
• Robinson RH44 clipper for sale . 2001 model 1500 hours remaining on Main Rotor gearbox ,M/r blades and engine. 2200 hrs remaining on other components. 4400 hour overhaul just completed R2,7 mill excluding VAT • Robinson RH22 Beta, 1992 model. 1600 hours remaining 1.6 million excluding VAT • Robinson RH44 for sale. 2004 model. 1900 hours remaining R3.9 mill excluding VAT For enquires please contact or What’s app 082 376 3156
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• Accommodation for pilots in Midrand. Self-catering. Transport to CAA. Close to Grand Central Airport. For enquiries: info@ thecottage.co.za or 072 588 7190
ROBINSON'S FOR SALE
SMALL PART 135 AIR OPERATION FOR SALE • Private company holding two Air Service Licenses (ASL’s) and a valid Air Operating Certificate (AOC). Since 2005 in bush air charters and aerial surveying. Contact ena@ global.co.za or 072 234 9554.
SA Flyer 2019|10
No Runway Required
Southern African dealer for Savage Aircraft www.flyingfrontiers.com Cell: 082 459 0760
47 www.saflyer.com | March 2020
COMPANY PROFILES
ADVENTURE AIR Adventure Air was established in
AEROSPACE ELECTROPLATING Aerospace Electroplating, SACAA AMO
Email: erwin@aeroelectrical.co.za or Danie van Wyk (Lanseria)
November 2010 and operates from the
506, has been operating at Rand Airport,
Cell: 083 269 8696
purpose built, positive pressure aircraft
Germiston since 1980 and has served the
Email: danie@aeroelectrical.co.za
painting facility fully refurbished to our
aircraft industry with distinction and produce
Website: www.aeroelectrical.co.za
exacting standards. Using our own process,
high quality surface finished products.
paint and quality experts together with state-
The company is owned by Mistral
of-the-art electro-static equipment, Adventure
Aviation Services and run by Des Battiss
Air offers our customers a reliable and high-
and a highly professional and qualified team
quality service.
of electroplaters.
Adventure Air offers the following
Our highly qualified team are available to
AVCON JET AFRICA Flight Academy, Self-Fly Safaris Avcon Jet is one of the most well know corporate jet management entities managing over 60 Corporate Jets Globally
services: Aircraft interior and exterior paint
advise you on the perfect solution to all your
with approximately 300 employees at our
repair, Aircraft exterior complete strip and
electroplating plating needs and solutions to
12 bases across the world. Avcon Jet Africa
repaint, Aircraft exterior wash, Aircraft valet
perfectly re-finish your aircraft components
was established in 2013, to expand Avcon
and polish
to the manufacturer’s specifications.
Jet’s reach into another diverse continent
We also specialise in 49% building assistance on the VANS’RV range and MPI’s Adventure Air was successfully audited
Our processes are approved by SACAA, Denel, Airbus Europe, Rolls Royce, Pratt & Whitney and Allison Doil.
whilst also opening a flight school to train the next generation of pilots. Avcon Jet Africa’s training division offers PPL to ATPL as well as hour building
by the CAA in December 2018 and has
We offer a wide range of services for
received their AMO number: AMO1192.
aircraft owners and general industry, and
packages that includes flying safaris through
through our partnership with Mistral Aircraft
the African bush. Build hours whilst gaining
leader and preferred supplier to our partners
Services we can offer engineering and NTD
incredible experiences and enjoying the
our customers, in the aircraft painting and
services.
breath-taking African scenery. The training
Our vision is to become the market
interior refurbishment industry. Contact Lande Milne +27 012 543-3196 or email l.milne@venture-sa.co.za
We look forward to the future with a
centre extended its capabilities with our
range of innovative services to continue
simulator and advanced glass cockpit
servicing the aircraft industry.
training on a Cessna 172SP Garmin 1000.
Tel: 011 827 7535 Email: info@aerospace.co.za
Discover various hour building and training options at Avcon Jet Africa! Contact us today!
AERONAV ACADEMY
Tel: +27 11 312 56 76
Aeronav Academy is committed to providing top-level flight training utilising the most
AERO ELECTRICAL SOLUTIONS
Email: office@avconjet.co.za
modern equipment available. This not only
(AES)
URL: www.avconjet.training / www.
gives our clients an enjoyable training
AES is an Aircraft Maintenance
experience but also provides Aeronav the
Organisation, AMO1011, established in
ability to conduct flight training in a manner
October 2004 and operating initially from
that ensures that student pilots will be ready
Lanseria airport. The company is growing
and well equipped to enter the aviation
strongly and has expanded to Cape Town
industry of the future.
International.
Aeronav Academy is proud to offer a
AES prides itself on providing quality and
avconjet.com Facebook: @avconjetafrica
AVIA INSTRUMENTS Avia Instruments is situated at the Wonderboom Airport. With their experience
dynamic fleet of aircraft, including Diamond
reliable service on most aircraft, including
on most type of aircraft and systems they
DA20s, Cessna 182s and the Diamond
electrical, instruments, avionics, compass
have been servicing South Africa and the
DA42 Twinstar Multi-engine trainer.
systems and all aircraft components.
bigger Africa continent for the past 6 years.
The Academy’s latest acquisition is the
AES can do your Ni-cad, Lead Acid
They offer their clients a comprehensive
impressive Alsim ALX-65 flight simulator.
main batteries, Emergency Batteries,
service that includes not only instrument
The amazingly realistic graphics feel of the
ULB Batteries and ELT batteries at both
,avionic and electrical component repair,
controls and response make training in this
Branches.
but also fault finding on aircraft and aircraft
flight simulator a truly first class experience. The school is based at Lanseria Airport. A controlled airspace provides students with an excellent grounding in procedures and gives them the experience needed to cope
AES has recently acquired the Agency for ACK ELT’s. AES can do your Inspections and defects away from base at affordable rates. AES states that the company is
with operating in a busy airline orientated
committed to the principles of honesty,
environment. Whether you choose to fly
excellence and dedication.
for pleasure or wish to make aviation your
All staff at AES are committed to provide
career, Aeronav can provide you with an
its clientele with quality service time after
approved course tailored to your needs.
time, because flying isn’t JUST flying!
systems. Their services also include new installations relating to avionic and instrument systems, as well as sales of new & overhauled instruments and electrical load analysis. The AMO is registered with the CAA as well as the CAAB (Botswana). Registration number: 1303. Hangar 2, Wonderboom Airport
Tel No: + 27 11 701 3862
Contact:
www.aviainstruments.co.za
Email: info@aeronav.co.za
Erwin Erasmus (Cape Town)
Email: aviainstruments@gmail.com
Website: www.aeronav.co.za
Cell: 082 494 3722
Tel: 082 464 7130
48 March 2020 | www.saflyer.com
Gemair is an SACAA Approved Maintenance Organisation, AMO 1003 with 5 other African AMO Approvals and has a team of 9 full time engineers who together have a combined total of over 50 years aviation experience. Gemair are able to perform all aviation maintenance requirements on a variety of Non-Type certified aircraft, light singles and twins up to turbo propellers and light jets. Gemair also holds electrical SA Flyer 2016|11
and instrumentation approvals Tel/Fax: 011 701 2653 / Cell: 082 905 5760 Email: andries@gemair.co.za Hangar 110, (old Pical Hangar), Gate 13, South Side, SACAA AMO 1003
CAA No AMO 620
AND EXTERIORS Tel: (011) 659-1962 Email: sales@lanseriarefurb.co.za Hangar 107 C and D Gate 13, Lanseria Airport
SA Flyer 2020|03
OUT OF THE BLUE AIR SAFARI’S CHARTERS • Cessna 210 • Cessna 402 • Cessna 206 • King Air B200 HIRE & FLY • Cessna 150 • Cessna 206
CONTACT: Andries Venter (082) 905 5760 Stan Nel (082) 552-8155 011 659 2965 | charters@gemair.co.za andries@gemair.o.za | ootbas@global.co.za
49 www.saflyer.com | March 2020
EMPEROR AVIATION Service & Skills Excellence
If ever clear evidence is required that there will always be place in the market for a business that provides a quality professional service, Emperor Aviation is it.
F Emperor Aviation provides that rare blend of service excellence with highest level skills to give its customers complete peace of mind
Emperor keeps a full range of specialist tools.
OUNDED by the current CEO, Paul Sankey, Emperor soon established a reputation for quality service and skill in helicopter maintenance, thanks to the founder’s many years of experience in the industry. Attention to detail is one of Paul Sankey’s attributes so he’s not in the least intimidated by the paperwork aspects of running a large Aircraft Maintenance Organisation (AMO). His commitment to perfection is evident in the hangars with spotless floors, prepared sections for parts and special tool storage units. His administration facility is laid out to include an equally spotless reception area, board room and visitor’s lounge. The company specialises in maintenance and service on the Bell and Robinson product line. A core value behind Emperor’s professionalism is that the founders believe strongly in giving their engineers the opportunity to undergo factory training at both Bell Helicopter/Textron and Robinson Helicopter in the USA. Emperor have managed to strike a balance between absolute professionalism and the staff feeling as if they are part of a larger family. Running a helicopter maintenance facility requires a wide range of specialist equipment that includes tooling, manuals and health & safety protocols. This requires a continual update of the full set of manuals for Rolls Royce/ Allison engine maintenance data. Emperor have built up an extensive network of suppliers, allowing them to provide their customers with the best way to maintain their helicopters in the most competitive and cost-effective manner. Thus, Emperor is the only official LORD distributor on the African continent for 206B and 206L TT-straps, and as well as an agent for all LORD replacement parts. In 2018 Emperor Aviation became the first company in Africa to install and fly the revolutionary Van Horn composite main rotor blades on the Bell 206B Jet Ranger. Emperor have earned an outstanding reputation for helicopter refurbishments, whether for exterior or interiors – to a complete rebuild. As an additional service, for those in the market for a new or used helicopter, Emperor will assist in locating the helicopter best suited to their needs. Emperor will carry out pre-purchase inspections anywhere in the world to ensure the customer has peace of mind when they eventually commit to a purchase. Emperor Aviation has been based at Hangar 8 on Rand Airport’s Hurricane Avenue since inception. Contact Paul Sankey at +27 082 497-1701.
j
50 March 2020 | www.saflyer.com
Paul Sankey - Accountable Manager paul@emperoraviation.co.za 0824971701
SA Flyer 2020|03
Jarrett Burisch - Maintenance Manager jarrett@emperoraviation.co.za 0832987155
Emperor Aviation â&#x20AC;&#x201C; for helicopter maintenance that combines world class skills and experience with unmatched customer service. Based at Rand Airport, Emperor Aviation provides Bell and Robinson helicopter maintenance as well as helicopter refurbishment and sales. With a combined total of more than 50 years in specialised helicopter maintenance, Emperor provides customers with a level of professional service that provides complete peace of mind.
www.emperoraviation.co.za 51 www.saflyer.com | March 2020
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FAX NO
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TEL NO
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Single Engined
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Ab-Initio Training
LEARN TO FLY WITH US
Turbine - GS Training
Cell: 082 556 3592 Email: dale@alpiaviation.co.za
BETHLEHEM Paramount Aviation
(058)
050 0493
info@flyparamount.co.za
(011)
914-5810
083-292-0978
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BRAKPAN BENONI FABB Titanium Air
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CAPE TOWN Aviation Pilot Training
(021)
935 0719
Cape Town Flight Training Centre (021)
976 7053
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Era Flug
(021)
934-7431
934-7435
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Durban Aviation Centre
(031)
573-2995
Starlite Aviation Training Academy
(031)
571-6600
www.starliteaviation.com
(043)
736-6181
086-516-8475
(044)
876-0096
Avcon Jet Africa
(011)
312-5676
www.avconjet.training
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(011)
805-9015/6
805-9018
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Lanseria Flight Centre
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312-5166
312-5159
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Superior Pilot Services
(011)
805-0605
805-0604
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Alpi Flight Academy
(082)
556-3592
086-605-8948
Aviatech Flight Academy
(082)
303 1124
www.aviatech.co.za/
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(011) (082) (011)
701-3862 562-5060 701-2622
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PORT ELIZABETH Algoa Flying Club
086-461-7067
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RAND AIRPORT Johannesburg School of Flying
(072)
328 1572
U Fly Training Academy
(011)
824-0680
390-1738
Richards Bay Air Carriers
(035)
786-0146/7
786-0145
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(082)
821 1690
082 619 8633
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VEREENIGING AIRPORT Bird Aviation
(016)
556-1007
info@birdaviation.co.za
Desert Air (PTY) LTD
+264
61 228101
+264 61 254 345
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Blue Chip Flight School
(012)
543-3050
543-1826
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(012)
567-6775
543-1519
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(083)
860-5225
086-600-7285
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(078)
460-1231
086-666-2077
Vortx Aviation Training
(072)
480-0359
086-524-0949
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52 March 2020 | www.saflyer.com
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LEARN TO
Dale de Klerk Cell: +27825563592 Fax: 0866058948 Skype: dale_de_klerk Email: dale@alpiaviation.co.za
FLY WITH
FROM NPL
THROUGH
US
TO CPL
SA Flyer 2019|02
WE NOW OFFER TA I L W H E E L TRAINING & A E R O B AT IC TRAINING
Other countries
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LOCATION
Off-site Specialist tests
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SURNAME
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AME Doctors Listing
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w w w. a l p i a v i a t i o n . c o . z a
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Britz
Rudi
Wonderboom Airport
083 422 9882
rudiavmed@gmail.com
Church
Belinda
Valhalla
079 636 9860
churchbs@live.com
Du Plessis
Alexander
Athlone Park
031 904 7460
dex.duplessis@intercare.co.za
Erasmus
Philip
Benoni
011 849 6512
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Umhlanga Rocks
031 566 2066/7 deena@drdg.co.za
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Pretoria Lynnwood
012 368 8800
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Ernest
Germiston
011 825 5300
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Rand Airport & JHB CBD
083 679 0777
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White River, Nelspruit
013 751 3848
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Stellenbosch
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53 www.saflyer.com | March 2020
“Don’t touch that button!” Ordered my instructor, Tom. “But I’m not touching it. My hand is at the Flight Control Unit (FCU) because I’ll need to push the vertical speed shortly to level off,” I replied. “It’s not your button to press. It belongs to the Pilot Monitoring,” explained Tom. Oh. I see… kind of.
W
Guillaume Grandin
DASSIE PERSUAD-VAN DER WESTHUIZEN
From I to We A320 MCC/JOC in London ELCOME to the world of multi crew flying, where all previous training on how to fly an aircraft as
a single pilot is thrown out the window and learning how to work together with another crew member is enforced. With only three weeks in which to complete the Multi Crew Cooperation and Jet Orientation Courses (MCC/JOC)-which includes 32 hours in an A320 full motion simulator, the learning curve is steep and my time off to explore London is limited. TECHNICAL TRAINING
Multi-crew operations with PF and PM.
Despite longing to dive straight into the Airbus simulator, our training commences with a three-day course of technical aspects
FLOWS
of the aircraft. Nothing in depth enough to
With technical training behind us, all
And this is all squeezed around full days
compare to a type rating, but thorough
hope of exploring London disappears, since
of classes to bridge the gap between
enough to operate the Airbus-including
I’m faced with the challenge of learning the
flying piston aircraft and jets (which is
control laws of the fly-by-wire system,
A320 flows from cold and dark to shutdown.
geared towards the Jet Orientation part
information on how to insert data in the
Instead of appreciating art at the Tate, my
of the course). The theory behind flying in
MCDU and the flight control systems.
eyes are glued to an A320 flight deck poster
a two crew environment is also presented,
Tom notices my confusion as I try to
on my bedroom wall. Instead of raising
introducing the concept of pilot flying
make sense of the information. With his
a beer in my hand for a toast in the local
(PF) versus pilot monitoring (PM) which
offbeat sense of humour and in an attempt
pub, I raise my hands to the push buttons
instructors keep reminding us is important
to raise my spirits he says: “On every flight,
on my poster while practicing my flows.
in the Airbus since the aircraft has a mind
the pilots should constantly ask themselves;
And instead of admiring the London skyline
of its own along with in-depth discussions of
‘what should I do next?’ to be ahead of
from the top of the London Eye, I motivate
topics such as CRM.
the aircraft. But Airbus pilots always ask
myself to continue persevering with dreams
Finally, with all the theory boxes ticked,
themselves ‘What’s it doing now?’ because
of the view’s I’ll soon see from the flight deck
we can progress to the practical part of the
an Airbus has a mind of its own. So don’t
window.
course.
worry, you’re not alone in your confusion! No
The flows feel endless but are soon part
one knows what an Airbus is really doing…” I
of my daily routine. Flows with my morning
crack a smile and bury my nose in my books,
coffee, flows for afternoon tea and flows for
My British simulator partner (Jake) and
determined to understand the A320.
dessert. Repetition, repetition, repetition.
I walk into the full motion A320 simulator for
54 March 2020 | www.saflyer.com
A320 SIMULATOR
the first time. The day to finally fly the Level D simulator has arrived! Each simulator session is 4 hours long to give each student 2 hours in which to practice the role of PF and PM. “I’ve changed my mind. You fly first,” says Jake at the last second as he makes his way to the Captain’s seat to fulfil the role of PM. With butterflies in my stomach, I settle into the right-hand seat for the first time. I take a deep breath to calm my nerves. I can do this… The flows I practiced come out naturally and I notice how rewarding it feels to operate efficiently with a second pilot. During my two years as a cabin crew, I watched the pilots busy at work on the flight deck, wondering what they were doing. And now I am doing it. The first flight focuses on general
A320 Level D simulator.
handling since you command an Airbus, instead of flying it in a traditional sense.
to perform, and none of them include asking
Climbing, descending, turning, steep turns…
the cabin crew for tea and snacks.
of the aircraft. We work well together and help each
With all the laws governing the aircraft, it is
“Hey, Jake! Why are we suddenly
other perform at our best, then return to
wonderful and flies smoothly. Having a co-
decelerating? What’s the bus doing now?’ I
practice single engine landings and go-
pilot to operate the radios, flaps and landing
ask during one of our sessions when I am the
arounds; all the challenging items we will
gear takes some getting used to, and I
PM. We take corrective action immediately.
need for our Type Rating in the near future.
must resist the urge to reach for the levers
“I told you an Airbus has a mind of its own,”
NEXT STEP
myself. We return for our first ILS approach
says our instructor from the back seat.
and I remind myself not to over control the Airbus. Unlike any aircraft I’ve flown before,
By the end of the three weeks I have barely done any sightseeing in London, but all the progress made in the Airbus
FAILURES
the Airbus maintains a constant trajectory
Once confident in both the PF and PM
was worth the sacrifice. The learning curve
so only small corrections are occasionally
roles, and having a good understanding of
was steep but making the switch from “I” to
required. “50, 40, 30, RETARD,” announces
the A320, we progress to working together
“We” while flying is a major milestone in my
the bus. I close the thrust levers and land
to manage failures such as engine failures
aviation career and very rewarding.
the aircraft. “That was really well done.” Tom
after V1. The duties of the PM and the PF
There are no sad goodbyes with Jake
informs me.
differ in abnormal situations because of
after completing our last session together,
ECAM
We switch seats and do the entire
Aircraft
since we are still paired together for the next
exercise again, but this time I am the Pilot
Monitoring) actions, which requires one
phase of our airline training-the A320 Type
Monitoring.
pilot’s full attention. Although the ECAM lists
Rating. Hopefully this head start will put us
actions to take to manage the failure, the
in a good position during our type rating
flight crew still have to work together to make
training, so we can avoid having to ask
TEAM WORK
(Electronic
Centralized
After getting a feel for the Airbus, we
appropriate decisions after considering all
ourselves “What’s the Airbus doing now?”
shift our focus away from purely flying to
the options for the safety of the flight, assign
And maybe, if I’m lucky, I’ll be able to see
the multi-crew aspect of the course which
tasks to each pilot and the cabin crew, and
more of London before I am moved to a new
involves working together effectively – with
constantly review the situation to stay ahead
base in mainland Europe.
clear communication. Gone are the days of self-briefing, making decisions alone while
j
Airbus A320 cockpit.
flying, or performing actions without having another pilot crosscheck it. We must adjust to an interactive briefing style, and ensure we have confirmation from the other pilot for anything from setting an altitude on the FCU to activating an approach through the MCDU. Contrary to my original idea, being the PM is not an opportunity to sit back and relax with a latte in hand while passively monitoring the aircraft. I have several duties
55 www.saflyer.com | March 2020
SA Flyer 2020|03
EVENTS CALENDAR PROUDLY SPONSORED BY GIB INSURANCE BROKERS SAC KZN REGIONALS 7 – 8 March 2020 Ladysmith Airfield Annie Boon chung@mweb.co.za
SAPFA BRAKPAN FUN RALLY 7 March 2020 Brakpan Airfield Frank Eckard frank.eckard@mweb.co.za 083 269 1516 SAC KZN REGIONALS 7 – 8 March 2020 Ladysmith Airfield Annie Boon chung@mweb.co.za
FASHKOSH AIRSHOW 20 – 21 March 2020 Stellenbosch Airfield Anton Theart gm@stelfly.co.za 079 873 4567 SAPFA SPEED RALLY 21 March 2020 Bethlehem Airfield jonty@promptroofing.co.za 082 855 9435
SLING BREAKFAST FLY-IN
FLY-MO FUND RAISING BREAKFAST FLY IN
21 March 2020 Tedderfield Airfield shanelle@airplanefactory.co.za
31 May 2020 Springs airfield Fanie Bezuidenhout
066 224 2128
083 789 5507 ansan@tiscali.co.za
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• Hull All RIsks • Hull War Risks • Third Party Liability • Passenger Liability • Hull Deductible• Hangarkeepers Liability • Premises Liability • Products Liability • Airport Liability • Personal Accident• Unmanned Aerial Systems • Aviation Claims Consultancy
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We are for the journey57 www.saflyer.com | March 2020
AOPA BRIEFING CHRIS MARTINUS -
PRESIDENT AIRCRAFT OWNERS & PILOTS ASSOCIATION – SOUTH AFRICA
HOW AEROPLANES FLY When I was young I loved reading comics, just as all my friends
did. Back then, Disney characters were all the rage for us kids.
Mickey Mouse, Donald Duck, Goofy and the rest of the gang. But
my favourite of all was Gyro Gearloose, Disney’s anthropomorphic
G
chicken who was a prolific inventor. YRO invented all kinds of gadgets, gewgaws and chemical marvels. He was often hired by Scrooge McDuck to come up with
devices and ideas that would advance Scrooge’s
many
businesses
and
help
acquire greater and greater wealth. One
of
Gyro’s
many
inventions
really had me pondering. At a sale of his inventions, Gyro was selling a light-bulblike device which was labelled a ‘dark light’. Supposedly, this invention would work in the opposite way an ordinary light bulb works. Instead of spreading light when it is switched on, it would spread darkness. Of course, the fallacy inherent in such a concept is that there is really no such thing as darkness – there is only an absence of light. I suppose that it would be theoretically possible to have a device that detects light and emits light waves of the same amplitude and frequency, but 180 degrees out of phase – and thereby spread darkness – in much the same was that popular noise-cancelling headsets create silence. But that is a mental exercise for another time. In reality, darkness is just the absence of light¸ silence is the absence of noise, and vacuum is the absence of pressure. However, we often think of darkness, silence, and vacuum as ‘things’ in themselves, particularly since they even have words that describe them.
However, all these terms
only describe the absence of other things. Language thoughts.
can
badly
mislead
our
Take the word ‘empty’ as an
example. An empty box contains an infinite amount of ‘not-things’. That box contains not-apples, not-stones and even not-Boeing 747s. The crazy thing is that we can prove
58 March 2020 | www.saflyer.com
COLUMNS
the most amazing ideas and theories if we
one stops pushing, the door will move in that
2nd law, which states that force equals mass
factor those ‘not-things’ into the equation.
direction. But the door moves not because
times acceleration. Therefore, it follows that
That is the core of many fallacies.
the person who stopped pushing ‘pulled’ or
the mass of air that has been accelerated
‘sucked’ the door in that direction. The door
backward or downward by the prop or rotor
moved because the other person continued
will create an equivalent force that moves the
to push it.
aircraft forward or the helicopter upward.
WHERE DOES LIFT COME FROM? In a recent Scientific American article, author Ed Regis maintains that ‘No One Can
Even the term ‘pressure’ is misleading.
This is quite simple, but it is also rocket
Pressure is force times area. Sure, Bernoulli
science.
He quotes John Anderson, curator of the
describes differing pressures on differing
equal to the force it uses to accelerate the
Air & Space Museum, who says: “There is no
parts of the wing, but this is about as relevant
mass of exhaust gases out the back.
simple one-liner answer to this”. He goes on to
as analysing whether the people pushing
The fact of the matter is that the air is
describe the various popular ideas based on
the door are exerting more force with their
very soft floppy stuff. You cannot stand on
Bernoulli’s theorems, arcane mathematical
fingertips or with the palms of their hands.
it. It tends to get out of your way. But is does
formulas, portions of Newtonian physics and
It doesn’t matter, because we are only
have mass and accelerating that mass will
even some contemporary academic ideas
interested in the total force, which we call lift.
exert an opposite force.
that try to use air’s viscosity and ‘circulation’
Yet another misleading thing is the way
Explain Why Planes Stay In The Air’.
There are usually
A rocket obtains forward thrust
to explain the mysteries of something that
textbooks describe lift.
appears superficially so simple: merely that a
pictures of an aerofoil showing lines which
The Newtonian aspects are quite easily
wing that moves through the air with an angle
depict the air flowing over the wing. Similarly,
understood and demonstrated, but how the
of attack thereby generates this mysterious
we see videos showing smoke streams
heck does a wing accelerate a mass of air
upward force that we call ‘lift’.
flowing around a wing mounted in a wind
downward in order to get an upward lifting force?
HOW A WING ACCELERATES AIR
to
tunnel. But the reality is that air is static and it
Bernoulli’s ideas, such as the ‘equal transit
is the wing that is moving through that static
There are two aspects to this. The first
time’ theory which supposedly explains why
air that is generating lift. It is true that this
aspect is accepted by most theorists. A wing,
the air flows faster over the top of a wing, thus
is technically irrelevant, the relative speed
even a flat board, which is pitched upward
giving credence to Bernoulli’s idea that this
of wing and air being the generator of lift.
a few degrees, will deflect the mass of air
will cause reduced pressure (or increased
However, these depictions lead to fallacious
ahead of it downwards as it moves forwards.
vacuum) thus ‘sucking’ the wing upwards.
thinking about non-things rather than the
Nothing clever about this.
Even Albert Einstein fell for this fallacious
things that matter.
has nowhere else to go. The higher leading
There
are
various
corollaries
edge of the wing ‘splits’ the air, and that
idea and designed his infamous ‘cat-backed’ humped aerofoil that was an utter failure.
The air simply
static mass of air ahead and below the wing
NEWTON AGAIN
is accelerated downwards, thus producing
also
Almost all theorists nevertheless give
propound various ideas about how low
grudging credence to Newton’s 3rd law,
pressure above a wing draws the wing
stating that for every action there is an equal
upwards. But all of these ideas hang onto
and opposite reaction.
Depictions of a
the mass of air ahead and below the wing
the absurd idea that ‘non-pressure’ above
person jumping off the front of a trolley – and
has been displaced downwards, it leaves
the wing somehow ‘pulls’ the wing upwards,
the trolley rolling in the opposite direction are
a void above and behind the wing. No, the
as though there are tiny strings or rubber
usually used to demonstrate this important
Bernoullian ‘vacuum’ above the wing does
bands
Some
more
modern
theories
some lift. But that is not the end of it. Because
together
law. The force of the person’s legs pushing
not ‘suck’ the wing upwards. Remember, air
which somehow attach themselves to the
the person forward equally push the trolley
has no tensile strength, nor is it particularly
top surface of the wing and yank the wing
backward.
‘sticky’.
holding
air
molecules
upwards as those molecules go howling past.
This is an example which most people
What actually happens is that the
Note that, unlike the
atmospheric pressure of the air above that
like air has zero tensile strength. You can’t
Bernoulli protagonists, we are not concerned
void forces that air downwards to fill that
pull anything with air. If you don’t believe
about the pressure in psi or kg per square
void.
me, try sucking a candle out. However, it
centimetre which may be exerted by the
above the wing has also been accelerated
is easy to blow a candle out. This simple
jumper’s heels, toes or foot arch. We are
downward and thus seeks to exert an equal
demonstration
only interested in the total force.
and opposite force upon the top of the wing.
These ideas are nonsense. A thin fluid
shows
that
words mislead our thinking.
those
non-
There is no
easily understand.
This brings us closer to a simple
The effect is that the mass of air
The air below the wing is still pushing upward
‘suck, ‘suction’, ‘pull’, ‘vacuum’ or even ‘low
understanding of lift.
Anyone who has
due to atmospheric pressure, but the air
pressure’. Those words merely describe the
stood close to a rotating wing, a spinning
above has gone, and the air above the void
absence or partial absence of pressure.
propeller or helicopter rotor can easily feel
is pushed and accelerates downwards, but
Here is another example: take two
that the static air has been accelerated in
behind the trailing edge of the wing. If the
people pushing on either side of a door. If
one direction. Which brings us to Newton’s
top surface was still in the way, the wing itself
59 www.saflyer.com | March 2020
AOPA BRIEFING
would block the downward flow. But the air takes a few moments to
1 2 3 4 5
accelerate and get to where the wing was, the wing has moved on.
VOID
So, the downward air flow blows past the trailing edge. This is similar to the example of pushing a door and one person steps aside and stops pushing. To put it simply, the underside of the wing deflects air downwards,
1 2 3 4 5
and then ‘sidesteps’ the air above the void it leaves behind and is gone when the air above accelerates downwards to replace the displaced air. By the time the still air above has moved downwards enough to
1 2
3
equalise the atmospheric pressure above and the below the wing, the wing has left and is deflecting another mass of air downwards.
45
1 2 3 45
NEXT TIME So, the nutshell explanation of lift is that the underside of the wing accelerates air downwards and gets out of the way of the air above the void it leaves behind before atmospheric pressure can fill that void.
1
There are many other effects and issues. The air under the wing
2 3 4
5
spills around the wing tips and will do the same at the trailing edge, driven upwards by atmospheric pressure. This results in tip vortices and stalls. Smooth aerofoil designs, clever wingtip designs and other contrivances minimise these effects. But that is now an area beyond the scope of this explanation.
12 3 4 5
j
admin@aerotric.com or richard@aerotric.com
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60 March 2020 | www.saflyer.com
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61 www.saflyer.com | March 2020
They say that if a plane looks right it will fly right. The corollary must be that if it looks funny it must fly funny. But thereâ&#x20AC;&#x2122;s always an exception to the rule. The Savannah-S is it.
Out of its element - the Savannah is designed for low and slow ops.
62 March 2020 | www.saflyer.com
FLIGHT TEST - GUY LEITCH
The wing is big and thick - and has replaced the fi xed slats with vortex generators.
63 www.saï¬&#x201A;yer.com | March 2020
A
the
reckoned that he could improve on Chris
the simplicity of the design, the Italian agents
Savannah looks funny
Heintz’s basic 701 design, so he revised it to
decided they could do it themselves, so they
– like one of those
become the MXP740 with a longer wing and
set up their own factory, which became the
marvellous
planes
larger cockpit. The most obvious difference
ICP Aircraft Company that produces the
knocked together out
though was that the wing profile continues
Savannah components today. The Italians
T
of
first
scrap
glance
corrugated
iron sheets you sometimes see in African townships. Its utilitarian looks makes the Savannah’s Italian background all the more surprising. After all, the Italians are known for doing things with style above all, (except eating spaghetti, you can’t eat spaghetti and be stylish). DEVELOPMENT The Savannah comes from Italian plane builder ICP at Castelnuovo Don Bosco near Piedmont. Except that it doesn’t. The origins of the Savannah are confusing, but if imitation and plagiarism are the hallmarks of a good design, the Savannah is that, because it has countless ‘pirate’ versions. And for those who think they have seen the Savannah tested in this publication before – not so – the version flown by the late John Miller and John Waterson had a very different wing – with a large fixed leadingedge slotted flap. The object of our flight test comes from
Large nosewheel has proven hard to break.
With a limited speed envelope a ground adjustable prop is all that is needed.
the Eastern Cape and is called the ICP Savannah-S. The origin of the Savannah can be traced back to the Sun n Fun airshow in Florida USA in 1983. There Chris Heintz and Max Tedesco sketched an all-metal ultralight STOL aircraft. The key design attributes were that it had to have really great slow flying characteristics and had to be built out of aluminium so it could be left out in the weather, unlike the then-current fashion for composites. Max Tedesco is a Colombian who studied mechanical engineering in Italy and then as a postgrad at MIT and Aeronautical Engineering
at
McGill,
specialising
in
monocoque aircraft construction. Returning
took one of Max’s 740s apart and copied its
over the cockpit.
to Columbia, Max started a factory to build
Perhaps to Chris Heintz’s annoyance,
a number of different aircraft types under
Max was increasingly promoting his own
licence.
design, so it was natural that there was a
components for manufacturing by a CNC machine. This naturally soured the relationship
With Chris Heintz’s design from their
fall-out. One of Max’s many innovations was
and so ICP broke away from Max.
Sun n Fun meeting the previous year largely
to use a bolt-on turbocharger of his own
design
finalised, Max worked up plans and kits and
design on the Rotax 912. That may have
purloined/copied twice from its original –
began selling them under licence to aircraft
forced Rotax’s hand in developing their own
first by Max Tedesco from Chris Heintz the
builders in Columbia. They did a number of
914 Turbo.
original designer, and then by ICP from Max
‘one-week build’ publicity promotions at the
Having
had
by
then
essentially
The been
140
Tedesco. But Heintz didn’t give up and so
Sun n Fun airshows, to show how quick and
completed aircraft to Italy, Max was having
brought out his own version – he got into bed
easy it is to build the 701.
great success exporting his 740 for the
with Zenith and relaunched his design as the
European market. Perhaps impressed by
Zenith STOL CH 701 “Sky Jeep”. Testimony
Being an aeronautical engineer, Max
64 March 2020 | www.saflyer.com
shipped
more
than
to the quality of the original design is that the variants are hard to tell apart.
Drag reduction not a priority - so no fairings over draggy intersections.
WALK AROUND On the ground the Savannah looks the part – a tough compact little bush plane, although some argue that it looks better modified as a taildragger. I’m not so sure. The first Savannah I got to see up close was ZU-IIY owned by Mike Taylor and based at Morningstar Cape Town – this aircraft is the subject of our air to air photo shoot by Justin de Reuck. A quick once over revealed that this is an honest to goodness ‘blik’ plane – with lots of rivets and angles and unabashed skin lap-joints. Not for this plane the svelte lines and composite curves of the fantastic plastic speedsters. The Sky Jeep name was get it. Up close, for a 600 kg light sport aircraft it is surprisingly bulky – far more so than say a Sling 2 with a 700 kg max all up weight. The tail in particular appears substantial with the horizontal stabiliser being at eye height and the generous sized dorsal fin and rudder stretching above it. The Savanah has a sleeker nose than its progenitors, but still houses the ubiquitous 100 pony Rotax 912 ULS, driving a ground adjustable three blade prop. Given its limited speed envelope the weight, the cost and complexity of a constant speed prop is not easily justified. Full credit to ICP and the South African agents is that they have done a proper job with the fuel supply to the engine. The main tanks feed a 7 litre header tank behind the seats and there is a fuel return line from the
from the earlier versions was the realisation
almost anywhere – except the larger airfields
that the elaborate fixed leading-edge slat
– where the Savannah doesn’t really belong
was not that important. The aerofoil is a
anyway. The wing is high and you cannot
thick and surprisingly high aspect ratio slab
stand on a strut to check the tanks, so it’s
of aluminium that was more than enough to
best to have a set of steps with you to refuel.
cope with slow speeds without the added
Empty weight of ZU-KAH is 325kg,
drag and complexity of leading-edge slats.
leaving 275 kg for people, fuel and stuff.
So, it was given a neat row of stick-on plastic
With the full 144 litres in the tanks, being
vortex generators (VGs) which serve to keep
108 kg, there is still a very useful load of 165
the airflow attached to the wing at the very
kg. Interestingly, the POH says that with two
high angles of attack the wing is capable of
crew of 150 kg, the maximum weight must
sustaining.
be 500 kg, so the rest must be fuel - like an
With the popular option of long-range
airliner’s Zero Fuel Weight.
fuel tanks, each wing has two tanks, feeding
The doors open upwards and access to
the small header tank behind the seats.
the cockpit is easy as the door openings are
Standard fuel is 70 litres, but most opt for the
wide, so you don’t have to hook your knees
long-range tanks, giving a total fuel capacity
behind your ears to get your legs in. You can
of 144 litres – giving a very liberating eight-
just slide your butt onto the seat and then
hour endurance. And the Rotax is happiest
swing your legs in. Behind the seats, above
on forecourt car petrol, so fuel is available
the header fuel tank, is a reasonable sized Guy Leitch
a good one – it’s a pity the Savanah didn’t
carburettors to vent percolated fuel back to the tanks if the plane has been parked in the hot sun. Many otherwise excellent Rotax 912 powered aircraft in South Africa have been plagued by fuel vaporisation problems – sometimes leading to engine failure after takeoff. but the Savannah’s fuel return line and high wing have cured that. Unliked the rest of the airframe, the cowling is composite, with only limited access to the engine for a prefight without undoing the cam-lock fasteners to remove the whole cowling. The oil tank is set low with a throttle cable above it so checking the oil is tricky – and its really hard to check the coolant level – not great for a utility bush plane. But at least the cowls are relatively easy to remove.
Full span flaperons are split to enable differential aileron effect for control harmony.
The wing’s the thing. The big step up
65 www.saflyer.com | March 2020
Most owners prefer a simple cockpit with old fashioned 'steam gauges'.
On the floor directly behind the pilot’s feet is a small fuel selector – that Bruce reckons is vulnerable to being kicked into the off position – so he has safety wired it to the ‘On’ position in his three Savannahs. Between your legs is a largish flap lever – electric flaps are a popular option, but Bruce likes his planes simple and mechanical. Being able to fly with the doors off or on is always a great option with this class of aircraft. For photography or surveillance, the doors are easy to remove, and Bruce has a simple clear plastic wind deflector that can be bolted on to keep the propwash, noise and turbulence out of the cabin when on long patrols.
baggage compartment – limited to 20 kg, but then this is not a cross country touring
IN THE AIR
machine.
From cold, with a bit of choke, the engine
The Savannah has its two wing struts
starts easily with a typical Rotax whirr and
attached to the fuselage behind the cabin
clunk from the gearbox. After a warm-up to
doors, so the view down and forward is not
get the coolant to 50 degrees, we taxied to
obstructed. But don’t let a passenger get out
the threshold of Hoedspruit’s Runway 17.
with the engine running as there is nothing to
Despite the simplicity, the Savannah
stop them walking forward and into the prop. Access
to
the
cabin
is
designers happily avoided the temptation
helped
of a castering nosewheel. The rudder pedal
immeasurably by the simple expedient of
driven nosewheel steering works in all soil
having just one control stick – in the middle of the cockpit floor with a ‘Y’ shaped control column. Cabin width is okay for two large males. Whilst I’m not a great fan of central control sticks, in a smallish cabin they have
conditions. I particularly appreciated the toe Y-shaped control stick and wide doors makes access easy. Toe brakes a welcome feature.
a lot going for them, and the Savannah’s falls easily to hand, allowing your arm to rest on your leg whilst flying. As the left-seater flies with his right hand, there are two throttles, one on each side of the panel. I am always surprised at how little friction there is in the system when you push one in and the other
power and the acceleration was impressive. Rotation was at just 40 mph and the stick
the 3 o’clock position to be safely flying. In
forces are light. The nose popped up and
other words, you don’t have to stop and read
the rest of the plane followed immediately.
the numbers on an EFIS display ribbon.
The first time I flew it I was surprised by its
more like a Land Rover Disco. The cloth covered seats are very comfortable. The instrument panel is entirely at the discretion of the owner and most go for EFIS glass. But the example I flew in Hoedspruit, which is owned and operated by the SA Wildlife College, has good old fashioned ‘steam gauges’, as that’s what Chief Pilot Bruce MacDonald likes. Somewhat irritatingly for my preferences – the air speed indicator is marked in mph, so that’s what we will use for
so only a quick glance may be taken to read
66 March 2020 | www.saflyer.com
We selected one notch of flaps. After a
you just have to see that the needle is past
Despite the Sky Jeep image, the interior
poaching patrols you need your eyes outside,
centre and this takes a bit of getting used to.
the air speed indicator, and with a round dial
of ZU-IIY is surprisingly well finished, perhaps
Bruce says that when flying anti-
sport plane. The pedals are off-set to the
taxi to the displaced threshold I opened the
follows.
this review.
brakes - always welcome in this class of light
Manual flap lever requires a heave - but electric flaps are an option.
Fair sized baggage bay rated for 20 kg.
response to the controls. We had the right side door off and the wind deflector installed, and the yaw required constant right rudder. The Y-stick did not a first feel intuitive and I was all over the sky. But after some upper air work it soon began to feel more natural. With a fixed pitch climb prop the temptation was to continue to climb at a Vx of just 44 mph indicated, but the nose angle was uncomfortably high and going that slow just feels odd. So Bruce recommended a climb out at Vy of 62 mph. Retracting the flaps produces a marked nose up trim change. There is a trim switch above the throttle and it is best to use it. Designed for runways less than 100m, the Savannah’s astonishing takeoff performance is matched by its nimble handling. Yet that big fat wing is wonderfully docile. These features handle all but the biggest plonkers.
make the Savannah ideal for anti-poaching
Landing is different to normal light sport
patrols. It can loiter comfortably at 60 mph.
aircraft and thus requires some specific
Cruise is normally at 4800 rpm, which
techniques. Whilst the Savannah does not
some
provides a stupendous 80 miles per hour, or
require any special skills to fly, the airframe’s
them towards maximum performance short
78 knots if you prefer, so this is not a plane
low inertia and in particular, the fuselage and
landings. Until skill is gained, the best way
for long cross-country flights. However, ZU-
thick wing’s high drag mean that short field
to arrive is to maintain a 60-mph approach
KAH has a climb prop and this may be great
landings with full flap, especially power-off,
carrying one notch of flap through the flare
for takeoff, but it limits cruise power and
can quickly turn into high sink rate arrivals that
with a small amount of power. For my first
thus speed. I have flight tested Light Sport
will test the sturdy main undercarriage. With
landing I tried to flare a few feet above the
Aircraft which will cruise at their Vne, which
power on the Savannah will fly at remarkable
surface and let it settle onto the runway. But
seems absurdly dangerous. Fortunately, the
angles of attack. But remove the thrust close
it thumped down embarrassingly hard, and
Savanah S has a happy margin between its
to the ground and the speed will vanish very
because of the yaw from the missing door we
maximum speed of around 100 mph – with a
quickly. A Cessna C172 type landing with the
were going sideways as well. It needs active
cruise prop – and its Vne of 144 mph.
power off across the threshold, when tried in
feet.
Those new to the Savannah will require experienced
instruction,
to
lead
Stability in all axes is good and even tight
a Savannah, can lead to you just stopping in
Bruce recommended rather flaring high
turns at lower airspeeds show little inclination
the sky at whatever height you cut the power.
and holding off as long as possible. He
for the Savannah to depart into anything that
Fortunately, the gear is robust enough to
says that its best to fly the Savannah as a
may raise your blood pressure. We did clean stalls, and then with one notch of flap and then full flap stalls with power on. And guess what – at one stage I saw absolutely nothing on the airspeed indicator – but the maker’s name. It just mushes. Truly extraordinary. Again, a great feature for poaching patrols. With just one door off we need to be careful of a deep full-flap stall as Bruce reckoned it would definitely drop a wing quite briskly. For those used to flying with the stick in your left hand and power in the right, after half an hour the transition to a central stick seemed more natural. Control inputs are responsive enough to encourage rolling the nose across the horizon in all directions for the simple enjoyment of seeing the little aeroplane respond sharply to every control movement. There is minimal adverse yaw, thanks to a break in the full span flaperons to provide a differential aileron effect.
Savannah has proven itself ideal for anti-poaching and game tracking ops -as evidenced by radio finder aerial.
67 www.saflyer.com | March 2020
Engine: Rotax 912 ULS 100hp Propellor: 3 blade ground adjust Length: 6.60m Height: 2.58m Wing Span: 9.0 m Aspect Ratio: 6.3:1 Cabin Width: 1.09m Long capacity range tanks: 144 litres Empty Weight: 340 kg Max Weight: 600 kg Useful Load: 260 kg Structural load: 4G Pos and Neg Cross wind limitation: 30 mph PERFORMANCE Climb Rate 600 kg: 900 ft/min Vne144 mph: 144 mph Vso full flaps: 35 mph Cruise (5000 rpm): 90 mph Consumption (5000 rpm): 18lph Take off distance @MSL: 40m Landing distance @MSL: 50m Max operating Altitude: 14000 ft
Arguably - it looks better as a nose dragger than as a taildragger.
taildragger – a tail dragger with a nosewheel.
Two notches of flap are available
often operates out of in the Kruger Park. The
A further trick to landing the Savannah is to
but is really only needed under the most
POH says that for a short field landing, aim to
make sure it has some extra nose up trim to
demanding circumstances — like perhaps
flare at just 44 mph.
help keep the nose up on the hold off.
dropping into the soccer field that Bruce
Remarkably – and testimony to the powerful control surfaces the max crosswind component is 30 mph. At that speed you could land like a helicopter by just landing directly into wind across a runway. Full flap speed is limited to 60 mph and even at this slow speed, applying two notches needs some heft on the lever on the floor under the pilot’s knees. I guess that’s why electric flaps are a popular option.
One of the three Savannahs operated by the SA Wildlife College in Hoedspruit.
CONCLUSION Although the Savannah might not appeal to the regular long-distance flyer, it easily makes up for any shortfall in speed by its sheer utility, amazing handling and very high fun factor. Perhaps more than any other current ultralight on the market, it begs its owner to explore the big outdoors. It is tremendous fun and rewarding to fly – and wonderfully versatile. Imitation really is the sincerest form of flattery and all the imitations and variations of Chris Heintz’s original design attest to the desirability of this great little plane. Anyone who just wants to fly around the patch for pure enjoyment should at the very least make an effort to sample its amazing handling and
j
ultra-short rough field performance.
68 March 2020 | www.saflyer.com
SAVANNAH S KING IN CONSERVATION
The all aluminium, 100mph, STOL aircraft for Africa. Production built M716. SACAA NO: M716
Touring. Training. Photography. Surveillance. Game Management.
Ph:+27 (63) 691-8696 Email: dave@savannah-aircraft.co.za Website: www.savannah-aircraft.co.za
SA Flyer 2020|03
136 in Southern Africa Traildragger now available!
The best connections are made without wi-fi. Morningstar Flight Academy, Cape-Town, 2019
Where will the Sling Aircraft lifestyle take you? +27 (0) 11 948 9898 | www.slingaircraft.com | sales@slingaircraft.com | AMO 1264 | Manufacturing Organisation M677 PAMBELE FONT: ITC Avant Garde Gothic PAMBELE FONT COLOUR: 60% Black
PANTONE: Cool Gray 9c
Formerly known as JEMAX AVIATION License # N892D
LIGHT AIRCRAFT CHARTER OPERATOR
www.pambele.aero c = 90 m = 50 y=0 k=0
SA Flyer 2020|03
Pantone 285c
info@pambele.aero TEL: (+27 11) 805-0652 / 82 | FAX: (+27 11) 805-0649
70 March 2020 | www.saï¬&#x201A;yer.com
COMPANY PROFILES
LOUTZAVIA FLIGHT TRAINING CENTRE Loutzavia Flight Training Centre is a professional, highly regarded flight school established in 2004 by Jannie Loutzis (Chief Operating Officer/Grade 1 Designated Flight Examiner for South African Civil Aviation Authority) and his wife Maria (Chief Executive Officer). Loutzavia has no less than 19 aircraft in the fleet - ranging from Cessna 172s, Piper Warriors and Archers, to the Beechcraft Baron BE55, BE58, Piper Cheyenne II and King Air 90. Strategically situated at Wonderboom National Airport, Pretoria, known for its excellent weather conditions and busy airspace which will allow students to obtain the experience they require. Loutzavia prides itself on providing top quality, airline and safety-orientated pilot training. Career orientated, full time / part time students, as well as recreational pilots will be trained by highly competent, full-time instructors and ground support staff. Jannie, started flying when he was 17 and has been a pilot for 33 years. He has accumulated in excess of 8000 hours in a variety of aircraft ranging from the 2-seater Cessna 150 to various Beechcraft King Air’s and private jets. Loutzavia’s flight instructors are monitored by Jannie Loutzis, this ensures that students are continually receiving the highest standard of training. Flying courses are presented to students on a one on one basis, guaranteeing that they receive the full attention of their instructor. PPL ground school is offered every Saturday, Commercial ground school three times a year in the evenings and there are quarterly safety evenings. Loutzavia’s services include, but are not limited to: •
Private Pilot Licence
•
Night Flight Rating
•
Instrument Flight Rating
•
Commercial Pilot Licence
•
Multi Engine Rating
•
Flight Instructors Rating – Grade 1,2 and 3.
•
Airline Transport Pilot Licence
•
Turbine Ratings
•
Turbo Jet Ratings
•
English Language Proficiency
•
Restricted and General Radio Telephony Certificates
•
Examination Centre
•
Loutzavia is affiliated with Pilots and Planes (Main Terminal Building) for all your flight training
•
Supplies and gifts.
Please call Lilian on 012 567 6775 or email customerservices@loutzavia.co.za to set up an appointment for more information or a free simulator session. We would gladly welcome you and take you for a tour of our Flight Training Facilities.
71 www.saflyer.com | March 2020
COMPANY PROFILES
M AND N ACOUSTIC SERVICES
•
Strip and Chart Recorders
same type protector cases in the market,
(PTY) LTD
•
Watt Meters
Peli™ Air 1506, 1556, 1606 and 1626,
•
Current Clamps and Clamp
are built in a sports bag style form factor
Meters
making them perfect for storage of longer and deeper type equipment.
M and N Acoustic Services (Pty) Ltd performs SANAS accredited calibrations on acoustic, human vibration, vibration and
•
Panel Meters
DC/LF measuring equipment.
•
High Pots - Insulation Testers
The laboratory operates according to
•
Power Supplies
the ISO/IEC 17025:2005 Specification for
•
Graphical multimeters
the competence of calibration laboratories
•
Calibrates a wide variety of
grown to be the trusted expert in ATEX
electrical test equipment
lighting products, complying with the latest
Resistance calibrator (decade
Directives. Peli offers a broad range of
box), capacitance meters. Loop
handheld torches, headlamps, right-angle
Testers, Earth resistance Testers
flashlights and lanterns.
and also according to the requirements of •
the South African National Accreditation System (SANAS). They do accredited calibration on acoustic and vibration measuring
Contact M and N Acoustic Services on:
equipment and/or transducers, and
Tel: 012-689-2007/8
certificates with usable results for the end
Email: admin@mnacoustics.co.za
PELICAN PRODUCTS PELI Products the Expert of Protective
(analogue and digital) up to 6 ½ • • •
Cases and Lighting Sytems for Aerospace Peli Products the global leader in
Thermocouple and RTD Thermometers (simulation)
the design and manufacture of high-
Process Calibrators (mA and Volt
performance cases offers a wide range
source and measure)
of Peli™ Air Case Sizes. As part of the
Data Loggers
innovative design and 40% lighter than
Building on the success of Dart Aeronautical and M&D Aircraft Electrical, Dart Aircraft Electrical opened its doors in January 2015. Dart Aircraft Electrical (DAE) took over from M&D and has acquired all M&Ds test and bench equipment, thereby maintaining M&Ds capabilities. DAE has also retained the services of M&Ds Matthew Joubert, and is therefore well-equipped to cater to all aircraft electrical requirements. Matthew has over 17 years’ experience and brings a high degree of professionalism to the aircraft electrics trade. He specialises in fuel pumps, magnetos, alternators and starters. Sharing the premises with Dart Aeronautical, DAE is located on the ground floor of Aeronautical House at Rand Airport. DAE is able to sell, overhaul, service and repair the following: •
Starters
•
Alternators
•
Fuel Pumps
•
Magnetos
•
Strobe Boxes
•
Aircraft electrical wiring installation and repairs
•
Electronic components
72 March 2020 | www.saflyer.com
To illuminate larger work areas,
lights (Remote Area Lighting System) with
include but are not limited to:
digits
https://www.peli.com/eu/en/products/ flashlights/atex-lights
proudly introduced its wide range of Work
Our electrical calibration capabilities Handheld and bench meters
Throughout the years, PELI also has
confined spaces or hazardous zones, PELI
user (user specified points).
•
https://www.peli.com/eu/en/products/ cases/air-cases
a special focus on the 9455 ATEX Zone 0 certified for highest hazardous areas. https://www.peli.com/eu/en/product/ remote-area-lights/9455
Guardian Air is a trusted aircraft management, maintenance and VIP air charter company. Providing a suite of specialised services to meet the discerning needs of aircraft owners, global business travellers, tourists and adventurers. GUARDIAN AIR, operating from Lanseria International Airport in South Africa, offers Global VIP charter, comprehensive aircraft management and maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies. Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary, Guardian Air Asset Management, have international and domestic operating licences issued by the South African Department of Transport as well as a non-scheduled Aircraft Operating Certificate which is endorsed for aeromedical transfers. As aircraft owners themselves, they can identify with their customers’ needs. Guardian Air aircraft is serviced by their own in-house maintenance division, Guardian Air Maintenance (PTY) Ltd. Aircraft types endorsed on the operating licence: Beechcraft King Air 200 Hawker 700A/800A Dassault Falcon 20 Dassault Falcon 50EX Dassault Falcon 900EX Please contact our 24/7 operations team for VIP charter, air ambulance services or any other enquiries.
Guardian Air lives by this motto: “Throughout the company, there has been a big push in being transparent.”
Guardian Air is a trusted VIP air charter and aircraftmanagement company, providing a suite of specialised services to meet the discerning needs of global business travellers,tourists and adventurers. We work closely with clients to find the best solutions for their needs.
loc Lanseria International Airport Tel +27 11 701 3011 27/7 +27 82 521 2394 Web www.guardianair.co.za 73 lic CAA/I/N283, AMO1401GUARDIAN www.safl yer.com | March 2020
Quote of the month:
The logic of killing off the victim as opposed to dealing with the abuser is bizarre to say the least, but understandable in the climate of zero accountability in South African politics.
Most plains species are found at Kunkuru Safaris and also includes Buffalo, Lion and Hippo. Fly-in packages start at R500.00 per person. Includes brunch and use of the lodge facilities. The lodge includes a pool and lounge areas with a cash bar. Game drives can also be arranged at an additional cost.
AIRSTRIP DETAILS
Gravel airstrip 20m wide with 15m shoulders on each side 1200m long threshold to threshold Approach 05/23 Windsock in centre of runway 25 20’53.50” S 27 41’44.20” E Elevation 1140m (3740ft) SA Flyer 2019|05
Writing in his monthly column about SAA for the first time in more than ten years, SAA Captain Mike Gough thinks the following about calls to close down SAA:
Break away to the sights and sounds of the bushveld, fly to Kunkuru Safari Lodge. Six well positioned thatched chalets with en-suite bathrooms and air-con sleeps 2/4 people.
Contact Andre on 072 733 4584 or e-mail andre@kunkurusafaris.com for bookings. www.kunkurusafaris.com
GENERAL MAINTENANCE & REFURBISHMENT ON LIGHT AIRCRAFT COMPONENT WORKSHOP
We specialize in CSU’s, carburettors and TCM Fuel System overhauls and repair of Continental and Bendix .
SA Flyer 2019|03
Re-assembly and import of CofA inspections. Aircraft Sales.
NOW APPROVED FOR BENDIX (PRECISION) FUEL SYSTEM OVERHAULS &REPAIRS Hangar 6, Wonderboom Airport. AMO1208 Tel: Riekert (SR) 082 555 2808 | Riekert (JR) 082 749 9256 | Andre (Proppie) 082 974 9713 avtech1208@gmail.com | proppie@avtechcomp.co.za
74 March 2020 | www.saflyer.com
DART AERONAUTICAL
® ®
Pieter Viljoen +27 83 652 4421 pieterviljoen@mweb.co.za Jaco Kelly +27 84 498 4916 jacokelly@mweb.co.za
GFC 500
New Garmin Autopilot Options
D2 Delta Series
75 www.saflyer.com | March 2020
SA Flyer 2019|04
GFC 600
CE AN S N I F N TIO OP LE B ILA AVA QUIRE EN W! NO
rugged and user friendly for aircraft
model, the award-winning Sling TSi, a high-
has more than 30 years’ experience in
maintenance engineers, giving fast
performance variant of the Sling 4.
design, and Manufactures Ground Handling
solutions, saving time and flying costs.
Sky-Tech Ground Support Equipment
For more information, contact Sky-Tech
Wheels, Helicopter dollies, Tow bars and Towing tugs for all types of helicopters. We specially design the wheels to be rugged for Africa. We convert Hydraulically operated
The company is currently finalising the design of their all new Sling TSi High Wing, a 4-seat, high wing aircraft, powered by the
on: Tel: 082 720 5210
new Rotax 915 iS engine. The Sling TSi
Email: sky-tech@telkomsa.net
High Wing is due for release in 2022. Sling
www.sky-tech.za.com
Aircraft is represented globally across six
wheels to Mechanically operated wheels on
continents via their distributor network and
the Airbus, Eurocopter and Bell helicopter
to date has sold more than 450 aircraft. Website: http://www.slingaircraft.com
range. We also represent Aces Balancing Equipment from Knoxville Tennessee USA. With the equipment Sky-Tech does
Email: sales@slingaircraft.com
SLING AIRCRAFT Based in Johannesburg, Sling Aircraft
propeller balance, helicopter track and
designs, manufactures and markets the
balance, and engine vibration. It is the
highly acclaimed Sling range of light aircraft
approved equipment for: CFE Company,
and light aircraft construction kits. The
General Electric, Honeywell, McCauley
company’s first aircraft, the Sling 2, is a
Propellers, Pratt & Whitney Canada,
2-seat light aircraft which the company
Robinson Helicopter Company, Rolls-
spent 4.5 years developing and is currently
Royce, Allison, Williams International and
available in three models: Sling 2, Sling
Turbomeca.
LSA and Sling Taildragger. Following the
We provide on the job Training and
worldwide success of the Sling 2, the
Consulting on the equipment and on all
company developed a 4-seat variant, the
balancing.
Sling 4, which was launched in 2011. More
WE SPECIALIZE IN: - Avionics - ACK Agents (ELTs') - Repairing and fault finding in rotor and fixed wing aircraft - Overhaul and repairing of DC/ AC Electrical, Magneto and ignition equipment - Full Battery workshop facilitating NiCad and Lead Acid batteries - Aircraft electrical modifications and installations - We travel to any destinations for MPI’s and repairs
76 March 2020 | www.saflyer.com
Telephone: +27 (0) 11 948 9898
is a Manufacturing Organisation which
JOHANNESBURG Hangar M7, Gate 5, Lanseria Airport Tel: 011 701 3200 Danie van Wyk: 083 269 8696 Fax: 011 701 3232 CAPE TOWN Signature Hanger, Beachcraft Road Cape Town International Tel: 021 934 5373 Erwin Erasmus: 082 494 3722 Website: www.aeroelectrical.co.za Email: office@aeroelectrical.co.za
AMO 1011
Ground Handling Wheels Contact : Heinz Tel : +27 (0) 11 973 4443 Cell: 082 720 5210 Email: sky-tech@telkomsa.net www.sky-tech,za.com
SA Flyer 2015|05
COMPANY PROFILES
recently the company launched their latest
The equipment is designed to be
SKY-TECH
COMPANY PROFILES
STARLITE’S DRONE ACADEMY – MEETING THE GROWING DEMAND FOR DRONE OPERATOR TRAINING
S
TARLITE was granted a
highly skilled lecturers and trainers, and
Remote Operating Certificate
course material is continuously updated
(ROC) by SACAA last year,
and based on real life operational
to provide professional drone
experience.
across South Africa. The Academy opened
RPL minimum requirements:
in November last year, to meet the demand
•
18 years of age
for drone operator training where aspiring
•
Class 3 medical certificate
students can obtain their Remote Pilot
– obtained before the
Licence. In addition, the Academy handles
commencement of the course •
RPL Instructor ratings. The association
•
skills test with a designated examiner Starlite Aviation Group’s safety management safety systems (SMS) are strictly adhered to across the company. It is therefore not surprising, that Starlite is committed to educating the general public around the rules and regulations governing the lawful operation of drones, whether for
A certificate in English Language
Students who register for training are assured of receiving the highest level of technology transfer to operate unmanned aircraft safely in a commercial capacity. Contact: Durban: +27 571 6600 Mossel Bay: +27 44 692 0006 Email: train@starliteavition.com Website: www.starliteaviation.com
Proficiency
with Starlite, makes pilots who trained through Starlite Drone Academy, extremely
Certificate in Radio Telephony – this is incorporated in the syllabus
the SACAA and offers RPL renewal and
Successful completion of a
hobby or commercial use.
operations at key centres
all RPL paperwork processed through
•
•
Successful completion of practical flight training syllabus
marketable. Starlite offers full time courses and is
•
Successful completion of
the only academy in South Africa offering
theoretical training and
RPAS online ground school. They employ
examinations
SA CAA AMO 188
ASSEMBLY OF FLIGHT CONTROL CABLES • SHEET METAL REPAIRS • APPROVED AIRCRAFT WELDING
VISIT THE SHOWROOM @ RAND AIRPORT, GERMISTON
011 827 2491
082 872 4117
78 March 2020 | www.saflyer.com
FAX
100 95
E-mail: andries@dynamicpropeller.co.za pero@dynamicpropeller.co.za Tel: +27 11 824 5057 Fax2mail: 086 548 2651 Pero: 079 492 0592 Andries: 082 445 4496
75
25 5 0
SA Flyer 2019|12
At Dynamic Propellers cc we overhaul and maintain all Hartzell, McCauley, MT-Propeller, Hoffmann, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers to include metal and composite blades. We do all maintenance procedures related to aircraft propeller overhauls as called for by the various propeller manufacturers including cadmium plating. Everything is performed in-house, including cold compression rolling on Hartzell propeller blades, as well as dynamic balancing of propellers in the field. Dynamic Propellers cc is an Authorised Service Centre for MT-Propeller and Whirl Wind. Dynamic Propellers cc is also appointed as the sole McCauley Authorised Service Centre for the African continent. We carry a large stock holding of fast moving propellers, hubs, parts, de-icing parts, overhaul kits etc. in our inventory to cater for Hartzell, McCauley, MT – Propeller, Hoffman, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers. We do a huge amount of travelling to local, domestic and neighbouring countries as well as abroad to cater for customer’s propeller requirements.
www.dynamicpropellers.co.za
Africa's aircraft handling and clearance company
24 HOUR CONTACT DETAILS +27 11 701 2330 | +27 76 983 1089 flightops@flyifc.co.za Website: www.flyifc.co.za Unit 32, Falcon Lane, Lanseria Business Park, Lanseria Ext 26, Johannesburg, Gauteng
Flying in Africa ? That’s what we love...
©Nico Kohne Spitzkoppe Namibia
Tel. +27 11 465 2669 • 072 340 9943 email: info@aviationdirect.co.za
www.aviationdirect.co.za
HELI AFRIQUE – WE HAVE 40 YEARS EXPERIENCE IN THE BUSINESS. We specialise in general helicopter maintenance, upgrades, modifications, repairs, interior and exterior refurbishment. • SA341 • AS350/ 355 series • EC120/130/135 series • BO105 series • McDonald Douglas • Robinson R22/R44 • Hagarage service available
SAF 08 | 2011
First and second line maintenance on Turbomecca, Allison and Lycoming engines.
Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632 Fax: 086 503 1870 Tino: 083 458 2172 Email: technical@heli-afrique.co.za and info@heli-afrique.co.za
80 March 2020 | www.saflyer.com
Office: 083 446 0066
SA Flyer 2018|10
CAA approvals : SACAA # 830, Republic of Zambia, Zimbabwe and Lesotho
AMO 246
BC315 Starter
BC410 Alternator
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
Come fly with us! As one of the oldest flight training academies in South Africa,
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.
Johannesburg School of Flying (JSF) is also one of the largest. JSF has been
Astwood Aircraft Electrical CC · All electrical work on: Light Aircraft and Helicopters Spares available, Work on site, Components, Servicing Repairs and Overhauling
training world class pilots since 1981 from all around the globe and to date has more than 3 000 graduates.
Shaun Chibnall 083 263 6413 Tel: 011 315 9605 Fax: 011 315 0094 astwood@mweb.co.za Grand Central Airport, Midrand, Johannesburg
Whether you wish to fly for pleasure SA Flyer 2020 2020|03
or pursue a career in aviation, JSF will ensure you reach your full potential.
011 827 9827 info@jsf.co.za | www.jsf.co.za Johannesburg.School.of.Flying
81 www.saflyer.com | March 2020
COMPANY PROFILES
With more than three decades of
with a comprehensive, professional report.
experience in repairing and overhauling
L&A are accredited members of the Flight
largest independent providers of engine
P&WC engines, StandardAero has
Safety Foundation Basic Aviation Risk
maintenance, repair and overhaul (MRO)
developed a reputation for quality
Standard (BARS) Association.
services, providing OEM-authorized
workmanship, industry leading turn-around
support for leading aeroengines and APUs,
times, exceptional customer service and
CLASSROOM TRAINING: L&A is
including the AE 3007, APS 2300, CF34-
competitive pricing.
an official SACAA accredited training
STANDARDAERO StandardAero is one of the world’s
3/-8, CFM56-7B, GTCP36, JT15D, PT6A,
organization, undertaking classroom
PW100, PW150A, RB211-535 and RE220.
training in Cape Town, Johannesburg and around the world. In-house training
StandardAero’s facility at Lanseria International Airport near Johannesburg is
LITSON & ASSOCIATES
is our specialty. Our highly experienced
a fully authorized Pratt & Whitney Canada
FROM PLANNING TO LANDING: Litson
facilitators train delegates in courses
(P&WC) Designated Overhaul Facility
& Associates conducts its worldwide turn-
including Safety Management System,
(DOF) for the PT6A engine family, and the
key Aviation Safety service from its offices
Quality Management System, DG, CRM
world’s only independent service provider
situated in Somerset West, Cape Town,
and Occurrence Investigation.
authorized to overhaul the PT6A-140
South Africa. From the first concept of an
For further information on the above
variant. In addition, the facility provides full
aviation service in a country, identification
please visit our webpage on www.litson.
support – up to and including overhaul – for
of suitable aircraft operators, pre-contract
co.za, email us at enquiries@litson.co.za or
41 other variants of the engine.
audits / pre-start-up safety reviews,
alternatively phone us +27 (0)21 8517187.
on-going Operator operational reviews and
We look forward to hearing from you!
The Lanseria facility also offers service centre and mobile repair team (MRT)
aircraft, airfield, on-shore helipad and off-
support for the PW100 turboprop and
shore heli-deck inspections, L&A will be
JT15D turbofan.
able to assist, including providing the client
ICE accretion
on the spinner of a turbofan. 82 March 2020 | www.saflyer.com
FlightCï&#x192;¼m African Aviation
Global 6500
Edition 137 | MARCH 2020
- the biz-jet for africa SAAF ROODEWAL WEAPONS DEMO
SAAF DENIES ITS 100TH BIRTHDAY
HOW TO READ THE AIP S WHAT HAPPENED TO DENEL PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00
AMO 227
FLIGHT SAFETY THROUGH MAINTENANCE
Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines
Hangar no 4, Wonderboom Airport, Pretoria PO Box 17699, Pretoria North, 0116 Tel: (012) 543 0948/51, Fax: (012) 543 9447, email: aeroeng@iafrica.com
SA Flyer 2019|12
Overhaul Engine Components Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers
AERO ENGINEERING AND POWERPLANT Aero Engineering and Powerplant is one of the foremost aircraft engine overhaul facilities in South Africa. It was founded in 1997 and in 2006 highly qualified aircraft engineers Andre Labuschagne and the late Derek van der Walt took up the reins. Andre continues to lead his dedicated team to date.
A
ERO Engineering and Powerplant (AEP) is situated in Hangar 4 at Wonderboom Airport, just off the main apron, making access to this world class facility a breeze. They specialise in the maintenance of aircraft engines and propellers â&#x20AC;&#x201C; basically anything forward of the firewall. With their vast product range and specialised knowledge on both Lycoming and Continental piston engines of all power and thrust categories AEP are the perfect partners for maintenance, service and repairs of your engine and all associated components. In addition AEP have earned
a reputation for expert non-destructive testing inspections as well as cadmium plating. AEP has four divisions: Engine Shop, Component Shop, Propeller Shop and Non-destructive testing. The Engine shop caters for the complete engine overhaul of both Lycoming and Continental engines to the highest standards. Fully equipped with an advanced engine test bench, they carry out shock-load testing when and if necessary, re-boring and honing of cylinders and can repair damaged starter clutch assemblies. The Component shop specialises in the overhaul of constant speed units, including McCauley, Hartzell, PCU 5000 and Woodward. They also overhaul and
repair fuel systems, carburettors and turbocontrollers as well as complete overhauls of magnetos. The Propeller shop supplies and overhauls Hartzell, McCauley and any fixed pitch propellers. In addition, they are experts in dynamic propeller balancing. The Non-destructive testing shop offer many forms of testing including: Eddy Current, Ultrasonic, Magnetic Particle, Fluorescent Penetrant and Borescope/ visual methods for complete peace of mind. AEP has over the years built up a large client base which includes many clients Botswana, Zambia, Zimbabwe, Namibia and as far as the DRC. These clients either ferry their aircraft or ship engines and propellers to AEP for the required maintenance work. Many of the local insurers also rely on the professional workmanship and competitive pricing delivered by the relatively small AEP team of twenty-one dedicated personnel. Aero Engineering and Powerplant strives to be a pace-setter in the aviation industry and to always render quality and cost effective services to their clients. With AEP the client is always first. Contact AEP on 012 543 0948/51 or Mobile Number: 082 334 6153 ď&#x192;ź
Ed's note... MARCH 2020 Edition 138
5 Bush Pilot - Hugh Pryor 9 Airline Ops - Mike Gough 13 Leagle Eagle - Prof. Salazar 17 Defence - Darren Olivier 19 Companies: Capital Air 21 SAAF Prestige Day Parade 23 Roodewal 2020 31 Subscriptions 40 AEP AMO Listing 41 Civil Aviation News 43 Back Pages 44 Global 6500
I
T’S hard to know what to make of the much-vaunted claim that the pilot shortage has finally arrived. On the one hand we have reams of evidence of airlines increasingly struggling to find pilots – yet on the other hand I get reports of qualified pilots finding it almost impossible to break into an airline job. In this editorial I will briefly look at some of the evidence of the pilot shortage and offer some conclusions as to why pilots are struggling to find airline jobs. The evidence for the pilot shortage is overwhelming: In Europe Flybe and Ryanair have been cancelling flights. Three years ago Norwegian, one of the industry’s fastest expanding carriers, described crewing issues as a fundamental problem for the business and the airline group has already had to cancel flights at peak times in summer 2017 due to lack of human resources. In the USA the airline industry is facing a shortage of pilots for both cargo and passenger aircraft. Estimates suggest that there will be 1,600 unfilled pilot positions in the USA by end 2020. According to the FAA, the U.S. needs to train 87 new airline pilots every day for the next 20 years to meet the demand. FedEx, the world’s largest airline by freight tonne-kilometres flown, acknowledges a still impending pilot shortage. The Memphis-based carrier is expected to lose 150-200 of its 4,500 pilots this year and a similar number each year for the foreseeable future. In Asia the appetite for pilots seems insatiable. Yet IndiGo, India’s largest passenger airline, reportedly grounded ten brand new Airbus A320-neos and has cancelled 30 flights per day partly due to the
pilot shortage. Australian airlines reportedly cancelled more than 10,000 domestic flights in 2019. Yet the airlines are being cautious about taking on new pilots. Perhaps because of the threat of a global Coronavirus contagion and trade wars pushing the world into recession, airlines are choosing to cancel flights and delay aircraft deliveries, rather than employ and train-up new pilots. Thus, a passionate South African pilot who funded his own ATPL by being a building contractor and even paid for a A320 conversion, is finding it impossible to get an airline job. And then there is the looming overhang of pilots from the failure of non-sustainable airlines – particularly SAA. If as may well be the case, SAA is forced to close, there will be approximately 600 highly trained pilots dumped into the market. And global airlines are still being hesitant about making offers to these highly regarded pilots. A Senior SAA Captain with 900 hours of A330 command was apparently declined an interview with a far eastern carrier as it had a minimum requirement of 1000 hours PIC – yet this captain had many thousands of hours of command on the A340. I can only conclude that the pilot shortage is here, yet the airlines are still being very selective about who they take on.
Guy Leitch
Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear 70
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Aircraft Profile G uy L eitch
GLOBAL 6500: THE RIGHT BIZJET FOR AFRICA
In May 2018 Bombardier unveiled the Global 5500 and 6500 developments of its hugely successful Global 5000 series. The 6500 entered service in September 2019 and, as reported in FlightCom last month, the company’s demonstration Global 6500 paid a flying visit to Africa in January.
From Lagos the Global 6500 can reach almost anywhere non-stop.
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OMBARDIER have steadily developed their range of highend business jets into world leaders. The key components of this success are the supercritical wing, latest generation engines and industry leading cabins. The 6500 is typically fitted with three cabin zones, including crew, club, conference, private, and en-suite. An in-flight accessible baggage compartment is also integrated into the cabin.
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Communication connectivity is essential. The 6500’s Ka-band technology is approximately 35 times faster than other aviation internet systems and uses the latest satellite technology. It facilitates inflight streaming, video conferencing and downloading. The aircraft’s onboard cabin management system is supported by fibreoptic technology. It provides an ultra-highdefinition entertainment experience for passengers. Speed and range are the key performance requirements. The Global 6500 features a transonic optimised wing for a Mach 0.90
top speed, and updated Rolls-Royce BR710 Pearl engines with up to 13% lower fuel burn for better range and operating costs. Most relevantly for Africa, the engines provide better hot and high performance and 600 nm of additional range over the Global 6000. Range is an important concern for those seeking the security and convenience of non-stop flights. The Global 6500 can connect Lagos non-stop to almost anywhere else in the world, other than far-east Asia and the US west coast. Passenger comfort is a key ingredient
and the Global 6500’s high wing loading gives it a smoother ride through turbulence than its rivals. Yet runway requirements and slow speed handling is not compromised. Despite the wing area being smaller than the Gulfstream G650ER and having a 11% higher MTOW, it has lower V speeds and better runway performance due to the high-lift system with leading-edge slats and doubleslotted flaps for a similar power loading. The cabin is the best in class, featuring the recently unveiled Nuage chaise: unique seating that transforms from a chaise longue into a flat surface for sleeping or to banquetstyle dining around a table. The cabin height is a full 1.88m with a flat floor, and width is a spacious 2.41m so passengers can pass without bumping. Like its bigger brother, the Global 7500, the 6500 has a crew rest area forward, across from the galley, leaving the cabin undisturbed. Aft is the private suite with a natural-light-filled bathroom, optional shower and large closet. In the cockpit, Bombardier’s Vision flight deck avionics suite offers a combined vision system, which merges enhanced and synthetic images into one view, increasing situational awareness. Controls are full fly by wire, as developed for Bombardier’s C-series airliners, providing better efficiency, comfort and envelope protection. Bombardier’s biz-jets have proven to be the company’s jewel in the crown, with the problematic civil airliner and even train businesses being sold off. The Global 6500 lists for $56 million. For more information contact Mr Omar Kuwatly, the MEA Marketing Manager for Bombardier Business Aircraft. Mobile: +97156696030.
The first Global 6500 to arrive in South Africa touches down at Lanseria.
Cabin can accommodate three zones - with en-suite shower and toilet.
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Morné Booij-Liewes
USAF B-52H SEEN OVER SOMALIA
A B-52 over Somalia.
On 15 February a United States Air Force B-52H bomber was photographed flying low over the Somali island of Koyama, about 42km south-west of Kismayo.
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HILE it sowed panic amongst local residents the purpose of the flight was not immediately clear until the U.S. Africa Command posted a statement on Twitter acknowledging the bomber mission, stating that “in concert with partners, a B-52 training mission occurred in East Africa. This longrange, unarmed training mission showcases the global reach and agility of U.S. forces. It also reflects our versatility and continued commitment to our partners. B-52Hs are currently forward-deployed to Diego Garcia, America’s outpost in the Indian Ocean and it is thought the bomber was operating from this base. In 2017, President Donald Trump’s Administration designated the southern part of Somalia, as an “area of active hostilities”. This led to a significant expansion in U.S. military activities aimed at combating Al Shabaab, including an increase in airstrikes against members of the terrorist group. While this particular flight was described as a ‘training mission’ it is also perhaps a veiled warning to the terrorist group based in Somalia. On 5 January the group launched a brazen attack on an airstrip that U.S. military personnel and contractors use in neighbouring Kenya known as Manda Bay and nearby forward operating location, known as Camp Simba. The attack killed one US military serviceman and two American contractors as well as destroying fixed and rotor wing aircraft.
FORMER BRAZILIAN MI-35MS FOR LIBYA? Reports in the French media indicate a possible sale of at least six former Brazilian Air Force (Forca Aérea Brasileira - FAB) MiL Mi-35M attack helicopters to the Libyan National Army (LNA). The helicopters were sold back to Rosboronexport and the purchase will be funded by the United Arab Emirates, which backs the LNA.
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WELVE Mi-35Ms (called the AH-2 Sabre in FAB service) were ordered in 2008. Deliveries were halted after the first six arrived due to serviceability and quality issues. They were all finally delivered by 2015 and were operated by 2°/8°GAv ‘Poti’ from Porto Velho, Rondônia state, in the middle of the Amazon for border protection and anti-narcotic duties. The LNA is a military organization formed in 2014 by Marshal Khalifa Haftar with the aim of overthrowing the Islamist leadership in the country. This faction has been trying to take control of the capital Tripoli over the past few months after expelling Islamic groups from Bengazi, Libya’s second largest city. . Boeing Max ungrounding/Undelivered Boeing Maxes fill car parks in Seattle.
A Brazillian Air Force Mi-35 Hind - going to the Libyan rebel group.
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Marcelo Lobo da Silva
Defence
Global 6500
Smooth ride into service Longest range | Largest cabin | Smoothest ride
The Global 6500 aircraft has the largest cabin, longest range and smoothest ride in its class. Please see businessaircraft.bombardier.com for more details or speak to your sales representative. Bombardier, Global, Global 6500 and Exceptional by design are registered or unregistered trademarks of Bombardier Inc. or its subsidiaries. Š 2020 Bombardier Inc.
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BUSH PILOT HUGH PRYOR
UGLY IS PRETTY As you might well know, when you go to a party where you don’t know anybody...always go for the ‘ugly’ girl, because she will be so happy that you chose to spend time with her.
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ORE than likely, you will enjoy a splendid evening together filled with great conversation and laughter. Chances are, that should you meet again, you will once again enjoy each other’s company. There is none of the hassle that you get when escorting a racy blonde bombshell. The ‘Piper Super Cub’ is hardly ‘sexy’ but is fun and a great friend in difficult circumstances. The Lear 25 on the other hand, looks racy and sexy, but like many beauties she can be cantankerous and occasionally extremely dangerous. Based on a failed Swiss jet fighter, it was born in the days before supersonic flight became the norm for fighter aircraft. People still did not fully understand the problems associated with ‘compressibility’ in transonic flight. The pilots of the day did not appreciate that, as the wings approach the speed of sound, a shock wave builds up above and below the wing, rather like the bow-wave of a ship. As the speed increases, the shock wave moves back across the chord of the wing. The problem is that the lift in the subsonic air behind the shock-wave is much greater than the lift in front of it and eventually at precisely .87 of the speed of sound (Mach .87) the horizontal stabiliser loses the authority to keep the nose up. When
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the Lear 25 stalls, it is so vicious that the subsequent nose-over imposes negative ‘Gs’ on the airframe powerful enough to eject the passengers and crew through the roof with their seats and for the wings to fail downwards. For this reason, they installed a ‘Mach Limiter’ to pull the nose up at Mach .84 in order to prevent the plane from nosing over into ‘Mach tuck’. During the year when I was a co-pilot on the aircraft, seven Lear 25s fell out of the sky under similar circumstances. The violence of the destruction spread the remains over such a wide area that it was difficult to identify the primary reason for the disintegration. It was not until investigators recovered two of the primary circuit breaker boards that they discovered the probable cause of the disasters...on each of the circuit breaker boards, the Mach limiter circuit breaker had been pulled. On further investigation, after talking to other Lear 25 crews, it turned out that there was an ongoing competition among Lear 25 crews to see who could get from San Francisco to Las Vegas the fastest. By pulling the circuit breaker, they could operate at Mach .86 with literally a couple of knots between ‘winning’ and losing everything. There were several other details which I found vaguely annoying about the Lear 25. The type-rating involved a course in gymnastics so that the flight crew could access the cockpit, without breaking any switches or bones.
Question: if you see a Lear 25 crew walking down the street, how would you know which one is the Captain and which is the 1st Officer? The Captain will have his head resting on his right shoulder and the co-pilot’s head will be on his left shoulder, because that is how they must sit on the flight deck. The fuel tanks are installed like torpedoes on the tips of the wings and when refuelling an empty aircraft, it is necessary to half fill one tank and then fill the other one, before topping off the first one, because if you fill one tank with the other one empty, the plane will fall over! Then there are the leading-edge deicing strips on the wings. In order to work efficiently, they have to be spotlessly clean. There was a joke among the engineers...” What has more fingerprints than the FBI?” And the answer was the Learjet de-icing strips. And did I mention the windscreen? They are made from Perspex, more than an inch thick and are difficult to polish without introducing distortions and scratches, so it was tempting just leave it until it was virtually opaque and then cleaning and polishing it would take an age. Okay, the Lear may turn heads with its sleek lines and sexy figure, but give me the good old Super Cub any day! We go back a long way and she gave hours of trouble-free friendship and fun. Maybe I am just an old Bush Bumkin, but I prefer to fly aeroplanes which can take me places where there are no officials trying to justify their existence by giving me a lot of ‘up-hill’, through airspace molested by unintelligible controllers and air-traffic-jams of enormous flying hotels, flown by ‘pilots’ who spend their lives being told what to do by computers. I don’t know about you, but I would prefer a Cub over a Learjet any day.
AIRLINES MIKE GOUGH
TO NOT FEAR THE REAPER My first encounter with South African Airways was in 1979, when I was ten years old. Our family was travelling from Salisbury, Rhodesia, to London, and it was an adventure of epic proportions for this kid.
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E had flown with Air Rhodesia to Johannesburg in a Boeing 720. This was a shorter-range development of the B707 and three of these variants were acquired by the Rhodesian government under a cloak of secrecy from Germany, in 1973. Our flight to London, via Ilha do Sal, was in a Boeing 747-200, ZS-SAN. I had seen a Jumbo Jet before, but had not flown in one, and was completely beside myself with excitement at the prospect of the flight ahead. During the cruise to Sal, a request to visit the flight deck was happily accommodated. My brother and I were duly stunned by the complexity of the flight deck, and the clever trick the Flight Engineer did with the light test that seemingly caused everything to light up with a wave of the hand. I remembered the registration as I asked what the letters meant, and my childhood fantasy of flying such an impossibly complicated aircraft became reality when I operated as a crew member in that same aircraft in 1998. On the ground in Sal Island, we were all obliged to disembark while the aircraft was refuelled. As we filed out of the cabin, we walked past a middle-aged lady lying across a row of economy seats, in desperate medical distress, being attended to by multiple cabin attendants armed with oxygen bottles and first aid kits. I was
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horrified at her obvious gasping for life, and it is an image that has been etched forever in the mind of the younger me. She died whilst on the ground at Sal, and for whatever reason, accompanied us on the next sector to London, wrapped in blankets and secured on the last row of seats at the rear of the aircraft. We did not land at Heathrow as planned, but diverted to Gatwick, and I have no recollection as to why this happened. Overall, an eventful introduction to long range flying. I joined SAA on the 3rd of November
1997 and commenced training on the 747 Classic a few days later, as a third pilot. The company, the aircraft and its complex type rating course, combined with the personalities involved completely redefined my outlook on aviation. Part of the induction course saw our intake of seven (me being the most junior, and the only non-SAAF pilot in the group) being taken to each division of the operation, and the capability of the company then was truly remarkable. The need to fly around â&#x20AC;&#x2DC;The Bulgeâ&#x20AC;&#x2122; of Africa (as I did on that memorable flight 17
years earlier) had been politically re-negotiated a few years prior to my joining, and direct Europe and UK flights were then the norm. However, while this was in effect, the need to push Boeing’s products to the absolute limits of performance resulted in some significant innovation and technical prowess being developed at the company. This was further compounded with the ‘hot and high’ conditions of our home base of Johannesburg, as well as the embargos and sanctions that had previously been in effect on the Nationalist government. As a result, we could do complete overhauls of all the jet engines on the fleet and had a fully functional test rig for post-maintenance
FROM DAY ONE, ZUMA OPENED THE SPIGOT OF ‘ACCEPTABLE CORRUPTION’ engine certification. This capability extended to modifying the 747’s engines to Gold Star standard, which allowed ‘Bump Thrust’ for extreme heavy-weight take-offs. This essentially allowed us to legally over-boost the engines for a few minutes at take-off, and I remember seeing on a few occasions all four red warning lights illuminate on the EGT (Exhaust Gas Temperature) gauges. We had approval from Pratt and Whitney as well as Rolls Royce to weld-repair high pressure fuel lines – which is a big deal. Our welding, structural fabrication and repair capabilities were legendary world-wide. Component and sub-assembly overhaul and repair covered everything from generators to the massive landing gear assemblies of the Boeing and Airbus A300 fleets. I recall the tour of the instrument and avionics sections, housed in the only ‘tremor-proof’ building in the country. This allowed complete rebuild and calibration of the highly sensitive flight instruments and INS units (Inertial Navigation System), used by the long-range aircraft. Any seismic activity could adversely affect these calibrations, and through a complex design of the structure and foundations of this building, nothing short of a significant earthquake would register within it. The training section was (and I will confidently say – still is) a globally acknowledged centre of excellence. I was initially completely overwhelmed as to the depth of experience of the individuals involved, which was the daily norm for the classroom and then the Full Flight Simulator (FFS) phase. This twin-turbine greenhorn had to suddenly find his A-Game just to keep up. Innovation and self-reliance were evident in the simulator section. In the early ‘70s, the quality of Eskom’s product was not to the liking of the engineers in this department. I suppose then there was at least a reliable supply of it… In the basement beneath the building a device was built to smooth out the spikes and frequencies of the incoming power, which
consisted of a huge electric motor driving a generator, which in turn powered the 747 simulator. Ironically, this now fairly ancient device still powers the modern A320 FFS, which resides where the Classic sim used to be. With so much innovation, technical and flying expertise, why has the place gone to hell in a handbasket? Originally, as part of Transnet, independent financial reporting was not required and did not happen. The earliest ‘independent’ financials I can find are from 2001, which indicates performance back to 1998. However, this report is then contradicted with the 2003/4 annual report, and the practice of re-stating financials seems to be a recurring theme in just about every subsequent report. Unbundling from Transnet happened at the end of 2006, and the ‘new’ SAA was immediately saddled with a R7bn fuel hedging loss, despite this happening under Transnet’s watch. Fingers were pointed, and a few heads rolled, but the impairment remained on SAA’s balance sheet. This period (2007 to 2009) was characterised by some serious political turmoil, from which the entire country has taken political, economic and reputational blows from which we are all still reeling. This, of course, was the beginning of the Zuma era, and the same year of his inauguration (at which I crewed one of the fourship A340 fly-past), was the same year the ruinous Dudu Myeni was installed at the SAA board. From day one, Zuma opened the spigot of ‘acceptable corruption’ and almost without exception, the entire deployed ANC cadre body joined in with wild abandon. The apparent pre-disposition to outright criminality exhibited by South African politicians, their minders and minions, has been showcased to the world ever since. There was actually a turnaround plan in action at SAA during this time that yielded positive results. Three years of profits, 2009 to 2011, ensued. The rest is a horror story, as good people were hounded out of the organisation, and completely unsuitable individuals were placed in positions that they had no chance of coping with. When Myeni became chairperson, the financial collapse gained momentum. SAA Annual Financial performance: 2010/11 782m profit 2011/12 843m loss 2012/13 1.2bn loss 2013/14 2.6bn loss 2014/15 5.6bn loss 2015/16 1.5bn loss 2016/17 5.6bn loss 2017/18 5.7bn loss Over this period, the entire country simply looked on in morbid fascination, and the ANC government when not actively looting, looked the other way. Now, there is a strong call within civil society to shut the airline down. The ANC, as ideologically and factionally conflicted as ever, cannot as usual, speak with consensus on this. The logic of killing off the victim as opposed to dealing with the abuser is bizarre to say the least, but understandable in the climate of zero accountability in South African politics. Frustratingly, even the official opposition would like us buried, instead of uniting with civil society groups (such as OUTA) and with our pilots’ association SAAPA, to take the corruption on head-first. The government guaranteed a raft of loans to SAA as well as
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doling out a few small cash injections. These overlap and replace each other and therefore are difficult to assimilate in a factual manner. Actual debt has been bandied about as anywhere between 25 and 40 billion by the press, although additional debt taken on to pay off historical debt, combined with rolling some debt over, makes it a murky picture. It has emerged in the past few weeks that only 12 to 18 billion of SAA’s debt is actually guaranteed, with around 9 billion being paid off in the next three years by government. Arguments that money spent on keeping SAA alive could have been better spent elsewhere is simply laughable in terms of how our government works. The very recent 3.5 billion from the Development Bank would not have built schools or hospitals as some may fantasise. It would just find its way into back pockets through other nefarious schemes. Get real. This is South Africa. That money will have been burned through by the time you read this. Which brings us to our current and very real, dire situation – Business Rescue. Having conversed with people close to the process, things are indeed desperate. There are a few options available, with the first always top of mind.
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1.
utright Liquidation. Creditors O will get nothing, and the government is the biggest one. 2. Structured Liquidation. Creditors to line up and hope for a few cents on the Rand. 3. Downsize, reduce and retrench. Government is adamant that no jobs shall be lost. Typically, in line with socialist thinking, and impossible to achieve. 4. Hang in for further government guarantees, as this is to be announced in the State of the Nation Address, but we will financially starve to death before this materialises in July. 5. Restructure and open up to an equity partner. Not as fanciful as some may think – some serious players want a piece of us, but our conflicted government won’t let us go. The actual BR process currently underway is not a restructuring or turn around in any way. It is a slash-and-burn exercise. Actuaries are looking at cold numbers, dividing cash by days ahead to calculate the moment when the lights will be switched off. Flights dispatched daily depend on cash up front for fuel. It’s not a pretty thing at all.
The very reason that South Africa punches way above its weight in aviation globally is due, by no small measure, to having a national airline of our capability that turned 86 years old this month, and the second oldest Airforce in the world, that turned 100, also this month. The cross-pollination of skills from these two entities have positively affected every other aviation operation in southern Africa and has literally sown the seeds of our own success in this most complex field of human endeavour. The loss of either or both will broad side the entire industry in ways that the average detractor or politician would ever be able to comprehend. What the current level of management, both within government and the airline, has done to the once proud institution of South African Airways, is criminal. Around the time this is being printed, The Plan is supposed to be released, and anything and everything could change between now and then. I am reminded of that desperately ill passenger during our stop in Sal Island. The situation is dire and the chance of not making it is real. I am not ready for Last Rites.
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PROFESSOR PHILIPPE-JOSEPH SALAZAR
LEGAL E AG LE:
GETTING TO GRIPS WITH THE DETAILS OF AIPS If you think the weather may be below limits, what should you do? The first thing would be to check what the limits actually are.
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OU start by checking the latest changes to rules, regulations and all the stuff that is still part of the ‘Integrated Aeronautical Information Package’. I say “still” because a proposal was made to take out “Integrated” from the list of Definitions at the beginning of the Civil Aviation Regulations (CARS). Anyway, integrated or not, the Aeronautical Information Publication (AIP) is fascinating reading, especially when parliament is caught in the turbulence of political grandstanding, and aviation legislation lies in the proverbial doldrums. Let’s take a look at a type of document related to the AIP that general aviation pilots tend to disregard, the Aeronautical Information Circulars (AICs). What is an AIC? “An AIC is a notice containing information that does not qualify for the origination of a NOTAM or for inclusion into the AIP, but which relates to flight safety, air navigation, technical, administrative or legislative matters . . . AICs are classified into the following subjects—General, Operation of Aircraft, Personnel Licensing, Air Navigation Services, Aerodromes and Airworthiness” (see my Air Law, section 2.5.2). Quite important, don’t you think? AICs are organized in alphabetical order with sub-categories: A for General (admin, legislation, registration, training, reports, events), B for ops, medical, safety, navigation and landing aids, equipment, military, C for licences, D for air navigation services, E for aerodromes. You begin to realise why they are important to safe flying. Here is an interesting AIC recently posted that might have gone unnoticed: AIC Series A 001/2020, 27 FEB 2020 (That is the proper reference style). It provides a list of aerodromes and helistops, updating AIC 007/2019. A slate of helistops have been removed (mostly at hospitals) as their licences expired, and a whole lot have been updated, usually at industrial, mining or resort venues. BTW: “licence” and not “license” as this AIC says erroneously. Refer CARS: “licensing” as in “personnel licensing, licensing authority”, but “licence” as in “pilot licence”. Oddly there is no definition of a “licence” in CARS 1.01.1. And another BTW: Licentious takes a ‘t’.
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Back to this new AIC. It has practical implications: if on a nav you want to land somewhere, first check the list and see whether your intended airfield is legit. Surprise! It is not there! Has it vanished into thin air? You think I’m being funny? Negative. FANY has disappeared! You thought, let’s stretch my legs at Nylstroom. Well, you still can, provided that you make sure you are allowed to land and you reconnoitre the strip before putting wheels to the ground – it is no longer licensed, so you have to take precautions to cover yourself against liabilities. That is the practical implication of this little unnoticed AIC. My personal dream is not FANY but FAME – I don’t mean fame, but Marion Island added to my logbook. But how could you have missed the vanishing of FANY? Perhaps the diligent club member-in-charge had better things to do (buying beer), but to make his, or your case worse, a notice by way of a recent Amendment (AMDT) to the AIP should have alerted you: AIP AMDT 1/20 of 15 JANUARY 2020 (that is the other, proper reference style) states, unequivocally (typo included), that “FANY AD license withdrawn”. This brings us to take a look at how to read and use Amendments to AIP, and to AMDT 1/20. AIP Amendments come up on the CAA website on a dedicated page, http://www.caa.co.za/Pages/Aeronautical Information/ Aeronautical Information Publication.aspx On that page you’ll find a Control sheet, AIP AMDT, which is published every 15th of January, April, July and October, and the relevant documents, all in PDF. The Control sheet only lists changes. How do you navigate that information? First, you read the Control sheet, then you select what interests you, finally you access the relevant updated section of AIP. Where is it? On the CAA website, on the page mentioned. Now you have in front of you the updated AIP section. Simple! … But wait. Don’t taxi yet. Let us look at the AMDT 1/20 effective 15 January 2020. First change of note (among many others): it indicates a change of frequency for FAD 183 (AD: danger area), in plain English the Johannesburg Helicopter General Flying Area (caps as in the AIP). The Control sheet says, “ENR 5.1: FAD183 Johannesburg Helicopter General Flying Area frequency”, but it does not tell you what the new frequency is. To get it you have to access the relevant PDF of the updated pages, in this case ENR (ENR= en route) 5.1.
And at 5.1-30 (“30”, you find out when you look at the page itself), voilà: FREQ: 124.4 MHz. Not so fast. How do you spot the change on the updated page ? Easy: on the new page itself a vertical black line, alongside the boxed text, alerts you to the change. However that marking is not always very intuitive. In this specific case, because it is set against the entry “Lateral limits -The area bounded by lines drawn as follows” you might think, rashly, “gosh! they’ve changed the lateral limits!”.
No, my chopper friend, it only relates to FREQ, as you will see if you first look at the AIP Control sheet, which says: “ENR 5.1: FAD183 Johannesburg Helicopter General Flying Area frequency”. But again, it can be quite confusing. In short: look for the black line, then read again what the Control sheet says, and look back at the updated page. Under normal circumstances, an AMDT should have found its way into the relevant section of the AIP books owned by your club, school or yourself, the new pages of which should have been inserted in those heavy blue volumes that are gathering dust on top of the bar fridge where the mascot cat surveys the lay of the land. The Control sheet is actually helpful, spoon feeding you even: it explains exactly what pages are to be inserted or replaced in the AIP and how to do it. If you check in the books themselves, do make sure you are looking at the updated page : check if in the footer of the page there is the mention AMDT 1/20 and in the header the date 15 JAN 20 (in this quoted AIC). Or just read it online as mentioned, where it should be correct. What to do with old pages, in those blue books? Make sure they are put away, and marked, in red, DISUSED. Accidents can and will happen if a student or a club member uses old information. For now you are good to go, but remember to check again on 15th April, July, October. Staying up north and with this latest AMDT 1/20, the Control sheet itemises changes to “ENR 2.1: Revised FAKN TMA, revised Johannesburg North East airspace” and to “ENR 2.2: FAKN Special rules area, Johannesburg North East frequency”. But the Control sheet is somewhat confusing. At a closer look the amended pages for ENR 2.2 (in effect 2.2-13) do not reflect a frequency change but a significant airspace change:
Let us see whether you can spot the difference between previous and current rules (if you do, you win a transparent, untethered windsock courtesy of SA Flyer): Previous: The airspace below the Kruger TMA, excluding that part of the Kruger National Park, between ground level and 2500FT ALT, which falls below the Kruger TMA, is declared as a Special Rules Area and termed as the KRUGER SPECIAL RULES AREA. Current (effective 15 January): The airspace below the Kruger TMA, excluding that part of the Kruger National Park, between ground level and 2500 FT ALT, which falls below the Kruger TMA excluding FAKN TMA E, is declared as a Special Rules Area and termed as the KRUGER SPECIAL RULES AREA. However there is a frequency change, affecting Johannesburg North East but it falls under ENR 2.1 (2.1-39, to be exact) and not,
as listed by the Control sheet, under ENR 2.2. The new frequency is 134.40 MHz:
Again, note the black line and do not get more confused than necessary. But the AMDT 1/20 phraseology is correct in signalling a (massive) change with regard to airspace under “ENR 2.1: FAKN TMA, Johannesburg North East airspace”: a Class C airspace has been added to Johannesburg Northeast, as reflected in the updated section 21.1-40:
All of this reminds us, both seasoned and unseasoned pilots, to apply the golden rule given to me by a highly respected airline pilot, ex SAAF, and handed down to him by a WWII aviator and instructor military: “In God we trust, the rest we check”. And on this note, till next time, check the rest, please – and fly safe! Postscript: From a Personal Communication to Prof Salazar from Dr Sifiso Eric Ngesi, Researcher, Portfolio Committee on Transport, SA Parliament: The Civil Aviation Amendment Bill [B44-2018] is currently before the Portfolio Committee on Transport (of the National Assembly). The call for submissions (comments) commenced on 26 November 2019. By 15 January 2020, nine submissions had been received by the Portfolio Committee and the tenth one missed the deadline. Public hearings on the Bill have been scheduled for 4 March 2020. The two other aviation Bills that were revived and referred to the Portfolio Committee on Transport in the 6th Parliament by resolution of the National Assembly on 29 October are the Airports Company Amendment Bill [B5-2018], as well as the Air Traffic and Navigation Services Company Amendment Bill [B6-2018]. The Portfolio Committee on Transport deliberated on these two Bills on 11 February 2020 and recommended that the National Assembly pass the Bills.
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Defence D arren O livier
DENEL
What will it take to save it – and the SAAF?
Frank Boekkooi
If Denel does not get the bailout it needs, the Rooivalk will be grounded, despite its proven combat success record.
In the first part of this piece, published in the January edition, I explored the tragic fate of Denel’s aerostructures business as a result of State Capture, along with the impact on the rest of the company. This month I’ll look at what options exist to rescue Denel in a way that it no longer requires direct government support and can become sustainable in its own right.
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N 10 February, the ratings agency Fitch removed Denel from its Rating Watch Negative (RWN) list and gave it a ratings outlook of ‘Stable’. While it reaffirmed Denel’s long-term credit rating as B(zaf), unchanged since it downgraded the company from AA-(zaf) a year ago, this still represents a sharp improvement in the
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way Denel is perceived by the investment community. Fitch based this decision on the combination of the restructuring that has already occurred under the new executive team, led by Danie du Toit, as well as the R1.8 billion capital injection by the South African government late last year that allowed Denel to finally emerge from its crippling cash crunch and begin resuming
deliveries. However, Fitch’s statement noted that many challenges remain, mentioning Denel’s weak short-term capital structure, a year on year decline in revenues from R5.8 billion to R3.8 billion, ongoing liquidity constraints, and an inefficient operating setup. They’ve essentially stated that unless Denel can restructure itself over the next few years to substantially reduce its cost base, improve cash flows, cut non-core businesses and refresh its product lines it’ll be stuck in a short-term loan and liquidity cycle that’ll bring it right back to the same point in a few years. A more permanent solution is needed. To this end Denel provided a dramatic turnaround plan to both the government and Parliament. In it, the company announced plans to shut down (or sell) its aerostructures, properties, satellite, gear manufacturing, foundry, demining and canine training, in-house insurance, and Land Mobility Technologies divisions. Aerostructures was already closed at the time of writing. Divisions and business areas that are regarded as non-core and will be spun off into joint ventures or strategic equity partnerships, as Denel did in the past with Optronics and RDM, are the Rooivalk MkII, the MRO business within Denel Aeronautics, UAVs, armoured vehicles, small and medium calibre munitions, infantry weapons, optronics, mechatronics, and maritime MRO. Then only listed core business areas are infantry systems, artillery systems, missiles and precision-guided munitions (PGMs), integrated systems, cyber systems, and the Overberg Test Range. The remaining stake in Hensoldt Optronics will be sold.
underinvesting in its UAV product line, a joint venture in this area might be a net positive from a SAAF point of view. Yet this all must be done if Denel is expected to be a sustainable standalone business. The company’s operating structure has never truly made sense, being organised along the lines of a conglomerate of mostly independent subsidiaries and divisions that for the most part don’t share technologies, facilities, or projects. It was formed in 1992 not with much thought to operating efficiencies and synergies but only as a way
at the time, as it merely postponed the reckoning and prevented Denel from being made self-sufficient earlier. It also left Denel acutely vulnerable to the effects of State Capture during the Zuma era thanks to its precarious cash flow and reliance on bridging finance. It’s vitally important that the same mistake is not repeated this time around. First, Cabinet must decide which capabilities within Denel it considers to be so critical and sovereign that they cannot be lost, and it should commit to keeping those operational
to remove all manufacturing from Armscor, allowing the latter to focus on procurement, project management, and defence-related research. The first real effort to rethink its structure was in 2006 under the leadership of Shaun Liebenberg, which resulted in selling off majority stakes in Denel Optronics (now Hensoldt Optronics) and Swartklip, Somchem, and Naschem (now Rheinmetall Denel Munition) and some internal re-organisations. It was mostly effective, but incomplete: While it meant that Denel was able to make a profit by 2011, it did not go far enough, and it did not remove the company’s dependence on shortterm financing. The biggest reason for this failure was that, even though it had approved Liebenberg’s turnaround plan and its required funding, the government never provided a R1.7 billion capital injection required to complete the restructuring and renew old manufacturing equipment. It also blocked some joint ventures, such as an attempt by MBDA to buy part of Denel Dynamics. In hindsight this was foolish short-term thinking on the part of Cabinet
with direct and ring-fenced funding if necessary. It’s unreasonable to expect Denel to maintain those capabilities even at a loss while at the same time insisting that its executive team must make the company profitable. That funding does not have to be in the form of direct subsidies, it can be done via a guaranteed regular stream of production and R & D orders, as is done by European, Asian, and North American governments in support of their critical defence industries. Second, the second tranche of the agreed-upon cash injection, amounting to a further R1 billion, must be made available in this month’s budget. Without it the restructuring will stall part way, leaving Denel in more or less the same state as before. This is not the time to focus only on the short-term, the objective must be to solve the problem for good. Note: The first part, published in January, contained an error that crept in during the publishing process. It contained a reference to ‘Denel Aerospace’, which of course does not exist, when it should have said ‘Denel’s aerospace divisions’. We regret the error.
Denel's divestment plans.
Therefore, if Denel’s proposed restructuring goes ahead, and is completed as planned, the only aerospace business that will definitely remain a core part of Denel is the missile and PGM side of Denel Dynamics and the Overberg Test Range. Everything else might be sold or spun off, depending on the outcome of case-by-case evaluations. The implications for the South African Air Force (SAAF) are broad. As the MRO side of Denel Aeronautics is the OEM for the Oryx and Rooivalk, as well as for the C-130BZ upgrade, if it shuts down it will likely force the SAAF to retire those types from service. Moreover, as Denel Aeronautics also performs critical maintenance on other aircraft in the SAAF’s fleet, such as the A109s, a folding of the business could make the ongoing support of all those types prohibitively expensive by requiring outsourcing to foreign MROs. In short, the South African Air Force will be utterly crippled if the repositioning of Denel’s aviation MRO side into a sustainable business fails and must shut down. The possibility of this happening has been keeping SAAF planners up at night, yet with the force’s limited budget they’re largely powerless to affect the process. Similarly, whatever happens to the Rooivalk MkII business will affect the SAAF deeply, as it’ll determine whether there is any upgrade path from the present Mk1 Block 1F standard as used operationally. Denel has proposed a Mk1.1 upgrade to the SAAF, which would include refreshed avionics and a few modernisation steps to sharply reduce operating costs, but the capabilities to carry out those upgrades might be spun off into the Mk2 business. Denel’s goal of course would be for the Rooivalk Mk2 business to become a joint venture with a cash-rich defence company in another country that could provide the funding to complete development and industrialisation, but that seems an ever more distant possibility as the years go past. It also means that while the SAAF might benefit from not having to fund future development itself, it would also lose any control over the direction of that development. UAVs, too, will be a concern as Defence Intelligence operates a number of Denel Dynamics Seeker 400s, and the SAAF still has a standing requirement for which the Seeker 400 was downselected. However, given that there are no other local UAV manufacturers producing systems in the same class, and that Denel has been
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Companies
CAPITAL AIR
is now a BLR representative Rand Airport based helicopter specialist, Capital Air, has been named
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BLR’s newest FastFin® System Service Centre.
ITH performance enhancing products on more than 5,000 helicopters and fixed wing aircraft world-wide, BLR is committed to providing excellent field support and backup by providing worldwide training on their systems. To this end they carefully select product support and installation partners. For Southern Africa, BLR has selected Rand Airport based Capital Air as their newest certified service centre for BLR’s FastFin® Systems and Dual Tailboom Strakes. Mike Carpenter, President of BLR Aerospace says, “We expect great things from our partnership with the experienced technicians at Capital Air and are thrilled to bring all the performance and safety benefits that come from our systems to South Africa.” BLR TAILBOOM STRAKES BLR’s Dual Tailboom strakes have been conclusively shown to provide more performance, with less pilot fatigue. They have been shown to be the most costeffective, multi-functional, value-added modification ever developed for single-rotor helicopters with enclosed tailbooms. BLR Tailboom strakes work by organising and controlling rotorwash,
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reducing undesired sideways lift on the left side of the tailboom. By reducing turbulence under the tailboom, Dual Tailboom Strakes reduce tail rotor pedal reversals by up to 38 percent. Performance Highlights for the Bell 206L include up to 150 lbs of additional out of ground effect hover performance. FASTFIN® TAIL ROTOR ENHANCEMENT BLR has developed and certified its FastFin® Tail Rotor Enhancement and Stability System for installation on Airbus H125 helicopters. The system is available for all models of AS350, and certified performance is available for the B1, B2, B3 and H125/B3e. FastFin uses advanced airflow management to increase the effectiveness of the H125 anti-torque system for significant increases to hover load and stability. The FastFin is comprised of an Advanced Tailboom Aerodynamic Cowling (ATAC), a Tailboom Strake and Vortex Generators. The H125 (AS350 Series) FastFin System is
ABOVE: How the tailboom strake works. LEFT: The BLR Tailboom strake on a Squirrel.
available to the aftermarket and as a factoryinstalled option on new H125 helicopters and most of the Bell 200 and 400 series helicopters. CAPITAL AIR Capital Air is an experienced helicopter and turbine engine sales and support company with over 200 employees. Based at Rand Airport, Capital Air Ltd, Capital Control Centre Ltd, and Capital Air Security Operations Ltd, functions as one to provide a complete professional and effective inhouse aviation solution. For more information visit BLR’s website at www.BLRaerospace.com and Capital Air’s website at www.capitalairsa. com.
Feature G arth C alitz
SAAF PRESTIGE DAY PARADE Not a Centennial Celebration
The South African Airforce has historically celebrated its birthday on the Friday closest to 1 February. All the major milestones were deemed worthy of a special badge or emblem. But not this year, which many old SAAF members thought should have been the greatest of all milestones - the centenary of its founding – its 100th birthday.
A
S the SAAF geared up for their Centenary Celebrations an order came from up the chain of command that no mention of the word Centenary or the numerals 100 were to be used in any form regarding the SAAF. The exact origin of this order is not known, it does however appear to be political, so it is considered likely that it originated from ANC headquarters
at Luthuli House. The slogan “Embrace our collective heritage” was then chosen to represent the day. Many consider this ironic as the opposite appears to have been the case, in that a strong attempt was made to expunge the initial 75 years of SAAF history. On the day, the ‘Prestige Parade’ was on a much larger scale than has been seen any time in the past few years, with many current operational aircraft taking part, despite severe budgetary constraints. In the past the fly-pasts were made up of
A 21-ship helicopter formation opened the 'centenary celebration'.
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predominantly of SAAF Museum aircraft with a few operational aircraft thrown in the mix. On arriving at AFB Swartkop, guests could feel the anticipation in the air with the apron full of aircraft and the excitement at levels that haven’t been seen for many years. Once the parade had been brought to ease, the sky was filled with a multitude of parachute canopies from the Golden Eagles Parachute display team, Special forces and the Pretoria Defence Skydiving Club. The huge 85kg South African National flag was part of the drop. Lieutenant General Fabian “Zakes” Msimang Chief of the Air Force then made his way to the podium, amid a 15gun salute provided by members of the SA Army Artillery. Once the CAF and revue officer for the parade had taken his place, a two-ship flag formation of Agusta A109 helicopters flew past proudly flying the National and SANDF flags. A mass flypast of SAAF assets followed with the CAF proudly saluting the waves of aircraft that passed overhead. The first flight, a twenty-one ship helicopter formation was made up of both current and museum aircraft. The next flight was a twoship formation of a SAAF Museum Cessna C185 and an Atlas C.4M Kudu. They were followed by a five-ship formation of North American T6 Harvards, “the school master of the skies.” The Harvards were from
Flying the flag - Agusta A109s.
the SAAF Museum and the Harvard Club of South Africa. A transport formation followed. Led by a now rarely seen TP-47 Dakota, three Cessna C208 Caravans from 41 Squadron and two Casa 212s from 44 Squadron completed the six-ship formation. This was followed by a tight eight-ship formation of four Saab JAS 39 Gripen fighters and four BAE Hawk MK120s. Both types are based at AFB Makhado in the Limpopo Province. “Inkwazi” the SAAF’s Boeing 737-7ED (BBJ) used as a presidential aircraft led the next flight. The BBJ was joined by a Dassault Falcon 50, and accompanied by the “Silver Falcons” aerobatic display team in their Pilatus PC7 MkIIs. Lt-Gen Msimang then called upon the officer Commanding Air Force Base Ysterplaat, Col Moatshe, to join him on the podium and receive the trophy for the Prestige Base of the Year, this is the second year in a row that AFB Ysterplaat has won this award. Lt-Gen Msimang, despite the political limitations placed on him, delivered an inspiring speech highlighting the formation of the SAAF by Gen Jan Smuts and Gen Pierre van Ryneveld, a process that started in 1917. Gen Msimang referred to himself as the 21st Air Chief in the pre and post 1994 history of the South African Airforce and said “My prayer today is, as we acknowledge the history of our Air Force and as we celebrate 25 years of a democratic SAAF” in those few words he acknowledged the 100 years of proud SAAF history. Gen Msimang addressed the increasing threat of terrorism, ethnic nationalism and fundamentalism known as TENF. “As our Armed Forces modernise and become more technologically advanced, careful attention must be
given to having a balanced and broad enough suite of capabilities that can address the challenge of TENF. Developing a common understanding of the extent of the threat is the first step in coordinating a national and integrated regional counterterrorism response,” he said. “Our borders are the physical manifestation of our national sovereignty. Yet we experience unprecedented illegal cross-border migration, human trafficking, the smuggling of small arms and light weapons, trafficking in stolen goods and property and the illegal harvesting and transfer of natural resources. Similarly, we are also challenged by maritime crime in our Exclusive Economic Zones, piracy on the high seas, the illegal exploitation of maritime resources and the uncontrolled movement of people and goods at sea. The international response thereto has seen Multi-National Joint Task Forces being formed and deployed to high-risk areas. One of the difficulties such task forces face is reliable shared-maritime domain awareness.” Gen Msimang concluded his address with a passionate plea; “Ladies and gentlemen, I present to you: Your Air Force – The Peoples Air Force which is here to serve and defend you unconditionally. Nurture it and keep it relevant. Let us Love, Respect and Protect our beloved country.” A group of young children were brought onto the parade ground, they released a flock of white doves and balloons printed with “SAAF 2020”. A mass Harvard shutdown and a flypast by the SAAF Museum’s De Havilland Vampire brought an end to the celebration.
Gripens and Hawks.
Presidential Boeing and Falcon lead PC7-Mk72s. Lt-Gen Msimang hands Col Moatshe best air base trophy.
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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
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SA Flyer 2019|03
For our list of available aircraft head over to our website www.ascendaviation.co.za.
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COMPANIES
SKYSOURCE INTERNATIONAL Quality is our Passion
S
KYSOURCE INTERNATIONAL South Africa, a South African Civil Aviation Authority (SACAA) approved Aircraft Maintenance Organisation, as well as an approved USA FAA approved facility, situated at Lanseria International Airport, and strives to provide its clients with only the best quality service, ensuring a relationship with trust, confidence, integrity and peace of mind in a job well done. Specialising in turbo prop aircraft Skysource International SA deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe, avionics and sheet metal repairs. With highly skilled and experienced and professional technicians, Skysource International SA strive to only deliver the best quality service beyond its client’s expectations. “As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it,” said Manny Skysource International 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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Aero Services
A
ERO SERVICES (PTY) LTD is a SACAA Approved Design and Manufacturing Organization (DMP21) supported by our AMO (1429) specializing in aircraft composite repairs. Our approvals make us uniquely suited to provide turnkey services for your rotor or fixed wing aircraft, whether it be spare parts made per sample (PMA) composite manufacturing and refurbishment or a full supplemental type certificate (STC) Our services include, Reverse engineering and bespoke design, CNC Routing, Pattern making, Vacuum forming, Robotic trimming, FRP molding, PU and elastomer casting for any industry. Our composite AMO repair processes are supported by highly trained technicians with on wing hot bonding repair capability to assist with AOG situations. To reduce the repair turnaround time we offer a full turnkey repair to include painting of the part if the customer requires it. Even though our main industries are in Aerospace, Rail and Defence, we provide services to a multitude of other industries. Please contact us at: sales@aeroservices.co.za Tel: +27 (0)11 395 3587 Cell: 082 601 7376 http://aeroservices.co.za Northern Perimeter Road, Safair Operations Complex, OR Tambo International Airport, Bonaero Park,1619
SA Flyer 2015|07
C W Price & Co Aircraft Headsets For over 50 years, Peltor has led development in protection and communication for anyone who spends time in noisy environments. All headsets in the Aviation 8000 series have ambient noise compensated differential microphones. The earphones have a broad frequency range for good sound reduction in Fixed Wing Aircraft and Helicopters. Ground Power Unit You can depend on Hobart for full support of your aircraft’s power requirements AC or DC. Hobart has earned the reputation of being the “standard” in the industry, trusted for the superior power quality and excellent durability. The Red Box RB Series These man-portable GPU’s use the latest in dry lead acid military / aviation technology which offers many valuable features. Very rugged, they can be operated, stored or transported in any orientation, even inverted. Safely transported in aircraft, land or sea, they produce massive power for comparatively low weight and small size. They hold their charge for long periods when on standby or in storage. Eagle Tow Tug Nothing moves you like an Eagle tug. Designed and built to meet the varying demands of regional airlines, corporate flight departments and military flight ops. The Eagle TT series All-Wheel Drive aircraft tractors pack a lot of power in a small package. The advantage of All Wheel Drive provides safe controlled traction on all surface conditions.
C W Price and Co Tel: (011) 8054720 Fax: (011) 3156275
Email: cwp@cwprice.co.za
FlightCom Magazine
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COMPANIES
Mistral Aviation SPIDERTRACKS Services A LEADING PROVIDER OF Mistral Aviation was founded in 2002 with the aim of addressing the high cost of operating aircraft thousands of miles from the original equipment manufacturers. (OEM).
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T Mistral we believe that by utilising the favorable labor rate and local expertise within South Africa, the cost of importing the spares can be offset whilst producing a product comparable to that of the European and US
facilities. Mistral Aviation is an independently owned company and has always traded as Mistral Aviation Services. We are in no way linked with Mistral Aviation, based in the DRC, orany other companies with similar names.
S
PIDERTRACKS, a leading provider of satellitebased real-time flight tracking, active flight following and communication solutions, recently announced the launch of their nextgeneration hardware - Spider X. Built on the advanced functionality of its predecessors, it makes flight data monitoring (FDM) accessible for general aviation as a simple, easy to install, lightweight and affordable solution. Expanding on the power of Virtual FDR™, it introduces an attitude and heading reference system (AHRS) - data is transmitted over the air, providing simple & easy access to information about an aircraft’s orientation and position. Designed in-house, specifically for aviators, it’s packed with forward-thinking tech such as WiFi, Cellular, Bluetooth, USB-C, and serial port interface capabilities. Spidertracks are carving out a unique opportunity for digital transformation within a traditionally analogue industry. They’re looking to redefine the way data is accessed & received from an aircraft, delivering more usable insights & solve problems the industry faces. SA Flyer 2017|07
Contact Details Telephone: (27) 011 397 7 478 Fax: (27) 011 397 1143 E-Mail: Peter@mistral.co.za Website: www. mistral.co.za Address: Unit 2B,46 Kelly Rd, Jet Park Gauteng, South Africa
SATELLITE-BASED REALTIME FLIGHT TRACKING.
WE OFFER THE INDUSTRY INTEGRITY, RELIABILITY, EXPERIENCE AND A DEPTH OF KNOWLEDGE
We overhaul, repair, test and modify wheels, brakes and land ing gears
Safair North Perimeter Road, OR Tambo International Airport, Bonaero Park, 1619 Tel: 081 755 2534 Fax: 011 395 1291 Email: peter@mistral.co.za
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w w w. i n ve s m e n t a i rc r a f t . c o . z a
SA Flyer 2020|03
Hangar 11, Rand Airport, Germiston, 1401.
1968 Piper Cherokee PA28-140
2002 EC 120
2007 Bell 206-L IV
AFTT: 7,040 Hours MPI Done: 28.03.2019 SMOH: 1,375 Hours
AFTT: 9,157 Hours Cycles: 11,887
IFR Panel, Pilot Toe Brakes, 625 Hours Rem on Engine.
AFTT: 3,200 Hours Total Landings: 7,526 SMOH: 102 Hours Well Equipped, Well Maintained, Freshly Overhauled Engine, Re-Painted in 2017.
Composite Baggage Door, Van Horn Tail Rotor Blades, FDC/AeroFilter Barrier Filter.
Price: R 325 000.00 +VAT (If Applicable)
P.O.A
Price: $ 1 195 000.00 +VAT (If Applicable)
2010 Pilatus PC12/47E
2012 Robinson R66
1981 Beechcraft King Air B200
AFTT: 1,866 Hours Total Cycles: 1,776 Engine TBO: 3,500 Hours Additional Air-Conditioner, Well Maintained, Executive 8 seat Interior, Cargo Kit, Low Airframe Time
AFTT: 890 Hours Active Collective Time: 800 Hours Engine TBO: 2,000 Hours
P.O.A
Price Reduced, 800 Hours Total Time, Air-Conditioning, Dual Controls, 9 Hole Panel.
AFTT: 12,424 Hours Total Landings: 10,801 Cycles Engine TTSN: LH: 12,367 Hours RH: 12,343 Hours Date of last OH: LH/RH: 21 May 2008 Prop TTSN: L/ RH: 2,972 Hours Hartzell 4 Blade Aluminium Propeller Upgrade, HF Radio, VIP Configuration Interior, Full Status, Professionally Flown & Maintained.
Price: $ 540 000.00 + VAT (If Applicable)
Price: $ 595 000.00 +VAT (If Applicable)
Quinton Warne 0 8 2 8 0 6 5 1 9 3
David Lewis 0 7 6 8 2 4 2 1 6 9
Unlock a new horizon of aircraft data insights, connectivity, safety, and efficiency. Introducing the Spider X
Packed with forward-thinking technology, the Spider X expands the power of Virtual FDR™️ by delivering even more data with the introduction of AHRS, providing the clearest picture yet of your aircraft’s flight path and movements.
Contact Pieter Cronje today to find out more. +27 66 203 6205 | pieter.cronje@spidertracks.com
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Defence G arth C alitz
ROODEWAL 2020 SANDF Armed Forces Day 2020 - Weapons Capability Demonstration The SANDF Armed Forces Day commemorates the sinking of the SS Mendi in the English Channel on February 21, 1917 which resulted in the deaths of over 600 soldiers from the South African Native Labour Corps. The demonstration also commemorates all South African soldiers that paid the ultimate price to defend freedom‚ peace and justice.
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AnFlightCom Oryx deploys troops to protect 'a downed airman'. Magazine
O
VER the years the Armed Forces Day has been extended to a week of activities hosted by one of the four branches of the SANDF, namely the SA Airforce, SA Navy, SA Army and the Military Medical Health Services. The weapons capability demonstration section of Armed Forces Day is probably the most anticipated event of the week. This year the spectacle was held at Roodewal Bombing Range, 63 km north of the
Limpopo city of Polokwane Roodewal is the official bombing training range of the South Africa Airforce and as a result this year’s demonstration, despite being hosted by the SA Army, was rather “SAAF heavy”. For the benefit of the large crowd of military personnel, foreign military attaches and some fortunate members of the public, large screens were erected that showed live footage taken from the SAAF’s Koiler system that linked from a circling Cessna Caravan. The action began with a Para drop
LEFT: A CASA 212 unloads supplies to the ground troops. MIDDLE: A SAAF Caravan with an Optronics sensor provides Telstar coverage. BELOW: A Gripen pulling hard.
of Special Forces from a SAAF Oryx helicopter. The â&#x20AC;&#x153;path findersâ&#x20AC;? were to simulate the clearing of the intermediate area to allow for the mechanised unit to move in. The SANDF displayed their mechanised vehicles ranging from the tiny Gecko to the mighty Olifant Tank. Two Gripen JAS39 fighters then intercepted a lone BAE Hawk Mk120; a rather unfair fight, as the Hawk was quickly eliminated by the superior Gripen fighters. The air then filled with the sound of rotorblades as the SAAF created a scenario of a downed aircraft. Oryx helicopters carrying troops from 500 squadron inserted their troops using various methods from fast roping to fast landing and evacuation. The troops on the ground then prepared the injured crew members for casualty evacuation. One was hoisted into an Agusta A109 LUH by means of a sling, the other more seriously injured member was lifted in a stretcher into an Oryx. The remaining troops were then extracted by
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the long rope method whereby the soldiers attach themselves to a long rope and are lifted out the battle area dangling from the rope. A 16 Squadron Rooivalk Helicopter was providing top cover throughout the operation, firing with both rockets and cannons. During the mock battle a CASA 212 from 44 Squadron replenished the ground forces by means of a cargo drop. Four pallets were released, each being brought gently to the ground with individual parachutes. Enter the fast jets, four BAE Hawks entered the theatre releasing four 120kg bombs exactly on target. The Hawks then doubled back and again ran in on their target, this time for a strafing run with their 30mm cannons. The Gripens entered the range for both a bombing and strafing run, performed with impressive accuracy. The SAAF Gripens are equipped with two Mauser BK 27mm cannons and 120kg bombs. Before the dust had cleared the Rooivalk AH2 entered the arena letting loose with its 70mm rockets. The Rooivalk is celebrating its thirtieth birthday. The flying demonstration closed with a beautiful flare drop by the Gripen, Rooivalk and Oryx helicopter followed by a massive wall of fire. The SAAF, in spite of their limited budget, still manages to inspire confidence in the citizens of South Africa and has always executed their mandate to protect the republic from any airborne threat. ď&#x192;ź
A Hawk Mk120 uloads its 4 250 kg bombs.
Celebrating its 30th, year a Rooivalk shows off its devastating rocket salvos.
The spectacular finale - a Oryx discharges its 'angel flares'.
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COMPANIES
BNT International to support Honeywell Wheels and Brakes in Africa
The five-year agreement ensures that regional customers have access to 100% genuine Honeywell parts and reliable, local maintenance services.
B
NT INTERNATIONAL was selected by Honeywell to provide Africa-based airline operators with wheel and brake maintenance services. The agreement enables BNT International to provide maintenance, repair and overhaul (MRO) support in Africa to airline operators that fly Boeing 737 Classic and NG aircraft fitted with Honeywell’s
Cerametalix wheels and brake technology. Cerametalix wheels and brakes average an amazing 5.5 million aircraft landings a year. Proven to reduce operating costs while providing improved performance and reliability, Cerametalix brakes are particularly well-suited for quick-turn applications due to their superior energy absorbing capability. “Having effective maintenance, repair and overhaul service is imperative to the reliability and performance of operators’ wheels and brakes technology. With inregion capabilities, we can provide support to Africa-based operators in a much more cost- and time-efficient manner,” said Paulo Mateus - Managing Director, BNT International. BNT International offers Africa’s
airlines a trusted in-region MRO capability to maintain their Honeywell wheels and brakes, improving Turn-Around-Time (TAT), reducing maintenance cost per flying hour and providing the peace of mind that installating 100% genuine OEM parts brings. Honeywell Channel Partners are carefully-selected companies chosen to provide customers with an authorized source of parts, support for components, installation, maintenance, repair, service, warranty and special program applications. BNT was selected based on our proven ongoing high standards of performance, our track record in terms of integrity and compliance and our investment in a new and growing facility in Johannesburg, plus planning to establish a repair shop in Ghana. AMO 1288
Your one-stop-shop for repairs and overhauls of aviation rotables and special processes. BNT International (PTY) Ltd. Unit D3, Denel Industrial Park, Denel North Entrance (off Atlas Road), Kempton Park, Gauteng, South Africa, 1619 Tel. +27 11 395 1677 Email: info@bnt-int.co.za Website: www.bnt-int.co.za
• Quality • Safety • Service Excellence • Honest Pricing
SA Flyer 2020|03
SA Flyer 2019|05
Aviation Services • Composites & Aircraft Structures • Wheel overhaul and Repair Services • Brake Overhaul and Repair Services • Non-Destructive Testing on Aircraft • Hydro Static Testing • Oxygen bottles • Fire Extinguishers • Safety Equipment • Aircraft Weighing o Small aircrafts up to larger B737, A320, L-382
FlightCom Magazine
34
COMPANIES
AVISYS AVIATION SYSTEMS AviSys Aviation Systems is an established Maintenance Organisation (AMO 1089) with SA CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating.
C
URRENTLY, AviSys is equipped to cater for our clients’ needs as per the SA CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA CAA Component • Release to Service (Authorised Release Certificate) on the following OEM Makes; • ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems. • Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul. • Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver service excellence and quality workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked staff members. AviSys looks forward to establishing long and just relationships with our client base, in order to meet our high standards of customer satisfaction. Hangar 17 Wonderboom Airport Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Website: www.avisys.co.za
35
FlightCom Magazine
Morné Booij-Liewes
Companies
Valentine’s Day Maiden Flight for G700
The best kept secret - Gulfstream's G700 maiden flight.
Gulfstream Aerospace’s new flagship G700 ultra-long-range business jet took to the air on its maiden flight on Friday 14 February from the company’s base at Savannah-Hilton Head International Airport in Georgia USA.
T
HIS is in a remarkably short four month period since the aircraft’s launch in October 2019. The flight, lasting two hours 32 minutes, was flown using a 30/70 blend of sustainable aviation fuel. The flight test programme will use five airframes – all of which have already been built, to gain certification and begin customer deliveries in 2022. All structural load tests have already been completed. Gulfstream plans to wrest back the crown of ‘longest range bizjet’ from Bombardier’s Global 7500 with the G700. The G650, Gulfstream’s current flagship model, has seen more than 400 units delivered around the globe since the type’s entry into service in December 2012. A full-scale cabin mockup of the G700 was unveiled at the NBAA during October 2019. They showed video footage of the first test aircraft taxiing under its own power, having managed to build the aircraft in near total-secrecy. Gulfstream claims the G700 has the longest, widest and tallest cabin fitted with 20 signature Gulfstream oval windows and up to five living areas. The aircraft introduces many all-new interior differentiators, including an ultra galley with more than 10 feet of counter space and a crew compartment or passenger lounge; the industry’s only ultra-high-definition circadian lighting system; speakerless surround sound; and a master suite with shower. It is powered by a pair of Rolls-Royce Pearl 700 turbofans while the 31.39m span wing features an all-new winglet. The G700 can fly at a high-speed cruise of Mach 0.90 for 6,400nm (11,853km) or 7,500nm (13,890km) at its long-range cruise of Mach 0.85. The aircraft also includes the Gulfstream Symmetry Flight Deck with the bizav industry’s only electronically-linked active control sidesticks, extensive use of touchscreen technology and Gulfstream’s awardwinning Predictive Landing Performance System. The G700 will have a maximum takeoff weight of 48,807kg, carry 22,407kg fuel. It measures 33,48m in length and stands 7,75m high. The finished cabin measures 17,35m in length with a width of 2,49m and height of 1,91m. The G700 is 3,07m longer than the G650ER. The new Rolls-Royce Pearl 700 engine was specifically designed for Gulfstream’s G700. The engine has a brand-new low-pressure system, resulting in an 8% increase in take-off thrust at 18,250lb compared to the BR725 engine. The engine offers a 12% better thrust-to-weight ratio and 5% higher efficiency.
2-4 July 2020 Wonderboom National Airport,, Pretoria, Tshwane, South Africa
www.aerosouthafrica.com
The African Show For General Aviation AERO Friedrichshafen and Messe Frankfurt South Africa have joined forces to bring you AERO South Africa, the largest general aviation trade show on the continent. The event will expose visitors to the latest advances, developments, products and services from exhibitors in the aviation industry.
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FlightCom Magazine
36
Defence Morné Booij-Liewes
KENYA DEFENCE FORCE STEPS UP DELIVERIES
37
The Kenya Defence Force (KDF) has bolstered its transport and light attack capability with the recent delivery of two new Leonardo C-27J Spartan transport aircraft and six MD530F Cayuse Warrior combat helicopters. These are part of bigger orders for three C-27Js and 12 MD-530Fs placed to better equip the KDF in its fight against Al Shabaab insurgents. Later this year the KDF will also take delivery of three C-145 Skytruck light transport aircraft.
and is primarily used to assist Aviation Foreign Internal Defence (AvFID) missions of the Air Force Special Operations Command (AFSOC) in numerous theatres of operation, including East Africa. The aircraft are equipped with a modern Honeywell Bendix King avionics suite. The Skytruck is powered by two Pratt & Whitney PT6A-65B turboprop engines rated at 1,100shp. It operates at a service ceiling of 25,000ft while its STOL capability confers excellent rough-field capabilities.
CAYUSE WARRIORS The Cayuse Warrior helicopters are part of a 12-aircraft order placed in 2016. The U.S. State Department had, in May 2017, approved the sale of these helicopters to replace Kenya’s ageing fleet of MD500 aircraft. The $253 million sale included 4,032 M151 high-explosive warhead rockets, 1,536 2.75-inch M274 smoke signature warhead rockets, and 400,000 rounds of .50 calibre ammunition. The order is supplied by the United States Government as part of a 150 order by the US Army under a five-year $1.4B contract for allies and partner countries. The helicopters were handed over to the KDF at a ceremony held at Embakasi Barracks on 23 January and attended by some 100 guests including U.S. Army MajGen. Michael D. Turello, Commanding General of Combined Joint Task Force-Horn of Africa (CJTF-HOA) and numerous KDF officials. The ceremony underscored the strong US-Kenya partnership and ongoing efforts to combat terrorism in the region. CJTF-HOA supports the Kenya Defence Force in its fight against the Somaliabased al-Shabaab Islamist militant group. Kenya contributes to the African Union’s AMISOM mission against the group. The helicopters are capable of performing a variety of scout, attack and close air support missions, which will enhance KDF operations. Included
C-27J SPARTANS The first two C-27J Spartan transport aircraft were delivered to Jomo Kenyatta International Airport in Nairobi on 30 January where they were welcomed by President Uhuru Kenyatta and numerous military officials. These aircraft will most likely replace the ageing fleet of DHC-5 Buffalo transport aircraft in KDF service. These aircraft were part of a larger order placed with Leonardo in 2017 but only announced in mid-2018, for the delivery of three C-27Js and an undisclosed number of Agusta Westland AW139 utility helicopters. Kenya joins Morocco, Chad and Zambia in operating the C-27J on the African continent.
FlightCom Magazine
with the purchase of the helicopters is a multi-year sustainment package, which will ensure the longevity of the aircraft. C-145A SKYTRUCK The KDF had, in December 2017, requested the supply of three C-145A Skytruck transport aircraft from the United States under the Excess Defence Articles (EDA) programme. The C-145A Skytruck is a variant of PZL M28 Skytruck light twin-engine aircraft manufactured by Polskie Zaklady Lotnicze (PZL) Mielec, a Sikorsky owned company, based in Poland. The C-145A Skytruck was specifically manufactured for the US Air Force (USAF) Kenya is taking delivery of its first C-27J Spartans.
W
SA Flyer 2019| 07
N ond W EW er e b h TE oom ave L: m +2 Airp ov 7 or ed 12 t , to 56 Han 7 gar 00 1 46 7
AviSys Aviation Systems is an established Maintenance Organization AMO 1089 with SA-CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating. Currently, AviSys is equipped to cater for our Clients needs as per the SA-CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA-CAA Component Release to Service (Authorised Release Certificate) on the following OEM Makes; ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems. • Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul. • Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver Service Excellence and Quality Workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked Staff Members.
AviSys looks forward to establish long and just relationships with our client base, in order to meet our high standards of customer satisfaction.
'
7 ;
Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Web: www.avisys.co.za
Civil Aviation News Morné Booij-Liewes Bell's EDAT electric tail rotor system.
BOMBARDIER
to only do bizjets
Bombardier’s future as a bizjet manufacturer was called into question by recent media reports of a possible sale of its business aircraft unit to Textron.
BELL TESTS A REVOLUTIONARY ELECTRIC TAIL ROTOR SYSTEM
B
ELL has revealed that it has been developing and flight-testing a revolutionary new electric anti-torque tail rotor system for its commercial helicopter line. This innovation, Bell says, will enhance safety, lower operating costs and reduce the noise footprint versus conventional tail-rotor equipped helicopters. The manufacturer has installed its prototype Electrically Distributed Anti-Torque (EDAT) system on a Bell 429 demonstrator at its Mirabel, Quebec facility. Flight testing commenced in great secrecy on 23 May 2019 and to date, has logged about 25 hours of flight time. EDAT is composed of four small fans within a tail rotor shroud in an offset two-by-two pattern. Each of the rotors has four blades, and are powered by four separate motors, with the electrical energy provided through generators driven by the turbine engines. The blades are fixed pitch but constantly change their RPM as required. This system removes all of the conventional tail rotor components including the tail rotor hub and blades, driveshaft and associated gearbox. This not only reduces complexity, weight and cost but has other benefits to operators and passengers - especially with regard to safety. When the aircraft is on the ground the fans are stationary while redundancy ensures the helicopter remains controllable in flight with only three fans operating. The system’s anti-torque fans are controlled through pedals, as on a traditional helicopter, but the link between the pedals and the motors is entirely electric “fly-by-wire” without any of the conventional mechanical linkages and the control tubes. Removing conventional components such as lubricated gearboxes and greased bearings will also reduce operating costs. The electric fans also make the helicopter a friendly neighbour with much reduced noise levels. Bell points out this is a proof-of-concept design that is still early in its development and has therefore not given any indication of a timeline for the commercialisation of this new technology.
D
ENYING any sale of this unit was pending, Bombardier hopes to have quelled these rumours, at least temporarily, with the recent announcement of the proposed sale of the company’s Bombardier Transportation (BT) train manufacturing unit to Alstom in a deal valued at $8.2 billion. This move will see the company dramatically reduce its debt burden of $9.3 billion. In February Bombardier revealed plans to sell its share of the Airbus A220 airliner programme (formerly known as the Bombardier C Series) to Airbus for $600 million. It had already concluded agreements, in the latter part of 2019, to sell its training business to CAE for $645 million and its Q400 program to Viking Air for $300 million. These sales followed announcements earlier in 2019 of its intention to sell its aerostructures business in Belfast as well as the CRJ program. Bombardier’s Business Aircraft unit will be the sole remaining manufacturing concern in the Group. This unit currently employs some 18,000 staff and has a healthy $14.4 billion order backlog. Bombardier plans to deliver at least 160 aircraft in 2020, including a ramp-up of its flagship Global 7500, and sees strong growth coming from the large-cabin sector of the bizav market.
Flying the brand - the Global 7500.
39
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42
Civil Aviation News
EgyptAir's first A320neo.
Morné Booij-Liewes
EGYPTAIR TAKE DELIVERY OF ITS FIRST A320NEO
E
GYPTAIR has become the first north African airline to take delivery of the Airbus A320neo with the handover in mid-February of the first of 15 ordered by the carrier. The order comprising eight A320neos and seven A321neos was announced in 2017 as part of a lease agreement with AerCap. The aircraft is finished in a two-class configuration with 16 business and 126 economy-class seats. The carrier has been a longtime Airbus client operating many of the European manufacturer’s commercial jets. EgyptAir’s remaining four legacy A320 passenger jets will be retired during 2020.
MANGO WITHDRAWS FROM LANSERIA
Mango is stopping Lanseria flights.
Nigeria’s Green Africa signs for 50 A220s Nigerian start-up carrier Green Africa Airways has signed a Memorandum of Understanding with Airbus for 50 A220-300 airliners, making this the largest commitment to date for the type on the continent.
T
HE carrier obtained its Air Services Licence (ASL) from the Nigerian Ministry of Transport in mid2018 and is now in the process of obtaining its Air Operator’s Certificate (AOC) from the Nigerian Civil Aviation Authority (NCAA). Green Africa plans to start operations by August this year with three A220-300s leased from GTLK Europe pending the finalisation of the 50-plane order signed with Airbus. Green Africa was founded by Babawande Afolabi, a former investment banker for Morgan Stanley who started planning to launch the carrier in 2014. Green Air first hit the aviation news headlines in December 2018 when it announced a commitment for fifty firm, and fifty optioned B737-MAX8s but there is no clarity on the current status of this order in light of the lengthy worldwide grounding of the Boeing 737 MAX.
I
N a surprise move, low cost carrier Mango has announced it is to stop all scheduled flights from Lanseria International Airport effective 31 March. The carrier offered scheduled flights from Lanseria to Cape Town, Durban, Zanzibar. It is thought that the carrier’s decision was motivated by the decision of the SAA Business Rescue Practioners to halt all domestic flights by SAA except those between Johannesburg’s OR Tambo International Airport and Cape Town and Mango being tasked to fly the former routes and honour SAA tickets sold on these routes after March 2020. Some sources also indicate that the carrier had not renewed its lease on two Boeing 737-800 jets, resulting in a loss of capacity forcing the consolidation of its Gauteng operations at OR Tambo International Airport.
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FlightCom Magazine
Green Africa is yet to start flying.
BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za
Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za
Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz
Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za
Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com
Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za C. W. Price & Co www.flyingfrontiers.com AES (Cape Town) Aref Avionics Kelvin L. Price Erwin Erasmus Hannes Roodt 011 805 4720 Flying Unlimited Flight School (Pty) Ltd 082 494 3722 082 462 2724 cwp@cwprice.co.za Riaan Struwig erwin@aeroelectrical.co.za arefavionics@border.co.za www.cwprice.co.za 082 653 7504 / 086 770 8376 www.aeroelectrical.co.za riaan@ppg.co.za Atlas Aviation Lubricants Dart Aeronautical www.ppg.co.za AES (Johannesburg) Steve Cloete Jaco Kelly Danie van Wyk 011 917 4220 011 827 8204 Foster Aero International 011 701 3200 Fax: 011 917 2100 dartaero@mweb.co.za Dudley Foster office@aeroelectrical.co.za Sales.aviation@atlasoil.co.za 011 659 2533 www.aeroelectrical.co.za www.atlasoil.africa Dart Aircraft Electrical info@fosteraero.co.za Mathew Joubert www.fosteraero.co.za Aerocore ATNS 011 827 0371 Jacques Podde Percy Morokane Dartaircraftelectrical@gmail.com Gemair 082 565 2330 011 607 1234 www.dartaero.co.za Andries Venter jacques@aerocore.co.za percymo@atns.co.za 011 701 2653 / 082 905 5760 www.aerocore.co.za www.atns.com DJA Aviation Insurance andries@gemair.co.za 011 464 5550 Aero Engineering & PowerPlant Aviation Direct 0800Flying GIB Aviation Insurance Brokers Andre Labuschagne Andrea Antel mail@dja-aviation.co.za Richard Turner 012 543 0948 011 465 2669 www.dja-aviation.co.za 011 483 1212 aeroeng@iafrica.com info@aviationdirect.co.za aviation@gib.co.za www.aviationdirect.co.za Dynamic Propellers www.gib.co.za Aero Services (Pty) Ltd Andries Visser Chris Scott Avtech Aircraft Services 011 824 5057 Gryphon Flight Academy 011 395 3587 Riekert Stroh 082 445 4456 Jeffrey Von Holdt chris@aeroservices.co.za 082 555 2808 / 082 749 9256 andries@dynamicpropeller.co.za 011 701 2600 www.aeroservices.co.za avtech1208@gmail.com www.dynamicpropellers.co.za info@gryphonflight.co.za www.gryphonflight.co.za Aeronav Academy BAC Aviation AMO 115 Eagle Aviation Helicopter Division Donald O’Connor Micky Joss Tamryn van Staden Guardian Air 011 701 3862 035 797 3610 082 657 6414 011 701 3011 info@aeronav.co.za monicad@bacmaintenance.co.za tamryn@eaglehelicopter.co.za 082 521 2394 www.aeronav.co.za www.eaglehelicopter.co.za ops@guardianair.co.za Blackhawk Africa www.guardianair.co.za Aeronautical Aviation Cisca de Lange Eagle Flight Academy Clinton Carroll 083 514 8532 Mr D. J. Lubbe Heli-Afrique cc 011 659 1033 / 083 459 6279 cisca@blackhawk.aero 082 557 6429 Tino Conceicao clinton@aeronautical.co.za www.blackhawk.aero training@eagleflight.co.za 083 458 2172 www.aeronautical.co.za www.eagleflight.co.za tino.conceicao@heli-afrique.co.za Blue Chip Flight School Aerotric (Pty) Ltd Henk Kraaij Elite Aviation Academy Henley Air Richard Small 012 543 3050 Jacques Podde Andre Coetzee 083 488 4535 bluechip@bluechip-avia.co.za 082 565 2330 011 827 5503 aerotric@aol.com www.bluechipflightschool.co.za info@eliteaa.co.za andre@henleyair.co.za www.eliteaa.co.za www.henleyair.co.za Aircraft Assembly and Upholstery Centre Border Aviation Club & Flight School Tony/Siggi Bailes Liz Gous Emperor Aviation Hover Dynamics 082 552 6467 043 736 6181 Paul Sankey Phillip Cope anthony@rvaircraft.co.za admin@borderaviation.co.za 082 497 1701 / 011 824 5683 074 231 2964 www.rvaircraft.co.za www.borderaviation.co.za paul@emperoraviation.co.za info@hover.co.za www.emperoraviation.co.za www.hover.co.za Aircraft Finance Corporation Breytech Aviation cc Jaco Pietersen 012 567 3139 Enstrom/MD Helicopters Indigo Helicopters +27 [0]82 672 2262 Willie Breytenbach Andrew Widdall Gerhard Kleynhans jaco@airfincorp.co.za admin@breytech.co.za 011 397 6260 082 927 4031 / 086 528 4234 www.airfincorp.co.za aerosa@safomar.co.za veroeschka@indigohelicopters.co.za Bundu Aviation www.safomar.co.za www.indigohelicopters.co.za Aircraft Maintenance @ Work Phillip Cronje Opelo / Frik 083 485 2427 Era Flug Flight Training IndigoSat South Africa - Aircraft Tracking 012 567 3443 info@bunduaviation.co.za Pierre Le Riche Gareth Willers frik@aviationatwork.co.za_ www.bunduaviation.co.za 021 934 7431 08600 22 121 opelonke@aviationatwork.co.za info@era-flug.com sales@indigosat.co.za Celeste Sani Pak & Inflight Products www.era-flug.com www.indigosat.co.za Aircraft Maintenance International Steve Harris Pine Pienaar 011 452 2456 Execujet Africa Integrated Avionic Solutions 083 305 0605 admin@chemline.co.za 011 516 2300 Gert van Niekerk gm@aminternational.co.za www.chemline.co.za enquiries@execujet.co.za 082 831 5032 www.execujet.com gert@iasafrica.co.za Aircraft Maintenance International Cape Aircraft Interiors www.iasafrica.co.za Wonderboom Sarel Schutte Federal Air Thomas Nel 021 934 9499 Nick Lloyd-Roberts International Flight Clearances 082 444 7996 michael@wcaeromarine.co.za 011 395 9000 Steve Wright admin@aminternational.co.za www.zscai.co.za shuttle@fedair.com 076 983 1089 (24 Hrs) www.fedair.com flightops@flyifc.co.za Air Line Pilots’ Association Cape Town Flying Club www.flyifc.co.za Sonia Ferreira Beverley Combrink Ferry Flights int.inc. 011 394 5310 021 934 0257 / 082 821 9013 Michael (Mick) Schittenhelm Investment Aircraft alpagm@iafrica.com info@capetownflyingclub.co.za 082 442 6239 Quinton Warne www.alpa.co.za www.@capetownflyingclub.co.za ferryflights@ferry-flights.com 082 806 5193 www.ferry-flights.com aviation@lantic.net Airshift Aircraft Sales Capital Air www.investmentaircraft.com Eugene du Plessis Micaella Vinagre Fireblade Aviation 082 800 3094 011 827 0335 010 595 3920 Jabiru Aircraft eugene@airshift.co.za micaella@capitalairsa.com info@firebladeaviation.com Len Alford www.airshift.co.za www.capitalairsa.com www.firebladeaviation.com 044 876 9991 / 044 876 9993 info@jabiru.co.za Airvan Africa Century Avionics cc Flight Training College www.jabiru.co.za Patrick Hanly Carin van Zyl Cornell Morton 082 565 8864 011 701 3244 044 876 9055 Jim Davis Books airvan@border.co.za sales@centuryavionics.co.za ftc@flighttrainning.co.za Jim Davis www.airvan.co.za www.centuryavionics.co.za www.flighttraining.co.za 072 188 6484 jim@border.co.za Algoa Flying Club Chemetall Flight Training Services www.jimdavis.co.za Sharon Mugridge Wayne Claassens Amanda Pearce 041 581 3274 011 914 2500 011 805 9015/6 Joc Air T/A The Propeller Shop info@algoafc.co.za wayne.claassens@basf.com amanda@fts.co.za Aiden O’Mahony www.algoafc.co.za www.chemetall.com www.fts.co.za 011 701 3114 jocprop@iafrica.com Alpha One Aviation Chem-Line Aviation & Celeste Products Fly Jetstream Aviation Opelo Steve Harris Henk Kraaij Kishugu Aviation 082 301 9977 011 452 2456 083 279 7853 +27 13 741 6400 on@alphaoneaviation.co.za sales@chemline.co.za charter@flyjetstream.co.za comms@kishugu.com www.alphaoneaviation.co.za www.chemline.co.za www.flyjetstream.co.za www.kishugu.com/kishugu-aviation
FlightCom Magazine
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BACKPAGE DIR DIRECT ECTORY ORY Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za
MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za
Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za
North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Gavin Brown Orsmond Aviation 031 202 5703 058 303 5261 info@landingeyes.co.za info@orsmondaviation.co.za www.landingeyes.com www.orsmondaviation.co.za Lanseria Aircraft Interiors Owenair (Pty) Ltd Francois Denton Clive Skinner 011 659 1962 / 076 810 9751 082 923 9580 francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.owenwair.co.za Lanseria International Airport Mike Christoph Pacair 011 367 0300 Wayne Bond mikec@lanseria.co.za 033 386 6027 www.lanseria.co.za pacair@telkomsa.net
Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za
Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za
PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com
Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na
Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za
Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za
Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com
Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za
Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za
Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za
Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com
Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za
Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com
Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za
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Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za
FlightCom Magazine
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 Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com
Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com
Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com
Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022
stoffel@trioavi.co.za/frans@trioavi.co.za
www.trioavi.co.za Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za 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
United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za
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