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FLIGHT TEST: KA-6 GLIDER – MOST FUN YET CHEAPEST FLYING!!
JIM – DON’T DO BAD GO-AROUNDS!
WOMAN PILOTS: GREAT ACHIEVEMENTS! WHAT MAKES A GOOD INSTRUCTOR – BY A SAAF JET JOCK
WONDERBOOM AND RAND AIRPORT REVIEWED July/August 2020 | www.saflyer.com
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Edition 297/68
CONTENTS COLUMNISTS SA FLYER
14 20 24 32 36 38 42
Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - LEADING EDGE
FLIGHTCOM
8 Bush Pilot - Hugh Pryor 18 Defence - Darren Olivier 21 Quote of the Month
Jim Davis - PLANE TALK George Tonking - HELI OPS Ray Watts - REGISTER REVIEW Dassie Persaud-van der Westhuizen Jim Davis - ACCIDENT REPORT
FLIGHT TEST
4 July/August 2020 | www.saflyer.com
Edition 297/8
CONTENTS FEATURES SA FLYER
46 49 66 68 75
The General - Mark Holliday Rand Airport Review AOPA BRIEFING Flight Test: Ka-6 Glider Wonderboom Airport Review
FLIGHTCOM
6 10 12 22
Falcon 6X Collins Aerospace New Airline Launch Savage Barn Find in Uganda - Part 2
REGULARS 12
Opening Shot
30 SV Aviation Fuel Table 37 Bona Bona Register Review
FLIGHTCOM
15 GIB Events Calender 26 Alpi Flight School Listing 27 AME Directory 28 AEP AMO Listing 30 Federal Airlines Charter Directory 31 Aviation Directory 6 July/August 2020 | www.saflyer.com
Contact Klara Fouche: +27 (0) 83 324 8530 klaraf@starliteaviation.com
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POSITION REPORT FOR MANY SA FLYER READERS
role play, or a deep schism in government,
SAA WAS ALWAYS THE EPITOME
remains to be seen, but given the evident
OF THEIR DREAMS. BUT NOW IT
factions within the ruling party, I suspect it’s
IS BROKEN. MUCH WAS HOPED OF
the latter.
THE LATEST SAA BUSINESS RESCUE
The only way the latest turnaround plan
PLAN BUT UNFORTUNATELY IT WAS
has any hope of success is if government
NOT TO BE.
really does find and then allows a strategic
I
equity partner to run the airline. But no matter what government may claim about potential T is now apparent that the business
suitors waiting, as it were, in the wings, I find it
rescue plan we waited seven months
impossible to believe that any foreign carrier
for is nothing more than yet another
would be prepared to buy into an airline
turnaround plan – arguably Version
burdened by the transformation load that
11. And the sad reality is that V.11 is
SAA bears, with government interference
an even worse plan than the others that
and a massive geographical disadvantage
have gone before.
in terms of routes. International airlines are
This one was written to buy-off the
struggling to survive the Covid crisis and
creditors for the vague promise of a
cannot be in any mood to consider high risk and high hassle expansion. And they are
miserable 7.5c in the Rand – not to actually produce a better airline. The only real difference between the latest
currently limited to just 25% ownership of South African airlines.
plan and earlier attempts to turn the airline around is that this plan
SAA was broken by corruption and incompetent management
finally takes a chainsaw to the dead wood in the organization by
and given the final kick into touch by the Covid-19 crisis. Yet, instead
cutting away 75% of the staff.
of taking the opportunity to create a new airline that is not just
There are many worrying aspects and huge gaps in the latest
sustainable, but is profitable and pays taxes, the same old shit is
business rescue plan (BRP). The most obvious to any aviation
going to happen once again. It’s Deja poo; “The eerie feeling that
observer is that it is absurdly unrealistic. The plan expects the airline
you’ve seen all this shit before.”
to be profitable with 61% loads. The revenue and yield assumptions
Guy Leitch
would be ambitious, even in a Pre-Covid -19 environment. The key question remains unanswered, and that is whether government is actually prepared to fund it, and if so, for how much?
EDITOR & PUBLISHER
In SAA’s case, many Rands make flight work, yet Minister Mboweni
guy@saflyermag.co.za
has been steadfastly resistant to further funding. The problem is government’s indecision as to whether to preserve jobs – or the fiscus. Pravin Gordhan says he wants to protect jobs and use the airline for a ‘transformation agenda’. Yet Tito Mboweni says there’s no more money. Whether this is just a good cop - bad cop
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 ACCOUNTS accounts@saflyermag.co.za SUB EDITOR Suzanne Rautenbach
8 July/August 2020 | www.saflyer.com
Important
pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2020 All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.
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Bruce Perkins
LETTER TO THE EDITOR
THE YZERFONTEIN CANBERRA CRASH This picture of a Lightning crashing shows very much how I imagine the Canberra came down. The pilot made it, as did the tractor driver.
In my mind what I suggested was more
two climbed into the Canberra and headed
than adequate as the aircraft is very beautiful
north. What happened thereafter I see as
in the air and made the most impressive
largely conjecture.
noise once the taps were opened. On one
through this, it is very hard on many. In September 1995 Mike Beachy-Head
Brian and he said he thought a loop would
could, I visited the site. All I can say is that
be fine. “I will pull it up and over the top and
it was horrific, the aircraft had completely
pop the speed brake to control the speed in
disintegrated, there were some larger pieces
the dive.”
crunched like crinkle paper. The engines
The Canberra had suspect wings, more
landed about 100 meters away and they
than one came apart in the air, although later
were remarkably compressed by what could
models were said to have been rectified.
only have been an almost vertical impact.
Unless absolutely for operational reasons
Interestingly there was no fire, other
the Rhodesian Canberras were very limited
than some hot pieces which had ignited a
to the maximum speed they were allowed
few small areas of grass. The whole area
to be flown. I recall those who looped the
had a very strong smell of JetA. Knowing Nico as I did, he was game for anything and
The Canberra made a big hole in the sand and the pieces other than the engines were very localised. A lot of the rear of the aircraft was made of wood.
After Brain was invited to fly the aircraft he discussed this with me a couple of times, probably because I flew the SAA Harvard and JU52 which he saw in a way as flying
Robby Sinclair, who was an ATC at Cape Town, said the radar plot generated by the transponder showed the aircraft to have speed. I don’t remember reading the Accident Report although I have looked from time to
Brian flew Canberras in the SAAF and
the aircraft.
was longing to give a loop a go.
very considerable vertical displacement and
Townsend was the Fleet Captain Line.
pilot in South Africa who was licensed to fly
Brian
the accident interested me. As soon as I
A300 as the Fleet Captain Training, Brian
DCA flew with Brain and he became the only
with
and Nico, the circumstances surrounding
as ZU-AUE. At the time I was on the SAA
Canberra. In the end Robbie Robinson from
involved
quite surprised when talking about this with
bought an ex-RAF Canberra registered
Mike BH asked him if he would like to fly the
closely
occasion, shortly before the crash, I was
I think of you and your magazine in these difficult times. I wish you well in getting
Being
time. Looking again it is still not there and so Canberra in the SAAF said that on the down
I wrote to the CAA and asked if they could
side it built up speed very quickly.
look it up and send it to me. I have written
Brain possibly only flew one solo flight in
twice and twice I have been told my enquiry
that aircraft before the fateful day, Saturday
will be sent to the appropriate person and as
30 September 1995. Brain was in Cape
expected I have heard nothing!
Town to fly ZU-AUE. A colleague, Nico du
Mike St Quintin
Barry, was also there. Nico was a colourful and well-liked character on the Fleet. The
outside the airline. Firstly, I said he should be very sure that the aircraft was properly serviceable, in good condition and was well maintained. Secondly, I suggested that any show manoeuvres he might contemplate doing should be kept as simple as possible. I strongly suggested that he rather stick to flying around the circuit and show the aircraft doing a high speed flypast and then with the flaps and gear down followed by opening those engines up and climbing away as in a goaround. My point was: don’t try anything too adventurous.
The concertina effect was very prominent and applied to the entire wreckage.
OPENING SHOT
12 July/August 2020 | www.saflyer.com
Send your submissions to guy@saflyermag.co.za
T
HIS opening shot was taken by Mark Weston and has two essential qualities: it has great subject matter and is well composed. Mark writes: “A year or two ago, I was lucky enough to take part in the South African National Antarctic Programme’s annual relief and research cruise aboard the South African Ice Breaker SA Agulhas II where I headed up the oceanographic research team. The trip departed from Cape Town and travelled down to the Antarctic ice shelf where we were able to restock and resupply the South African research base located on the Antarctic continent as well as swap out
the science teams who spend a year at the base conducting research (primarily linked to our space agency). I managed to capture hundreds of photographs. This photo is of one of the two Bell 412EPs used to transfer scientists to and from the base as well as for cargo slinging operations. The helicopter had just taken off from the SA Agulhas 2, docked alongside the 30m high Fimbul ice shelf, and was en-route to the SANAE IV research base, some 150km inland. The photograph was taken using a Sony Alpha NEX-5N at f/13 with a 1/400 second shutter and the ISO set to 100.
13 www.saflyer.com | July/August 2020
ATTITUDE FOR ALTITUDE GUY LEITCH
ADVENTURES WITH A HUMBLE KA-6
Glider
Guy with the Ka-6 glider he outlanded in a suprisingly soft farmer's field.
This month’s flight test is the classic Ka-6 glider. The
I concentrate hard on flying well, keeping the
trouble with a flight test is that there is so much basic
while turning in the fickle thermal. Finally
information to get across that I had no space left to share some of the lifelong memories this humblest of
yaw string centred and airspeed constant with 1 000m in the energy bank, I begin to breathe normally. I summon the courage to risk leaving the comfort of my little thermal and head west.
all flying machines has given me. So, for my column
And suddenly I find it, my petrol station in
this month I am going to duck the schadenfreude of
The audio vario chortles and I see one metre
our current Covid-19 nightmare and reminisce about two sublime Ka-6 flights.
S
the sky. Bip, bip biiip biiip bepebeeeeeeppp. up, then two, then three metres up. I soar through 2,500m until I am up against the bottom of the CTA at 11,000ft. I reset the altimeter to 1013 and float around at FL110, enjoying the lift.
OUTH Africa is one of the
Ka-6 ZS-GDJ allowed me to do them all in
best places in the world to
one memorable flight.
soar – because we have wonderful
thermals.
As
a student glider pilot my dream was to earn my
Silver C badge, which requires an altitude
I launched at 12:05 and released from the tow plane at 12:15. I declare my plan to the world: “Golf Delta Juliet, released at 12:15 for a five-hour flight.” Now I am on my own and committed.
gain of at least 1 000 m, a five-hour flight
I try to find lift under a cloud but give up
and a straight-line distance of at least 50 km
and settle for a little thermal bubbling over
from launch. These three goals are usually
the airfield. I struggle in and out, taking
achieved in separate flights but our club
twenty minutes for just a 400m altitude gain.
14 July/August 2020 | www.saflyer.com
I have decided to ‘get high and stay high’ so this is great. I could just stay here all day. Hands and feet moving instinctively, I am once again soaring with the eagles and I sit up straighter in the cramped cockpit to take in the vast vista, celebrating one of those truly memorable moments - this is what flying is all about. I have a lot of time to spend up here and know it will pass slowly if I keep checking my watch, so I put it in my pocket. The wind is from the west. What to do –
play it safe and ‘sail in the harbour’ or head
this is supposed to be a five hour fight, not a
climb to 13,000ft. My feet get colder. I call
out across the country? The sky is dotted
cross country.
a silent Pilanesberg airport and head over
with cumulus balls and my confidence
So I’ve been to Rustenburg, even if I
to Sun City. Maybe I can get the camera to
is returning, so I head upwind towards
didn’t get the picture. Now what? I hook a
work if I can warm the batteries, so I take
Rustenburg, which will qualify for my 50km
handy thermal to get my height back and
them out and hold them tightly in my hand.
cross country even if I have to land there
then look around and see the volcanic
Overhead Sun City I put them back in the
and abandon the five hour flight. Making
extrusion of the Pilanesberg off to the north.
camera and, making sure the correct mode
tentative progress west into wind, the safety
From up here it doesn’t look too far. With no
is selected, press the button. Hallelujah! It
of my hard-won cushion of height winds off
pictures of Rustenburg, the decision is easy.
takes a picture. I get one or two more before
the altimeter. Soon I’m down to 8,000ft. After covering an interminable ten kilometres the vario beeps as we find three metres lift, which I ride all the way back up. And so, in a slow series of climbs and glides I get to the Bospoort dam, being careful not to get much below 10 000ft. I dial in the Rustenburg frequency and announce that I will be passing overhead. The skydiving plane asks me to stay to the east while he drops his load, but he has already landed
My heart rate quickens and my nether cheeks clench the parachute seat
by the time I pass agonisingly slowly around the airfield. I try to take a photo but flying
I head off, ever further from the now distant
curving round the Lost City and head out
with my left hand while trying to rudder the
safety of my home base. I feel like the Apollo
past the airport.
wing out the way and use the camera proves
astronauts heading away from Earth.
surprisingly difficult.
Floating
silently
along,
finding
I climb again and, mindful of my poor lift
lung function and the warnings about
Once I am heading away from the airport
whenever I need it, is magical! Now, far
hypoxia, I decide to limit myself to 13,000ft.
I discover I have selected review mode on
beyond a glide back to Brits, and having
The comfort of height is more than sufficient
the camera so I haven’t taken any pictures.
to rely only on my ability to find invisible
compensation for cold feet.
Worse, the camera’s batteries seem to be
columns of lift, I am alive.
I sing loudly and badly and then finally
flat and the skydiving plane is taking off
I check the map and see I am now out
look at my watch. Wow! Three-and-a-half
again, so I give up on the pictures. After all,
from below the Johannesburg CTA, so I
hours gone. I start calculating final glides
The view from a Ka-6 glider 12,000 ft over Pilansberg.
15 www.saflyer.com | July/August 2020
ATTITUDE FOR ALTITUDE
in my head. From 9000 ft agl at 75cm/sec
cloud. It blocks the sun and gives me a chilly
base on the radio. Down to 500 feet, I turn
down. Hmmm, let’s see ... 75cm equals 45
ride up to its base at 11,300 feet. In shorts
downwind. The trees across the threshold
metres per minute down, which is 150 fpm
and sandals I’m cold, so I look north at the
look threatening, so I keep the circuit tight
which equals 9 000 ft in an hour. So I will
warm, open skies. I have plenty of height
and the speed up. I see a bakkie driving
need to be at 13,000ft with an hour to go.
in the bag, so I turn for the sunlight. The
towards me, down the side of the field.
No problem. I arrive overhead Brits at
sink is strong but not off the scale. I push
He’s going to get a surprise. Concentrate.
10,000ft with 30 minutes still in the bag.
the nose down to get through it and head
Full airbrake and sideslip and the Ka-6
I look south to Hartbeespoort dam. I have
towards the landmark of a prominent dam. It
skids down over the trees. As I round-out I
never had the courage to venture over the
takes forever to get there and the height has
suddenly realise that the field is a lot rougher
built-up areas down there before, but now it
wound off the altimeter like a broken clock.
than it looked from directly above. Too late
looks like a doddle. Over Schoemansville,
Damn, where’s the lift? As I look across to
now – close the airbrake a bit so we don’t fall
however, I’m down to 7,500ft and suddenly
the now distant hills guarding my home field,
out the sky and hold it off - hold it off. The
Brits seems miles away. My heart rate
my throat dries and my tongue sticks to my
main wheel touches down sweetly and then
quickens and my nether cheeks clench
teeth.
I’m thrown forward in my straps. I realise
the parachute seat as I contemplate an
Time passes. Slowly the severe sink
the glider is trying to stand on its nose and
ignominious outlanding among the factories
abates. But now the air has become a calm,
belatedly pull the stick hard back. Dust fills
of Brits.
unforgiving blue, and we’re going down
the cockpit, but I’ve stopped.
the glider is trying to stand on its nose and belatedly I pull the stick hard back
Whew! I’m still in one piece - and the glider is too.
I try the radio, but no one
responds. Then the farmer’s bakkie draws up and I open the canopy and wave weakly. I climb out and start walking towards him and realise I haven’t taken my parachute off, and it’s hanging down like a full green, wet nappy. What to say? ‘Middag Meneer, sorry I landed in your field’? From then on it’s simple. Mr Eveleigh the gracious farmer, kindly agrees to drive me back the 18 km to Brits airfield. (It was 11 km
But the Ka-6 and I are old friends now
relentlessly. The absence of sink means no
in a straight line). I arrive sheepishly at the
and we arrive comfortably back over the
lift. This is even more ominous. As I creep
airfield, but am soon on my way back with
airfield with 2,000ft to spare. I look at my
slowly towards home, the certainty grows
my mates and a trailer. As we dismantle the
watch, 5:20pm. I’ve done it! I join the circuit
that I will not make it. The radio is silent. I’m
glider, the evening is golden and serene as a
and land at 5:30. I’m alone - everyone
alone in the sky. Suddenly, all my previous
picture postcard.
has already gone to the bar to prepare
successful glider flights count for nothing.
I
feel
a
deep
satisfaction.
The
for the beer I’m buying. The feeling of
This wasn’t supposed to be a cross-
embarrassment and inconvenience of an
accomplishment keeps me on cloud nine for
country. I haven’t planned for a possible
outlanding is forgotten. Gliding has taught
the rest of the week. I have never had this
outlanding. I have no cell phone and no
me that sometimes the task may seem too
much satisfaction from anything I have done
recovery crew. I plead with God for some lift,
big or there is too much adversity, but I now
in 30 years of flying. Two weeks later I fly my
but still nothing. As my relentless descent
know that, if I have a well-practised plan,
GPL flight test, which is a formality.
continues, I turn away from the rocky
follow the correct procedures and keep my
bushveld, towards cultivated fields. I make a
head, I will live to fly another day.
-----------------------------------After my five hour flight I was confident in my ability to find lift and get home…. As autumn arrives the heat goes out
note of a farmer’s field that looks like a good landing option, but push on past it in one last hope.
of the sky. Hoping for some easy soaring
Down to 1,000 feet, I need to make a
above Brits, I launch into a mild afternoon
decision fast and so force myself to face the
where the scarcity of lift should have been
inevitable. I turn back to the likely-looking
my first warning. I’m soon down at 500 feet
field. I overfly it at right angles - to check
and about to give up and land when I find
the approach and slope, the obstacles, the
enough lift to head towards a front of building
surface, the road access and closeness
cumulus.
to a farmer’s house - and everything else I
I scratch around until I find a big enough
16 July/August 2020 | www.saflyer.com
need to consider. No time now to call home
Come to think of it, gliding is a lot like life...
j
guy@saflyermag.co.za
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19 www.saflyer.com | July/August 2020
LEADING EDGE PETER GARRISON
WHEN BACK BECOMES FRONT Burt Rutan’s Defiant, a four-seat, push-pull twin-engine homebuilt developed
forty years ago, had the canard configuration of its precursors, the VariEze and Long-EZ, but with a twist.
T
Rutan's Defiant has its rudder ahead of the centre of gravity - making stability interesting.
HE
earlier
had
rudders
aeroplanes on
their
wingtip vertical stabilisers. Operating these rudders, which
hinged
only
outwards (so that a single
cable was required per rudder), involved plumbing a long run of cable through the cabin and each wing. Rutan was ever alert for ways to implement the motto of Douglas Aircraft
designer
Ed
Heinemann,
who
created the A4 Skyhawk: “simplicate and pitch controls to a single link running from the sidestick to the elevators on the canard. On the Defiant, he eliminated all the guides and pulleys and long runs of steel cable and placed the rudder beneath the pilot’s feet. He called it a “rhino rudder”, because in experimental versions he tried out on the VariEze and Long-EZ it was on top, the nose gear being in the way on the bottom. But what was the rudder doing on the front of the aeroplane? In an obliquely related development, I had a fractious exchange of emails with a person who was incensed that a certain Wikipedia article made reference to a
Image: Jeremy D Dando
add lightness.” He had already reduced the
in Wikipedia. It reminds me of the remark,
was relieved to find that the words “canard”
attributed to Groucho Marx, Mark Twain,
and “stabiliser” could be found in various
and others, that he would not want to
degrees of proximity, but never adjacent to
belong to any club that would have him for a
one another. I think the writer responsible
member. On the other hand, Wikipedia can
for the Wikipedia footnote must have
be pretty ferocious about sources, which are
something in common with the authors of
the fig leaves of scholarship. Once, when I
those promotional blurbs for films and ballot
corrected some biographical information
propositions, in which quoted snippets are
in a Wikipedia article about my own great-
ingeniously arranged in such a way as to
grandfather, the editors pounced upon
exactly reverse their original meaning.
“canard stabiliser”, citing in a footnote to a
my emendations for being inadequately
1992 article of mine. He had attempted to edit
sourced.
But about that rhino rudder... The vertical tail surfaces of most
the Wikipedia entry, only to have it changed
Nevertheless, “canard stabiliser” is a
aeroplanes – there were a few exceptions
back again, Whack-a-Mole fashion, by the
misnomer, and I would hate to think that I
back when Baron von Richthofen was still
original author.
used the phrase, especially twenty years
with us – consist of a fixed component, the
That one of my articles should be cited
ago, when I knew so much more than I do
fin or “vertical stabiliser,” and a movable one,
as an authoritative source in Wikipedia is
now. Accordingly, I asked my computer to
the rudder. To some extent they cooperate,
flattering, but somewhat shakes my faith
search all of my articles from 1850 onward. I
but the fin’s main function is to keep the
20 July/August 2020 | www.saflyer.com
COLUMNS
aeroplane’s
the
talking about, say, a VariEze, one might
direction of its flight, while the rudder’s is to
fuselage
aligned
with
carelessly toss off some phrase like, “Rutan
allow the pilot to adjust that alignment. In rare
moved the stabiliser to the front of the
cases, the rudder’s job can be done in other
aeroplane,” merely intending, by “stabiliser”,
produced no downwash, and the aeroplane
ways; on the B-2 bomber, for instance, both
to signify “the auxiliary wing usually found
pitched up from zero to ten degrees angle
fin and runner are dispensed with because
at the back end.” One could say this without
of attack, the horizontal tail would see a
of their radar reflectivity, replaced by spoiler-
meaning to imply that in moving to the other
ten-degree increase in its own angle of
like split ailerons that manage yaw by tugging
end of the aeroplane, the horizontal tail took
attack and push upward proportionately to
at the wingtips. But that arrangement is not
its stabilising function along with it. For that
lower the nose. But if the angle of the wing’s
naturally stable; it requires a yaw damper to
matter, we often speak of canards as “tail-
downwash at the tail is four degrees, the
create stability.
first” aeroplanes, even though, when the
horizontal stabiliser sees only a six-degree
A directionally stable aeroplane is like
auxiliary surface is found in the front of the
change in its angle of attack, and so its
a weathercock. Its pivot is at its centre of
aeroplane, it has surely forfeited its right to
stabilising contribution is much smaller.
gravity. It naturally tends to align itself with
be called a “tail”.
the wind. When you look at an aeroplane in
Static
When the stabiliser leapfrogs the wing
longitudinal
stability
is
the
and becomes a canard, the same principle
profile, any surface area behind its centre
aeroplane’s tendency to maintain a certain
applies. Because the span of the canard
of gravity tends to increase its directional
trimmed angle of attack and to return to it
surface is usually smaller than that of the
stability. Any surface area ahead of the
after a disturbance. Basically, it requires
wing, only the inboard portion of the wing
centre of gravity is destabilising. The rhino
that the centre of gravity be ahead of the
has to cope with its downwash, but the wing
rudder was therefore destabilising, but only
combined centre of pressure of all of the
produces an upwash ahead of it that affects
weakly so, because its pivot was placed in
lift-producing surfaces – wing, canard,
the entire canard. A further complication,
such a way that the entire surface tended
horizontal tail, whatever. That way, if, say,
important near the stall, arises if the
to align itself with the local flow, even in a
an upward gust increases the lift, the excess
canard’s tip vortices strike the wing. Canard
sideslip. (By the same token, a flag on the front of an aeroplane would align itself with the wind and produce no side force.) But the vertical fins – or winglets or “tipsails” – back at the wingtips were much larger than the rhino rudder, and handily overcame any destabilising effect it might have had. Not all surfaces are equally effective at producing a side force that increases with sideslip angle. To look at an MD-80, you would think it is directionally unstable. But the aerofoil section of the vertical fin is much more effective at producing a side force than
With so much fuselage ahead of the wing, how did the MD-80 maintain longitudinal stability?
the cylindrical fuselage is, and so the MD-80 is directionally stable despite its long nose and short tail. The same principle applies when you look at an aeroplane in plan view – that is,
lifting force is applied behind the centre
surfaces are best placed above, or on a level
of gravity and the nose tends to rotate
with, wings, in order to allow their tip vortices
downward, restoring equilibrium.
to pass above the wing when the nose is
downward from above – but now we’re talking
If that simple rule were all that a
up; placing the canard below the level of
about “longitudinal stability” rather than
designer had to worry about, there would
the wing risks an early wing stall triggered
“directional stability”. Surfaces ahead of the
be no stability specialists in this world.
by the upward-flowing outer edge of the
centre of gravity are inherently destabilizing.
Actually, maintaining stability gets a lot more
canard’s tip vortices. In a canard aeroplane,
That would seem to include any canard
complicated, because wings, stabilisers,
the centre of gravity is ahead of the main
surface. Hence, the term “canard stabiliser”
fuselages, nacelles, propellers and jet
wing, but the basic requirement for stability
is misleading.
wakes influence it, and one another, in ways
is still fulfilled: The combined lift of the wing
that vary with angle of attack and power
and the canard acts behind the aeroplane’s
setting, and also with the shapes and sizes
centre of gravity.
So how did it find its way into Wikipedia, supposedly by way of an article of mine? Although the horizontal tail surface provides both stabilisation and pitch control,
of bodies and lifting surfaces. For
example,
a
wing
Just deflects
getting
an
aeroplane
to
fly
air
straight and level requires juggling a
people often just call it the stabiliser.
downward. As the aeroplane slows down
surprising number of elements. It’s even
(Some, especially non-pilots, making a
and the wing works harder, that “downwash
more
complementary error, call the complete
angle” increases. Now, think of how that
of saying things that don’t create more
vertical surface the “rudder”). Thus, when
looks to the horizontal tail. If the wing
misunderstandings than they dispel.
complicated
than
finding
ways
j
21 www.saflyer.com | July/August 2020
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Specializing in turnkey
PLANE TALK JIM DAVIS
SLIPPING IT IN? What a graceful thing a sideslip is. When you watch an aeroplane slip gently onto the very threshold of a grass field and straighten out just before the wheels brush the turf, you know you are looking at an aviator – not an aeroplane driver.
T
Let’s have a closer look at what’s going on. This aircraft has a heading of about 020 but it’s tracking north. The pilot is using right rudder and holding the left wing down with aileron. For the most part, sideslipping is a lowlevel thing with two very useful purposes: 1. It can help you adjust your rate of
HIS article is especially for
So what exactly is a sideslip? It’s a way of
the newer, younger pilots who
creating more drag so that you can descend
want to be aviators. If you
steeply without increasing your airspeed.
already have this skill, then
It’s simple – if you make the aeroplane go
quietly turn the page, this is
sideways it gets all draggy, which means
We’ll look at a glide approach first.
not for you. I want to encourage fresh pilots
you can come down rapidly while keeping
Sideslipping works almost like flaps – it
to feel safe and comfortable sideslipping
the airspeed low.
gives you more drag and a steeper descent
right down to the ground – which is where it’s most useful.
descent during a glide approach or forced landing. 2. It’s the right way to do a crosswind landing.
And you make it draggy by crossing the
without gaining airspeed. In one way it does
controls so that the rudder tries to turn you
the job better than flaps because it’s infinitely variable. There are no notches – you can slip
Dealing with crosswind from the left.
as much or as little as you like, to get you down exactly where you want. And you don’t need to take your hand off the controls to adjust flap settings. Last month I told you about a student who was on a solo a cross-country in a Sling when the engine stopped. The reason was that both alternators had packed up and the pilot didn’t notice the voltmeter and ammeter warnings or the red light on the panel. Don’t ask. So eventually the battery was flat and the engine stopped because the fuel pump ran out of electricity. I must hasten to add that the ordinary Lycoming
and
Continental
engines
in
Cessnas, Pipers and Beechcraft will keep running if the battery goes flat. But the fuel-injected Rotax is a different animal Actually, that’s not quite true – it would
say to the right, and ailerons fight the turn by
with a complicated, non-standard electrical
also be useful if your engine caught fire at
banking you to the left. This way the aircraft
system.
8000 feet. You could then sideslip to blow
descends crabwise – it’s not going where it’s
Anyway, the student found himself with
the smoke and flames out to one side while
pointing. Here’s what it looks like from above
a dead engine and no flaps – because they
helping you to get down quicker.
(image on next page).
are electrically powered. So he had no way
24 July/August 2020 | www.saflyer.com
COLUMNS
of adjusting the final approach for his forced landing. Of course, a flat battery on modern Cessnas will also prevent you from using flaps – so a sideslip is a useful back door. Now let’s look at the second reason for sideslipping – crosswind landings. I said earlier that it’s the ‘right’ way to handle a crosswind. In fact it’s the ONLY way to do smooth, sexy crosswind landings. Once you’ve got it right, you’ll look forward to landings in a good strong crosswind. Promise. Do I hear rebellious rumblings from the back and the cry, “I was taught to use the crabbing method for crosswind landings”?
36
Well, yes, but you still need to sideslip. Let me explain. A crosswind landing calls for two things to be right: 1. O n final approach, you track along the extended centreline. You can do this either by heading slightly into wind (crabbing) or by sideslipping into wind.
360(M)
020(
M)
2. When you touch down you must have the nose pointing along the runway so that the wheels don’t hit the ground going sideways. Sideslipping all the way down your final approach is a bit silly is to crab down the approach and then convert to a wing-down
ding
Track
and uncomfortable. So the normal way to handle a crosswind
Hea
– sideslip – before touchdown. This gets the wheels aligned with the runway. The transition from crabbing to slipping is often
Aile
ron
Win
up
Relative airflow
Relative airflow
called ‘kicking it straight’. I hate the term – you don’t kick an aeroplane – but you must be positive on the rudder. Of course, as soon as you get the nose straight you’ll begin to drift towards the downwind side of the runway. The only way to stop this, while you keep the nose pointing along the runway, is to lower the into-wind wing and use opposite rudder to prevent her from turning. In other words, you convert to a sideslip. When you are good at it, you might do this only a foot or two above the runway.
g do
wn
The duration of this sideslip, after you’ve straightened the nose, depends on your skill and how much you get messed
WW inginug p
around by gusts. Ideally, it’s only a couple of seconds. But if
up
Ailero
it turns out to be longer, that’s just fine. Some like to get the nose straight as they cross the fence. Others like to do it at 100’ so they have time to settle into the slip. It doesn’t really matter
n dow
n
when you do it. In a nutshell, you should crab down the approach and convert to a sideslip before touchdown. I said there’s no rule
Rig
ht r
about where this transition should happen. But if you do it too
udd
late you’ll hit the ground going sideways which puts a massive
er
L Stick & R Rudder
load on the undercarriage. And if you do it too early, no sweat – you just keep slipping until you touch down on one wheel like a pro. And before you wonder if it’s a safe to sideslip at low level, the answer is an emphatic yes – it’s totally safe. In fact, it can be a whole lot safer than not sideslipping – so you’ve every reason to get good at it, and no reason to delay any longer.
TURN COORDINATOR
R
L 2 MIN
NO PITCH INFORMATION
The ball is to the left but there is no indication of turn
Besides, it’s an exercise that is generally not well taught, and almost never practised. This means we have generations of pilots for whom sideslipping is all a bit of a mystery. If you trained in a Cherokee or Cessna your instructor probably muttered darkly about never having to use a sideslip because
25 www.saflyer.com | July/August 2020
PLANE TALK
flaps do the job for you. Of course this is
the throttle is closed.
partly true – but why not have the flexibility
Actually, you pretty much don’t have to
of being able to use both?
worry about icing in a Cherokee. I’ve been
If you feel unsure about this whole thing
flying them for 50 years and only had carb-
because you haven’t sideslipped since you did your PPL, let me walk you through your O NC
R
TU
probably forgotten what happened. I’ve convinced you that sideslipping is not
R
OR
first sideslipping lesson because you’ve Okay, enough of the sales talk. I hope
OR AT DIN
N MI CH
L
2NO PIT ATION M
OR
INF
only a potential lifesaver, it’s also beautiful
icing once, and that was in a 235 while flying up the Natal coast on a warm muggy day. So I can almost guarantee you won’t need carb-heat in the smaller Cherokees. But if you want to use it just to keep the habit, no probs. •
FUEL SELECTION. You need to
and huge fun. So let’s get on with the lesson.
think carefully about fuel selection before
We are going to climb to a decent height
you start. The infallible rule is that fuel goes
and find a line-feature: a road, a railway line,
where the ball goes, so if we have the left
or – if you are lucky enough to be at the
wing down, and right rudder, the ball will be
coast – a stretch of beach. Now line up with
on the left. This means the fuel will move to
the nose pointing straight along it.
the left side of both tanks.
We will be doing a long, unbalanced
Let’s say you’ve selected the left tank,
glide, so it’s time to think about engine
which has an hour’s worth of fuel. That
handling:
fuel will move left – towards the wingtip –
• MIXTURE. If you’ve leaned out you’ll
and away from the tank’s outlet pipe. If the
need to richen the mixture a bit.
pipe starts sucking air rather than fuel – a
• CARB-HEAT. You may want to use
condition is known as ‘unporting’ – it will
carb-heat. A quick reminder that
cause the engine to stop. Not immediately,
different aircraft have different needs.
but after a little while when it has used the
Cherokees and C172s, even though
fuel in the pipe.
they may use the same Lycoming engines,
need
different
The answer is easy. Always select
treatment
the upper tank, no matter which way you confusingly, that you should only use carb-
sideslip. In an aircraft with side-by-side
pretty
heat “if you get an indication of icing.” I say
seating, it generally makes sense to sideslip
quickly so you’ll certainly need heat during
this is confusing because he doesn’t tell us
to the left because that gives you, as the
the glide. Mr Piper says, perhaps a little
how to recognise an indication of icing when
pilot, the best view of the runway. So select
when you throttle back. Cessnas
develop
carb-icing
TURN COORDINATOR
R
L 2 MIN
NO PITCH INFORMATION
A large dihedral and short tanks keep the fuel at the outlet ports
TURN COORDINATOR
R
L 2 MIN
NO PITCH INFORMATION
TURN COORDINATOR
R
L 2 MIN
NO PITCH INFORMATION
A small dihedral and long tanks allow easy unporting when the ball is not centred. Note: the fuel always moves in the same direction as the ball - regardless of bank.
26 July/August 2020 | www.saflyer.com
COLUMNS
the right-hand tank if you are planning to use a left sideslip. And of course if you are going to sideslip to the right, perhaps to deal with a crosswind, then you should switch to the left tank.
place to start the slip. So you wait until the turn is almost complete and then smoothly feed in right rudder to stop the turn while heading about 20 degrees to the right of the runway. At the same time, use
(Diagram on opposite page).
enough left aileron to keep the wing down. You’ll also need to lower
Right, that covers engine handling.
the nose slightly to maintain airspeed.
Now, listen for other traffic and do a couple of S-turns to make sure it’s all clear in front and below.
With a bit of practice, you’ll find it’s quite easy to keep tracking along the line feature.
Next, we throttle back smoothly and fully, using a touch of left
During the slip, think about controlling your heading with rudder,
rudder to start gliding in the normal way. Keep heading along the
and your rate of descent with the ailerons. You actually use both, but
line feature. Once you have the airspeed settled at best glide, trim
if you think about it like that it works out just fine.
out all stick pressure. On the Cherokees you can also use a bit of left rudder trim.
Now, depending on the type of aircraft, you may need to do an engine warm-up.
Ap
pr
oa
ch
Roun
d-out
siv aD miJ ©
Hold-off
sivaD m iJ
Touch down
©
sivaD miJ © sivaD miJ ©
Notice how the red, sideslipping aircraft, has a much steeper approach and more abrupt round out. It tends to sink through the round-out with a high angle of attack and a lot of drag, causing it to touch down short.
Have a look at our rate of descent, and remember it – let’s say it’s 600 ft/min.
Okay, to recover to a normal glide, you smoothly return the rudder and aileron to neutral while keeping an eye on the airspeed – more
Now, smoothly and gently bank the aircraft to the left. At the
about that in a minute. When you think you’ve recovered, just check
same time, use just enough right rudder to prevent the nose from
that the ball is back in the middle. Next, carb-heat off and smoothly
moving off the line feature.
increase to climb power for another try.
Okay, keep the airspeed constant with the elevator and gradually
A word about the airspeed during entry and recovery. When you
increase both aileron and rudder, without allowing the aircraft to turn.
begin a sideslip, you normally have plenty of altitude so you’ve time to
Eventually, you’ll reach maximum travel of one of the controls – either
adjust your airspeed. Generally, you have to lower the nose a little to
the aileron or the rudder will come to its stop.
counteract the extra drag – but there are two variables that conspire
There’s no hurry. Do this very slowly and gently.
to confuse you:
That’s it. You are now sideslipping to the aircraft’s maximum
1. The effect of the pitot tube not pointing directly into the airflow,
ability. Have another look at the VSI and note we are descending a
and the unknown position error on the static vents, make the
whole lot faster – perhaps 800 or 1000 ft/min.
ASI inaccurate.
Now have a look what’s happening outside. Although we are still
2. With side-by-side seating, you’ll seemingly have different nose
maintaining the heading of the line feature, we have actually started
attitudes depending on whether you slip to the left or to the
moving, or tracking, to the left of it. If the feature was a runway, you would want to track along it. So gently increase right rudder, or reduce left aileron, until the nose has moved perhaps 20 degrees right of the line, and now get the controls crossed to their limit again. In practice, you’ll often find that your turn on to final is a good
right. So I can’t tell you what nose attitude, or what indicated airspeed, is ‘correct’. You have to find out by trial and error. Recovering to normal flight can also be a problem because you often do it close to the ground, which leaves you little time to adjust the airspeed. If you run out of airspeed, there’s no room to recover.
27 www.saflyer.com | July/August 2020
PLANE TALK
And of course, if you are too fast, you’ll float for ever – which ruins your plan for a threshold touchdown.
High-wing aircraft sideslip more willingly because: 1. T he relative airflow on the side of the fuselage tends to increase the bank. 2. The fuselage does not interrupt the
HIGH-WING VERSUS LOW-WING Not all aeroplanes sideslip the same. High-wing
and
low-wing
aircraft
have
different characteristics. This difference is very noticeable on
airflow above the upper wing. This means the aircraft banks willingly and you’ll probably run out of rudder before you have full left aileron.
the far end if they don’t – which they didn’t. So to avoid the horrors of a heavy singleengine go-around, and the equal grief of damaging military property, what did I do? Correct. If you sideslip an Aztec, it comes down like an Aga stove. So the day was saved. The second one I won’t mention was when I overcooked a magnificent
a day-to-day basis in a Cub, a Colt, a Tri-
Fuel selection will be more critical on
sideslipping turn in front of a million people
Pacer and a Cessna. In fact, any high-wing
high-wing aircraft with little dihedral. So be
at an airshow in Oudtshoorn, and smacked
aircraft will sideslip a whole lot better than a
sure to use the upper tank for prolonged
into the ground 50 feet short of the runway
Cherokee, Mooney, Comanche or Bonanza.
sideslips.
and flattened a couple of bushes before
Low-wing aircraft have two things
Now, don’t just rush out and try slipping
working against them. Here’s what happens
down to knee height. You must get to know
I also won’t tell you about doing the
in a sideslip to the left:
your aircraft first. Grab a greybeard and
same wing-pointing-vertically-down-while-
1. T he relative airflow pressing against
some altitude and find out how she behaves
pivoting-through-180-degrees
the left side of the fuselage and tail fin
in both left and right sideslips, as well as
at George in my Tiger Moth, when something
tries to level the wings.
with and without flaps.
went twang. The termites in the stern-post
2. P art of the airflow above the right wing gets blanked off by the engine
It’s easy to get it right, but it’s just as easy to get it wrong.
reaching the numbers.
manoeuvre
had stopped holding hands – as had many more throughout the aircraft. It had to have
and fuselage – so you lose lift there
The Gleitch says I mustn’t talk about the
a complete rebuild after that. I also won’t
and that also tries to level the wings.
old days because it bores young pilots, so
mention that there is nothing to be learned
See the green area in the diagram.
I won’t briefly tell you about the following
from this, other than it’s worth inspecting
three most memorable sideslips in my life.
the bottom of the stern-post for cracks if
As a result, you have to use a lot of aileron. In fact, in most low-wing aircraft
The first was when I got myself into
you’ll find yourself using full aileron and only
terrible trouble in PE in an Aztec which
partial rudder.
had lost an engine. I was too high on final,
Enjoy your sideslipping. It’s safe if you
Because low-wing aircraft usually have
which is good for a single-engine landing if
do it sensibly it elevates you into a higher
more dihedral, they are less susceptible to
the flaps and undercarriage come out. But it
category of pilot, and of course it’s huge fun.
the fuel unporting.
means you’ll sail into the military hangars at
28 July/August 2020 | www.saflyer.com
you intend doing violent things with an old wooden aircraft.
j
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FUEL TABLE www.sv1.co.za
SA Flyer 2020|07/8
Fuel Prices Fuel Prices as at 22/05/2020 as at 22/05/2020 Pri ces Pri i nclude ces i nclude VAT but VAT exclude but exclude any servi anyceservi feesce fees Ai rfi eldAi rfi eld Avgas AvgasJet A1 Jet A1 Baragwanath Baragwanath R 19,50 R 19,50 Beaufort Beaufort West West R 21,20 R 21,20 R 14,85 R 14,85 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 13,86 R 13,86 R 6,24R 6,24 Brakpan Brakpan R 19,50 R 19,50 Brits Brits R 16,85 R 16,85 Cape Town Cape Town R 22,56 R 22,56 R 7,59R 7,59 Eagles Eagles Creek Creek R 19,95 R 19,95 East London East London R 17,37 R 17,37 R 7,72R 7,72 ErmeloErmelo R 19,21 R 19,21 Fi santekraal Fi santekraal R 21,70 R 21,70 Fly-In Fly-In No No Contact Contact Gari epGari Dam ep Dam R 19,00 R 19,00 R 13,50 R 13,50 GeorgeGeorge R17,79R17,79R8,91 R8,91 GrandGrand CentralCentral R 19,32 R 19,32 R 13,57 R 13,57 Hei delberg Hei delberg R 18,30 R 18,30 Ki mberley Ki mberley R 14,09 R 14,09 R 6,47R 6,47 Kitty Hawk Kitty Hawk R 21,30 R 21,30 Klerksdorp Klerksdorp R21,64R21,64 R14,74R14,74 Kroonstad Kroonstad R 14,90 R 14,90 R 12,00 R 12,00 KrugerKruger Intl Nelspruit Intl Nelspruit No No Contact Contact Krugersdorp Krugersdorp R 18,10 R 18,10 LanseriLanseri a a R 19,93 R 19,93 R 13,70 R 13,70 Margate Margate No Fuel No FuelAvbl Avbl Morningstar Morningstar R 17,95 R 17,95 Mosselbay Mosselbay R 20,33 R 20,33 R 14,50 R 14,50 Nelspruit Nelspruit R 20,93 R 20,93 R 13,69 R 13,69 Oudtshoorn Oudtshoorn R 18,40 R 18,40 R 14,11 R 14,11 Parys Parys R 14,40 R 14,40 R 9,90R 9,90 Pietermaritzburg Pietermaritzburg R 17,30 R 17,30 R 14,30 R 14,30 Pi etersburg Pi etersburg Ci vi l Ci vi l R 18,50 R 18,50 R 12,60 R 12,60 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 21,28 R 21,28 R 16,56 R 16,56 Potchefstroom Potchefstroom R 14,40 R 14,40 R 9,90R 9,90 Rand Rand R 16,19 R 16,19 R 8,74R 8,74 Robertson Robertson R19,50R19,50 Rustenberg Rustenberg R 18,95 R 18,95 R 12,50 R 12,50 Secunda Secunda R 18,98 R 18,98 R 12,19 R 12,19 Skeerpoort Skeerpoort *** Customer *** Customer to collect to collect R 12,20 R 12,20R7,60 R7,60 Springbok Springbok R 21,00 R 21,00 SpringsSprings R 18,60 R 18,60 R 12,79 R 12,79 Stellenbosch Stellenbosch No No Contact Contact Swellendam Swellendam R 17,60 R 17,60 R 12,10 R 12,10 TempeTempe R 17,10 R 17,10 R 12,11 R 12,11 Thabazimbe Thabazimbe R 14,90 R 14,90 R 10,40 R 10,40 Ultimate Ultimate Heli (Midrand) Heli (Midrand) *** *** R 15,60 R 15,60 R 11,10 R 11,10 Upington Upington R 14,66 R 14,66 R 7,05R 7,05 VereeniVereeni gi ng gi ng R 19,47 R 19,47 R 13,37 R 13,37 Vi rgi niVi a rgi ni a R 19,66 R 19,66 R 13,73 R 13,73 Welkom Welkom R 14,90 R 14,90 R 12,00 R 12,00 Wi ngsWi Park ngsELPark EL R 19,75 R 19,75 Witbank Witbank R 17,75 R 17,75 No Fuel No FuelAvbl Avbl Wonderboom Wonderboom Worcester Worcester R 19,70 R 19,70 *** Heli *** copters Heli copters only only
Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015
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July/August 2020 | www.saflyer.com
Fuel Prices Fuel Prices as at 29/06/2020 as at 29/06/2020 Pri ces Pri i nclude ces i nclude VAT but VAT exclude but exclude any servi anyceservi feesce fees Ai rfi eldAi rfi eld Avgas Avgas Jet A1 Jet A1 Baragwanath Baragwanath R 19,50 R 19,50 Beaufort Beaufort West West R 21,20 R 21,20 R 14,85 R 14,85 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 15,34 R 15,34R 6,60R 6,60 Brakpan Brakpan R 19,50 R 19,50 Brits Brits R 16,85 R 16,85 Cape Town Cape Town R 21,53 R 21,53R 7,50R 7,50 Eagles Eagles Creek Creek R 16,45 R 16,45 East London East London R 15,59 R 15,59R 5,58R 5,58 ErmeloErmelo R 16,68 R 16,68 Fi santekraal Fi santekraal R 21,50 R 21,50 Fly-In Fly-In No No Contact Contact Gari epGari Dam ep Dam R 19,00 R 19,00 R 10,50 R 10,50 GeorgeGeorge R18,54R18,54R7,04 R7,04 GrandGrand CentralCentral R 19,32 R 19,32 R 13,57 R 13,57 Hei delberg Hei delberg R 18,30 R 18,30 Ki mberley Ki mberley R 15,57 R 15,57R 6,83R 6,83 Kitty Hawk Kitty Hawk R 16,10 R 16,10 Klerksdorp Klerksdorp R21,64R21,64 R14,74R14,74 Kroonstad Kroonstad R 14,38 R 14,38R 9,98R 9,98 KrugerKruger Intl Nelspruit Intl Nelspruit R 20,00 R 20,00 R 14,80 R 14,80 Krugersdorp Krugersdorp R 16,98 R 16,98 LanseriLanseri a a R 18,29 R 18,29 R 14,05 R 14,05 Margate Margate No Fuel No Fuel Avbl Avbl Morningstar Morningstar R 17,50 R 17,50 Mosselbay Mosselbay R 19,00 R 19,00 R 11,25 R 11,25 Nelspruit Nelspruit R 21,05 R 21,05 R 13,68 R 13,68 Oudtshoorn Oudtshoorn R 18,40 R 18,40 R 14,11 R 14,11 Parys Parys R 16,00 R 16,00R 9,90R 9,90 Pietermaritzburg Pietermaritzburg R 17,30 R 17,30 R 14,30 R 14,30 Pi etersburg Pi etersburg Ci vi l Ci vi l R 18,50 R 18,50 R 11,00 R 11,00 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 17,83 R 17,83 R 13,27 R 13,27 Potchefstroom Potchefstroom R 16,00 R 16,00R 9,90R 9,90 Rand Rand R 18,71 R 18,71R 9,82R 9,82 Robertson Robertson R19,50R19,50 Rustenberg Rustenberg R 16,50 R 16,50 R 12,20 R 12,20 Secunda Secunda R 18,98 R 18,98 R 12,19 R 12,19 Skeerpoort Skeerpoort *** Customer *** Customer to collect to collect R 13,70 R 13,70R7,60 R7,60 Springbok Springbok R 21,00 R 21,00 SpringsSprings R 18,60 R 18,60 R 12,79 R 12,79 Stellenbosch Stellenbosch R 18,50 R 18,50 Swellendam Swellendam R 16,50 R 16,50R 8,50R 8,50 TempeTempe R 16,40 R 16,40 R 11,35 R 11,35 Thabazimbe Thabazimbe R 16,50 R 16,50 R 10,40 R 10,40 Ultimate Ultimate Heli (Midrand) Heli (Midrand) *** *** R 17,20 R 17,20 R 11,10 R 11,10 Upington Upington R 16,15 R 16,15R 7,41R 7,41 VereeniVereeni gi ng gi ng R 19,47 R 19,47 R 13,37 R 13,37 Vi rgi niVi a rgi ni a R 16,92 R 16,92 R 10,35 R 10,35 Welkom Welkom R 14,38 R 14,38R 9,98R 9,98 Wi ngsWi Park ngsELPark EL R 18,75 R 18,75 Witbank Witbank R 16,25 R 16,25 No Fuel No Fuel Avbl Avbl Wonderboom Wonderboom Worcester Worcester R 19,70 R 19,70 *** Heli *** copters Heli copters only only
SKEERPOORT THABAZIMBI PARYS AIRFIELD ULTIMATE HELIPORT, MIDRAND POTCHEFSTROOM AIRPORT
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SA Flyer 2016|11
• • • • •
HELI OPS GEORGE TONKING
HELICOPTER Robin Malherbe
Questions Answered I’m often inundated with questions about flying helicopters. These usually come from nervous first-time passengers or from onlookers, who swarm me right after I’ve shut down my silvery machine in a public place.
Inside the Alouette III cockpit, showing the collective in the left hand and the cyclic stick control in the right.
E
ARLY in my career, I found
supporting roles. As Spiderman says: “with
are no silly questions, only silly answers.
this to be an inconvenience,
great privilege comes great responsibility.”
I’ll try to make my answers as un-silly as
as I was so self-absorbed
Without this simple revelation, the knowledge
possible!
in just flying the machine
trail ends with us. No-one gets to learn and
properly. And, to be honest, I thought I was a bit of a
hotshot, with my shiny new wings. Things
enthuse with us around the thing which we are passionate about: flight. In this month’s column, I would like to
Firstly; “is flying a helicopter like flying a small plane, and can you do both?” This isn’t as simple an answer as you might imagine.
changed over time as I came around to the
answer some of the common questions I get
Having flown to many a rural area locally
fact that I wasn’t really the hero of the story,
asked. Some may seem silly, especially if
and across our borders, I’ve realised that
with the passengers and bystanders fulfilling
you are a pilot, but as the saying goes, there
in many cultures, there is no difference
32 July/August 2020 | www.saflyer.com
LEFT: Sharing knowledge with Pretoria Boys High’s aviation club members.
Robin Malherbe
BELOW: Using ground effect for takeoff in the rarefied Highveld air.
in their eyes between helicopters and
a motorcycle twist grip (only in the opposite
captains) sit on the left for an odd reason. In
airplanes. Helicopters, and pretty much all
direction to a motorcycle) in conjunction with
World War I, most aeroplanes had a heavy
other aircraft, are simply referred to as flying
the throttle to control both the collective pitch
torque effect from their engines. As a result,
machines. In reality, both helicopters and
on the main rotor and the required power.
if you turned right, the aircraft was lazy but
airplanes generally, and light helicopters
This collective works in a similar way to the
if you turned left, it wanted to roll quickly.
and small airplanes specifically, have very
propeller control on an airplane. Pulling it
This led to pilots feeling more confident to
similar flying characteristics in most flight
coarsens the pitch of the rotor blade, while
turn their machines to the left. It even bred
regimes. Many of the control systems in
pushing it changes the pitch to fine.
the ‘standard circuit’ which is to the … you
the cockpit are largely similar although,
The big difference in flying a helicopter
obviously, some are different. But what is
is of course that it can hover. And to hover is
common between helicopters and planes is
heavenly, as they say!
the dynamics of flight.
guessed it … left. It stuck. So, why right in most helicopters? Well that’s simply because the collective control
So yes, the short answer would be,
(which I explained earlier) is situated to the
In a light helicopter, the propulsion and
it is possible to fly an airplane quite easily
left of the pilot. There are some exceptions to
lifting force are both accomplished via the
if you have the skill to fly a helicopter and
the rule, like the Hughes 500, which is flown
rotary wing or rotor, unlike an airplane that
vice versa. Of course, both helicopters and
from the left side. The Bell 505 JetRanger
has a propeller on the front to move it forward
airplanes have their own required licenses,
X allows a pilot to fly from either position,
and a wing or two to provide the lifting force.
but the law does recognise prior ratings and
allowing for a better view of external or sling-
In both light helicopters and airplanes,
allows for credits on future ratings when
load cargo. Interestingly, the giant Erickson
pilots fly H.O.T.A.S. (Hands On Throttle
training.
Sky Crane can be flown from a loading
And Stick) meaning that you are continually
“Why does the pilot sit on the right-hand
maintaining stability and direction of the
side of the cockpit? Are all helicopters like
craft by manipulating the hand controls. In
that, or is it different in other countries, just
a helicopter, we use a cyclic stick control,
like in road vehicles?” This one is a fairly common question,
similar in an airplane: the joystick in the
and a good one. Aeroplane pilots (or
centre of the floor between the pilot’s legs, which controls lateral and longitudinal flight inputs. That is, up, down, left and right. The
pedal
controls
look
and
do
of the helicopter! The next question is an old favourite. “What happens if the engine stops while you’re flying?” Well, we sweat with the fan off … Not
Robin Malherbe
which moves the rotor system. This looks
position, with the second pilot facing the tail
essentially the same thing in both too, only in a helicopter we don’t call them rudder pedals but rather torque-reaction pedals. These torque-reaction pedals and their effects haven’t changed in more than a century: they essentially keep the tail in trim on the yaw axis. The next control looks totally different in helicopters and airplanes, the throttle. In an airplane it is usually a push and pull lever on the control panel. In a helicopter, the throttle is commonly found on the end of the collective control on the left-hand side of the pilot’s seat. The collective looks like a car handbrake but without a ratchet. It works like
33 www.saflyer.com | July/August 2020
A takeoff using a runway.
really, but it makes a good joke. Helicopters,
energy to cushion an engine-off landing. For
believe it or not, can glide. Like a manhole
a successful auto-rotation, we need to have
the air is too thin to take off vertically with
cover. (Yes, that too was a joke.) We call it
forward speed to initiate the landing. Hence,
a decent payload for most light helicopters.
autorotation, which has been around since
helicopters spend as little time as possible in
So, we use the small area between the rotors
the beginning of helicopter flight. Nature
vertical flight to minimise the risk.
and the ground to bounce off the tarmac.
shows us a perfect example in the sycamore
Which leads us to the next question.
This is called ground effect, where the air
seed: the seed that looks like one end of
“Why don’t you always land and takeoff
displaced by the rotors downward causes
a propeller and falls off the trees in winter, making a big mess of your pool. If you
vertically, like in the movies?”
a cushion of air on the ground. Add forward
Well, we can land and takeoff vertically.
examine the seed carefully, it not only has
Sometimes.
the
cushion to launch us into the air, similar to a
a single-sided wing or rotor, but it also has
environment that the helicopter flies in, as
takeoff in an airplane. This is like making the
a ripple in the wing. This allows the rotor of
well as the payload of the helicopter.
ladder less steep, thus putting the first few
the seed to not only rotate, but also provide
The
problem
is
with
momentum, and we can use this ground
I will use a loose analogy: If you’ve
elastic ladder rungs closer to the ground.
ever climbed a ladder, you realise that it is
As you bounce your foot off them, you get
Similarly, helicopter rotor blades are
much harder to climb than to walk along a
momentum for the rest of your climb.
designed with a twist in them to allow them
flat path. Add a backpack filled with bricks
Most of what I do when flying has
to continue rotating, with the descending air
and it becomes harder still. In the same way,
become second nature and I can be blasé
running through the rotating disc when the
ascending vertically in a helicopter requires
about how special flying is, especially to
propulsion engine is disengaged or fails.
the aircraft to displace its own weight to
those who have never experienced it first-
While descending, the pilot can control the
climb: essentially, its ladder. In layman’s
hand. And so, now, when both passengers
RPM of the rotor system with the collective
terms, the ladder rungs represent the air
and bystanders ask me questions that seem
to reduce the rate of descent and also to
around the helicopter, which the helicopter
ridiculous, I try to put myself in their shoes.
cushion the landing when close enough to
needs to push against in order to ascend.
They might be asking because they are
the ground. We practice this often and we fly
Now imagine the first few rungs were made
nervous, and my answers can put them at
the helicopter in such a way as to minimise
of elastic.
ease. Or they might be asking just because
cushioning lift.
the risk of crashing if the helicopter’s engine
In the rarefied air of the Highveld, we
were to fail. We generally don’t takeoff or land
typically have slightly less than half the air
vertically as that would allow us very little
density found at sea level. This means that
34 July/August 2020 | www.saflyer.com
of a genuine interest in flying. Hopefully my answers will push them towards pursuing that interest further.
j
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The CAA's threadbare flags are flying at half mast - is that because they killed general aviation?
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2020
REGISTER REVIEW: RAY WATTS
APRIL, MAY & JUNE G-AHHY. The other one is a Van’s RV-7 which has gone to the USA.
ZU-MGM Auster Mk1. Exported to the UK.
I have compiled, over the past few months, a list of reported accidents that have affected aircraft registered here. There were two written off in Mozambique during anti insurgency operations and the others were due to various accidents. Some of these accidents had
Gerald Maddam
fatalities but I have not included those details here. My contact Ian Burnett in the UK is a glider pilot who likes to go gliding all over Europe and he has discovered twelve of our locally manufactured, and registered, Jonker Brothers JS1 gliders which,
During this period of lock down due
although they are SA registered, are resident in the UK and Europe. I
to Covid-19 the CAA has not been able
expect there are many more.
to put out any amendments to the
Exported to the USA for parting out.
register.
a list of South African registered aircraft that have appeared on foreign registers. I must thank Ian Burnett and Andy Heape in the UK and Matt Tardif in the USA for
Ray Watts
U
SING my contacts overseas I have been able to compile
their fantastic help in this. As you can see from the table, I have also included the SAA aircraft that have been returned to their lessors. Three of the A340s: ZS-SNE, SNH & SNI were flown to San Bernadino in the USA in February 2020 for parting out. They were in excellent condition but destined to be broken up, a sad end to three magnificent aircraft, not yet 20 years old. There are another eight SAA aircraft that have been returned to their lessors and I hope that these will go on to be leased
TAIL PIECE I see that our Minister of Transport is slowly allowing aviation to resume operations and although GA isn’t totally open as yet, at least we’re not confined to the hangars anymore. Folks, your skills may be a bit rusty after being grounded for such a long time. Take it easy and
j
stay safe.
out to other operators and thus continue flying. This may be wishful thinking as the world’s airlines are struggling due to the Coronavirus. There were several other types of aircraft that left the country and
ZS-TJS Lear 45 exported to the USA.
included in those is a Grumman AA5A, an AS350B2, a Bell 206B, a Robinson R44 and a Lear 45.
Gareth Bosman
ZS-HCZ Bell 206B Written off near Vereeniging.
ZU-FYU Bat Hawk Written off in Mozambique.
Two NTCA aircraft left our shores, one being a Taylorcraft Plus D which after spending most of her life in Rhodesia/Zimbabwe was brought to South Africa by her owner in April 2015 and rebuilt in Pietermaritzburg. She is painted in her original RAF colours and serial number LB368 and takes up her original UK registration of
36 July/August 2020 | www.saflyer.com
REGISTER REVIEW
Deletions up to June 2020 Reg ZS - Deletions
Manufacturer
Type Name
Serial No
Previous Identity
ZS-HTK
AS350B2
4316
Canada as C-FGAL
6/2020
ZS-JAF
Grumman AA5A
AA5A-403
USA as N883UB
2/2020
ZS-PTN
Bell 206B
4610
Italy as I-IAPA
5/2020
ZS-RZI
Robinson R44 II
12800
Australia as VH-VWL
4/2020
ZS-SFG
A319-131
2326
Ferried to Shannon, Ireland, on return to lessor
6/2020
ZS-SFH
A319-131
2355
Ferried to Kaunas, Lithuania, on return to lessor
6/2020
ZS-SFI
A319-131
2375
Ferried to Ciudad Real, Spain, on return to lessor
6/2020
ZS-SFM
A319-131
2469
Ferried to Tarbes, France, on return to lessor
6/2020
ZS-SNE
A340-642
534
Ferried to San Bernadino USA for parting out
2/2020
ZS-SNH
A340-642
626
Ferried to San Bernadino USA for parting out
2/2020
ZS-SNI
A340-642
630
Ferried to San Bernadino USA for parting out
2/2020
ZS-SXA
A340-300
544
Ferried to Tarbes, France, on return to lessor
6/2020
ZS-SXB
A340-300
582
Ferried to Tarbes, France, on return to lessor
6/2020
ZS-SXC
A340-300
590
Ferried to Tarbes, France, on return to lessor
6/2020
ZS-SXV
A330-243
1243
Barbados as VP-CGI
4/2020
ZS-SXW
A330-243
1236
USA as N634AC
5/2020
ZS-SXX
A330-243
1223
USA as N632AC
5/2020
ZS-SXY
A330-243
1210
USA as N618AC
5/2020
ZS-SXZ
A330-243
1191
USA as N628AC
5/2020
ZS-TJS
Lear 45
45-083
USA as N830LJ
5/2020
ZU - Aircraft Deleted ZU-MGM
Taylorcraft Plus D
216
UK as G-AHHY
5/2020
ZU-MGR
Vans RV7
73355
USA as N1977M
6/2020
KNOWN ACCIDENTS ZS-HCZ
Bell 206B
4110
Rollover on landing near Vereeniging
19/3/2020
ZS-RIS
Robinson R22
4081
Accident on landing near Worchester
4/2/2020
ZT-RJC
Bell 505
65109
Rollover on landing near Christiana
24/3/2020
ZT-RHC
Bell 206B
Written off at Grand Central
17/6/2020
ZU-FYU
Bat Hawk
ZU-IPS
Sling 4 TSI
ZU-ROJ
SA341G Gazelle
ZU-SFB
Jabiru J400
MA13-22
Written off on Quirimbas Island Mozambique
17/6/2020
CFIT in Umkomazi River valley
15/3/2020
WA/1987
Destroyed by fire on Quirimbas Island Mozambique
10/4/2020
243
Crashed near Villiersdorp
2/6/2020
SA REGISTERED JONKER BROS GLIDERS BASED IN EUROPE ZS-GAK
JONKER JS1
1C-057
Resident in the UK
ZS-GBI
JONKER JS1
1C-065
Resident in France
ZS-GBL
JONKER JS1
1C-061
Resident in the UK (Lasham)
ZS-GBX
JONKER JS1
1C-062
Resident in Holland
ZS-GCE
JONKER JS1
1B-013
Resident in the UK
ZS-GCY
JONKER JS1
1B-031
Resident in France
ZS-GDH
JONKER JS1
1C-034
Resident in Holland
ZS-GEH
JONKER JS1
1C-044
Resident in the UK (Shobdon)
ZS-GIL
JONKER JS1
1C-085
Resident in Italy (Locarno)
ZS-GKX
JONKER JS1
1C-109
Resident in Czech Republic
ZS-GRT
JONKER JS1
1C-097
Resident in Italy
ZS-GSK
JONKER JS1
1C-076
Resident in Germany
General Info & Bookings: T: +27(0)18 451 1188 071 674 9969 / 072 908 5730 E: info@bonabona.co.za www.saflyer.com | July/August 2020
37
WOMEN’S DAY: DASSIE PERSAUD-VAN DER WESTHUIZEN
A brief history of women in aviation First licensed woman pilot Raymonde de Larfoche.
Who doesn’t love public holidays? They are brightly circled on all aviator’s calendars, marking the rare occasions to ditch work and fly off into the African sunset for a quick getaway. It’s also an opportunity for the weekend warriors to take over the skies.
U
NFORTUNATELY,
cringe at the training methodology: Charles
her the nickname “Brave Bessie” and set the
this year the Covid-19
couldn’t fly with Raymonde since the Voisin
scene for the 1920s to be a defining decade
lockdown regulations
only had one seat, so she was briefed on
for female pilots.
interfered with these
the ground before hopping into the aircraft.
The decade included the appearance of
traditions
and
it’s
Raymonde hoped that more women would
Amelia Earhart. Although the most famous,
highly
probable
join her in the skies, saying: “Flying is the
she was not necessarily the most skilled
that we won’t all be
best possible thing for women. (It) does not
aviator, and didn’t always beat her fierce
enjoying Women’s Day in our aircraft. So,
rely so much on strength, as on physical and
rivals. Amelia placed third in America’s
instead of flying away to a new destination,
mental coordination.”
inaugural women-only air race (dubbed the
let’s escape into these pages and embark on
‘Powder Puff Derby’) during the National Air
a trip through history to remember a handful
THE BIRTHPLACE OF COMMERCIAL
Races in 1929. The rules represented the
of courageous female aviation pioneers who
AVIATION
condescending views of men at the time:
paved the path for more to follow.
A few years later, in the USA, Bessie
navigational instruments and night flying
Coleman found herself bitten by the aviation
were banned and the aircraft’s engines had
bug. To escape the gender and racial
to have a horsepower rating “appropriate”
The story begins in France. On 8 March
prejudice in the birthplace of commercial
to women. Some men were so anti-women,
1910, Raymonde de Laroche (a dashing
aviation, she travelled across the Atlantic
they
actress turned pilot) became the first woman
Ocean to France, where she was welcomed
resulting in a fatal crash.
in the world to obtain a pilot’s licence. She
with open arms. In 1921 Bessie emerged as
trained on a single-seater Voisin aircraft,
the first African American female pilot and
association rose from these ashes. Louise
and her instructor was none other than the
returned to America to perform her ‘tricks’
Thaden, winner of the 1929 Powder Puff
aviation pioneer Charles Voisin himself. Any
in the air during airshows to inspire others.
Derby and holder of several aviation records
modern-day safety-conscious pilot would
Her aerobatic loops and lazy eights earned
at the time, teamed up with Ms Earhart
THE FIRST OF THE FIRSTS
38 July/August 2020 | www.saflyer.com
allegedly
The
sabotaged
Ninety-Nines
an
woman
aircraft, pilots
shortly after the race to form this non-profit
transatlantic flight. Yet, instead of these
of these pioneers. As a result, several
organisation. (90 years later, the Ninety-
achievements clearing the path for female
women have celebrated lifelong aviation
Nines still promote women in aviation by
pilots to progress, women still struggled to
careers around the world. And back home,
providing scholarships and guidance).
be regarded as equals. Years passed before
we can proudly say that our South African
Amelia Earhart continued to push
they were given the green light to compete
women have not shied away from breaking
boundaries and in 1932 made history
against men. It was only in 1936 that a pair of
stereotypes.
as the first female to complete a solo
women - Louise Thaden and Blanche Noyes
Catherine 'Siren' Constable (left) is the first woman Gripen pilot in the SAAF, here seen training in Sweden.
THE SOUTH AFRICAN AIR FORCE HAS DONE MUCH TO DEVELOP WOMEN PILOTS
- proved women were as capable as men by
INSPIRING A FUTURE GENERATION
winning the famous Bendix Trophy for the
The South African Air Force has done
first time, beating their male competitors in
much to develop women pilots culminating
the process.
in 2010 when Lieutenant Colonel Catherine
A detailed and charming account of this
Constable broke through gender stereotypes
era is found in a book called ‘Fly Girls’ by
by becoming South Africa’s first female
Keith O’ Brien. Despite the persistence of
Gripen fighter pilot. The SAAF has made
female aviators, transitioning into a world
efforts at all levels to eradicate systemic
where pilots are offered opportunities based
exclusion and to encourage more female
on their skills instead of their gender was
aviators to join the military. For example,
not a smooth process - trying to fly when
ejection seats and aircraft were modified
women were not even deemed worthy of
to allow for a variety of anthropometric
the right to vote, and racial inequality was
measurements since the original design had
at the peak, barred women from careers in
“a considerable effect on the selection of
the flight deck.
both black and white females,” said former
A lot has changed, thanks to the efforts
Chief of the SAAF, Lieutenant-General Carlo
39 www.saflyer.com | July/August 2020
SAA's Annabel Vundla - pioneering African women in SAA cockpits.
SAA's first all-female flight deck crew - Captain Jane Trembath, with Senior First Officers Jocindy Mars and Taryn Hochstrasser.
Gagiano. South African women should apply
flight from Johannesburg to Sao Paulo,
stop more women from finding ways to show
if they have dreams of being an Air Force
showing our local talent to the world.
their strength during 2020.
pilot. (And the SAAF covers all the millions
And it’s not just in the flight deck that
of Rands in expenses to train their pilots -
big strides are being made. Also in 2018,
both male and female).
WikiSky
clothing
made in South Africa and abroad, more
company founded by a commercial pilot)
than a century later women in aviation still
becoming our country’s first African Police
launched to produce stylish pilot uniform
share the same hopes as Raymonde did
(SAPS) helicopter pilot in 2006. She has
shirts fit for women. We all cheered! Instead
back in 1910 - that more women will find this
touched the lives of many by launching
of drowning in shirts designed for men,
industry attractive. There is far to go: only
the non-profit Girls Fly Programme in
these uniforms offered women the chance
5% of airline pilots and 3% of airline CEO’s
Africa (GFPA) Foundation which “positively
to remain feminine and feel included in this
are female.
impacts lives, one girl at a time, through
male-dominated industry.
Ledwaba
made
history
all-female
local
While significant progress has been
by
Refilwe
(an
HOPES FOR THE FUTURE
Since Covid-19 is forcing us all to pause
education, networking, mentorships and
Our local teenagers didn’t even wait to
and reconsider our lives, perhaps 2020
scholarships.” It focuses on STEAM subjects
matriculate before inspiring the world. In
is the year all aviators should reflect on
(Science, Technology, Engineering, Arts,
2019 Megan Werner (who was a 17-year-
how they can make a difference to women
and Mathematics) for aviation and space
old Private Pilot at the time), started the
growing in this industry. Instead of only
careers at school and post-school levels.
U-Dream-Goal
project.
giving flowers and chocolates to our wives
Another notable pioneer is Annabel Vundla
Twenty students built the Sling 2 that they
and daughters before using this day as an
who was the South African Air Force’s first
flew on their trip across Africa. Oh, and they
excuse to fly off into the sunset, maybe this
black female pilot and flight instructor, and is
made it back in time to prepare for their final
Women’s Day on Sunday 9 August will be a
now a Senior First officer at SAA.
matric exams.
chance for each individual to reach out and
South
African
Airways
Cape
to
Cairo
celebrated
Fortunately, the full list of South African
support one woman. And perhaps this small
Women’s month in 2018 with an all-female
females breaking stereotypes is too long to
gesture will have a ripple effect that changes
flight deck and cabin crew on an international
mention but, it’s unlikely that COVID-19 will
gender parity in aviation.
40 July/August 2020 | www.saflyer.com
j
BUMPPFF
WHAT HAPPENS WHEN YOUR FLIGHT CLEARANCES TO OVERFLY MOROCCO TO PORTUGAL ARE NOT QUITE RIGHT.
join.the.leader Cape Town Flight Training Centre
Private, Commercial & Advanced Pilot Training (021) 976 7053 or (084) 440 7922 www.cape-town-flying.co.za CAA/0188
41 www.saflyer.com | July/August 2020
ACCIDENT REPORT JIM DAVIS
GO-AROUNDS LOCATION: LEXINGTON, NE ACCIDENT NUMBER: GAA19CA570 DATE & TIME: 09/25/2019, 1720 CDT (2220 Z) REGISTRATION: N1216N AIRCRAFT: CIRRUS SR22 AIRCRAFT DAMAGE: SUBSTANTIAL DEFINING EVENT: LOSS OF CONTROL IN FLIGHT INJURIES: 1 SERIOUS, 1 MINOR PILOT: 65 YEAR OLD MALE PPL (ESTIMATED) 814 HOURS (TOTAL, ALL AIRCRAFT) 73 HOURS (TOTAL, THIS MAKE AND MODEL) 20 HOURS (LAST 90 DAYS, ALL AIRCRAFT) 14 HOURS (LAST 30 DAYS, ALL AIRCRAFT) 1 HOURS (LAST 24 HOURS, ALL AIRCRAFT) FLIGHT CONDUCTED UNDER: PART 91: GENERAL AVIATION - INSTRUCTIONAL
42 July/August 2020 | www.saflyer.com
ANALYSIS The pilot reported that, during approach
during a go-around, which resulted in an
•
Approaching too fast
aerodynamic stall and a hard landing.
•
Touching down too fast
•
Poor low speed and stall handling
•
Poor use of rudder
to land will full flaps, he decided to perform a go-around and applied full power. The
HISTORY OF FLIGHT
aeroplane started turning left and he
Approach-VFR go-around
•
Poor mechanical knowledge
applied right rudder. The aeroplane was
Loss of control in flight (Defining event)
•
Inability to handle a go-around
“low and slow” and was unable to gain
Aerodynamic stall/spin
altitude. The aeroplane continued to drift
Collision with terrain or object (non-
left then subsequently, landed hard in an
CFIT)
probably the most serious.
Meteorological Information
Rand arbitration hearing in which a pilot
the go-around, he did not adjust the flap
Visual Conditions
of a Jabby was severely injured when his
setting to the takeoff setting.
Condition of Light: Day
aircraft was hit from above by a Cherokee
Lowest Cloud Condition: Clear
20 feet over the runway at Wonderboom.
adjacent field left of the runway. The pilot further reported that, during
The aeroplane sustained substantial
This last one – the go-around – is I have just returned from a multi-million
Visibility: 10 Miles
The Cherokee should have done a go-
Wind Speed/Gusts: 12 knots /
around. The problem was that the student
no pre accident mechanical failures or
Turbulence Type Forecast/Actual:
pilot in Cherokee had no idea when to
malfunctions with the aeroplane that would
None / None
initiate a go-round, or how to fly one. He
have precluded normal operation.
Wind Direction: 50°
freely admitted this to the investigator.
damage to the left wing. The pilot reported that there were
The pilot added that he did not
Turbulence Severity Forecast/
He didn’t even have to make the
remember if the stall warning horn was
Actual: N/A / N/A
decision – ATC told him to initiate a go-
going off, but believed that the aeroplane
Altimeter Setting: 29.98 inches Hg
around, but he did nothing. In my opinion
aerodynamically stalled before impact.
Temperature/Dew Point: 23°C / 7°C
it was not his fault, he simply hadn’t been
The pilot reported that the wind was
adequately trained, and didn’t understand
from 040° at 20 knots, gusting to 30
Airport Information
knots. The airport’s automated weather
Airport: Jim Kelly Field (LXN)
observation station reported that, about
Runway Surface Type: Concrete
the same situation. He had no clear idea in
5 minutes before the accident, the wind
Airport Elevation: 2412 ft
his head of what to do.
was from 050° at 12 knots, 10 statute
Runway Surface Condition: Dry
mile visibility, sky clear, temperature 23°C
Runway Used: 32 IFR Approach: None
(73°F), dew point 7°C (45°F), altimeter
Runway Length/Width: 5489 ft / 100 ft
29.98” Hg. The airport field elevation was
VFR Approach/Landing: Go Around
what he was supposed to do. And now we have this Cirrus in much
On page 104 of my blue PPL manual, you will see this block of red writing.
2412 ft. The pilot was departing on runway 32. The pilot operating handbook checklist titled “Balked Landing/Go-Around” stated in part:
JIM’S COMMENTS: I do a lot of paging through accident and incident reports to find stuff for this
1.
Autopilot – DISENGAGE
column, and have developed a bit of sixth
2.
Power Lever – FULL FORWARD
sense about what type of accidents are
3.
Check Airspeed – (my
associated with what types of aircraft.
recommendation)
C210s go with gear troubles and vapour
4.
Flaps – 50%
locks. Bonanzas are prone to hitting high
5.
Airspeed – 75-80 KIAS
ground in bad weather. C172s tend to run
After clear of obstacles:
out of fuel. Cherokees lose nose wheels
1. Flaps – UP
on bounced landings. And Cirri either parachute to earth in crappy weather, or
The manufacturer published a performance chart titled “Balked Landing
suffer from loss of control in the circuit. Of course these are naughty
Rate of Climb.” The calculated rate of climb
generalisations – but they are real trends
with full flaps during the balked landing was
that I have noticed. This SR22 fits the
about 1,168 ft per minute.
pattern exactly – it ran out of airspeed while doing a go-around.
PROBABLE CAUSE AND FINDINGS The National Transportation Safety
Pilots also have trends, or weak spots, like mostly being pretty useless at:
Board determines the probable cause(s) of
This is the most important piece of advice in the whole 500 page manual.
this accident to be the pilot’s exceedance
•
Crosswind takeoffs
of the aeroplane’s critical angle of attack
•
Engine failures after takeoff
Go-arounds save lives and aeroplanes. I suggest that much of the blame for
43 www.saflyer.com | July/August 2020
this ailment is strangely the position of the third wheel on our aircraft.
The results of a badly executed go-around.
When it was at the back, aeroplanes could be a real bastard to land, so if things went wrong, as they often did, we simply opened the throttle and did a go-around. It was a very common thing. When you were learning to land you could be pretty sure of doing one or two go-arounds in every session of circuits and bumps. Sometimes you would make the decision on the final approach because you were too high or too fast or something else made you unhappy. But mostly you decided to do a go-around after your wheels’ first disastrous contact with the runway. The aeroplane might be going sideways, or drifting towards the edge, or simply on its way up when it shouldn’t be. It was no big deal – it was an everyday experience that we
1.
Apply half power
did pretty much automatically. You do three very simple things
2.
Raise the flaps
simultaneously.
3.
Pull the nose up
•
Lower the nose into the level flight attitude
4.
Stretch his neck to try and see where he is going.
•
Smoothly apply FULL power
5.
Drift off the left side of the runway through not using
•
Use enough rudder to keep straight.
That’s really not difficult and it sorts out the immediate problem.
enough right rudder with power. 6.
Stall
7.
Die
Now you have plenty of time to wait for the airspeed to increase and then gently bleed off the flaps. After that you simply climb away and re-trim. It’s all very easy, very civilised and hugely praiseworthy. When a nose wheel pilot, who hasn’t done a go-around since
Okay, I was lying about the last two. I haven’t actually witnessed the stalls and deaths because when one is in the aeroplane it’s considered good instructional technique to intervene fairly smartly.
Charles Lindbergh was a baby, is suddenly told to do one, this is
So that’s what happens when an unpracticed pilot is told to do
what he will do, believe me – I have watched it a thousand times:
a go-around. I emphasise the word told because it normally takes ATC, or an instructor, to prompt the pilot into action. If it’s not part of
Go-around crashes are suprisingly common.
44 July/August 2020 | www.saflyer.com
his current thinking he will sit through the most astonishing landings
How do I know he didn’t have full power? Well this aeroplane is a bit
without ever thinking of a go-around.
of a Maserati – it has 310 horses waiting to be given the nod, and it
The recent Pakistan International A320 crash at Karachi would
will climb at over 1000’/min, even with full flap. But it will only do that
appear to be at least partially caused by a stubborn determination to
if you summon the whole herd. If you leave half of them grazing in
continue with the landing, come what may.
the pasture you must expect trouble.
If the go-around instruction comes from ATC, then expect a
With this accident, there was a slight aggravating circumstance.
considerable delay before the pilot reaches step 1 above. This is
An almost 90° crosswind from the right which the pilot claimed was
what happens – I joke not.
gusting to 30 kts, and the automatic weather station reported as 12 kts. So the aircraft would have drifted left in any case. But a very
ATC: Charlie Bravo November do an immediate go-around to the right of the runway.
strong left turning force would have been caused by ‘P’ effect. ‘P’ effect is caused temporarily by the gyroscopic effect of the
CBN: Tower, Charlie Bravo November, were you calling us?
prop, but mainly by the slipstream. If you have a clockwise prop,
ATC: Charlie Bravo November, affirm. I say again do an
which most aircraft do, it spirals back and presses on the left side
immediate go-around to the right of the runway.
of the rear fuselage, the fin and the rudder, causing a strong left
CBN: Tower, Charlie Bravo November, confirm you don’t want
turning effect.
us to land off this approach, and you want… um…?
When you fly slowly the rudder is pretty ineffective, so some aircraft need almost FULL right rudder just to keep straight when
If the instructor tries to get the ball rolling by saying in a calm
you use a lot of power at low airspeed. Try it next time you fly. Get
voice, “OK let’s do a go-around” one of two things will happen. An
some height in the training area, bring the airspeed back, select full
alert pupe will go straight into the business of taking half power and
flap, and now smoothly increase to full power while easing the nose
dumping the flaps. A more dozy subject will consider the proposal
up to maintain your airspeed somewhere close to the stall. You will
before asking, “Who, me?” To which one replies, “No maty, that
be horrified how much rudder you need to keep straight and to keep
aircraft over there.” I am really not joking – this is what people do
the ball in the middle.
under stress. So reaction time can be anything from a couple of seconds to – well, …never. At this stage the reader, depending on his nature and perceived status in aviation, may throw up his hands and declare to bystanders
If you are uncomfortable doing this on your own, take a good instructor with you. Play around on the edge of a stall until you are really comfortable – particularly with lots of power. This is pretty much the best training investment any pilot can make. Incidentally the POH for that aircraft says that the maximum
that Davis is talking crap again. But if he is a more seasoned pilot,
demonstrated crosswind is 21 knots, so the pilot was digging a
or an instructor, a wry smile may cross his mush and he may mutter
deeper hole for himself when he claimed the wind was gusting to 30
how his first pupe tried to kill him using this exact technique – half
knots.
throttle and raise the flaps. Every instructor only faces this disappointment once. It happens early in their instructing career and it is so traumatic that they instantly become a better instructor. After that they watch like a
WHAT CAN WE LEARN? Just two things today. You can only consider yourself a good pilot when you are totally comfortable:
hawk and are ready to smack the pupe’s hand away from the flap selector, and take a handful of power. I can pretty much guarantee that this is what this Cirrus pilot did.
1.
Flying on the edge of a stall
2.
Doing a timely and well executed go-around
j
45 www.saflyer.com | July/August 2020
FEATURE
WORDS: MARK HOLLIDAY
STORY 2:
The General One of the inevitabilities of cross-country gliding is landing away from your home field from time to time. This is the equivalent of a forced landing in power flying, yet is normal operations by the gliding community. I have had to land out over ninety times, and in their own way each has been a little adventure. I have decided to record some of my experiences in the hope that they may help both glider and power pilots in some of the planning and decisionmaking processes they face.
46 July/August 2020 | www.saflyer.com
L
OW over some hills in the
sense is so much more difficult to explain and
southern Free State near
verges on the mystical. To pull up, aiming at
Bethulie, I see that once
the cloud and watch the Vario peg for 10
again I have pushed myself
seconds and then slump into the core of a
too far and too fast. My last
thermal, or feel the power of a surge of lift
hope of lift is dashed – and
under your tail bunt you forward knowing that
it’s only 12:30 pm. A dirt
you have found the real core and are about to
runway running up to a farmhouse is my last
be rewarded with a boomer. To find the wave
resort.
that takes you up the side of a cloud or to be
Reduce your flying cost by half with this beautiful Mogas driven C-182!
After an uneventful landing, I lean into my
respectfully joined by squadrons of vultures
cockpit to switch off my oxygen system. I hear
or storks, these are all unique hallmarks of
Cessna 182P
the gruff roar of a 4-wheeler approaching
perfect flight that are private to us as glider
with a menacing pack of four Boerboels in
pilots and so difficult to share – even with
Year of Manufacture: 1973
tow.
other pilots.
Total Time Airframe: 8548 hours Engine TSN: 832 hours TCM O-470-R
My host for the afternoon is a retired
The memories of a glider flight, that run
General from the South African Air Force. He
through our minds like movies as we drive
Propeller SPOH: 29 hours Hartzell
is hungry for company in this remote part of
home from the club, distance us from even
Scimitar
the world, and as it is after 12 pm, it’s time for
our own families, and there is no way to
Due Overhaul May 2023/2000hrs
brandy and Coke.
describe what we do in terms those who do
INSTALLED AVIONICS:
He takes me into his inner sanctum where, behind his fierce blue eyes, he
not know the thrill of unpowered soaring flight can relate to.
confesses he stores most of the paper
It begins with 250 kg of inert fibreglass;
history of the SAAF that he has pilfered for
then give it a nudge with an aero-tow and
posterity’s sake.
experience the thrill as it becomes a mystical,
His
hobby
was
powerful craft. With a modicum of skilled
photography and I spent a most fascinating
guidance from the pilot, it is able to harness
afternoon, eventually joined by my retrieve
the energy of the wind silently and swiftly
crew
old
to soar over deserts, snowy mountains and
photograph albums. We saw images of the
farmlands, oblivious to those on the ground
SAAF strafing ANC strongholds in Maputo,
thousands of feet below. Magic indeed.
Martin,
for
many
rummaging
years
through
Impalas flying through the towers on the
We recline in our cozy cockpits with
Gariep Dam wall, tactical bombing maps
spectacular panoramas, for hours on end, yet
and a myriad of other memories. He was
feel no discomfort. When we land, our craft
clearly a forceful leader in the SAAF and told
transforms back into an inert yet beautiful
of personality clashes, political posing as
fibreglass sculpture.
well as showing us the Martin Baker seat he
Try describing that to a military man who
was presented with when he ejected from a
is used to 20,000lb of thrust and has half a
Canberra.
dozen brandies in his belly.
NAV/COM/GPS: GARMIN GTN 750 COM: Bendix/King KY97A Transponder: GARMIN GTX 320
INTERCOM AUDIO Panel: Bendix King KMA 24
The Lesson:
ELT: 406 Mhz registered
the retrieve easy and as we waved goodbye,
I am always pleasantly surprised at
G5: GARMIN HIS/AH
I realised that he had asked virtually no
the wonderful and hospitable people we
questions of me and gliding.
meet when we outland. Everybody has a
As usual, our Cobra glider trailer made
Auto Pilot: GARMIN GFC 500 ADDITIONAL EXTRAS:
story to tell, and as glider pilots our tales
do in simple terms to the uninformed with the
may be amazing, but they are the hardest
passion he showed for his Air Force. What
to relate. Don’t give up, for we are the only
MOGAS STC. All ADs & SBs up to date.
we can do with the invisible energy that we
ambassadors our sport has.
All SID items up to date with fresh MPI
j
Three blade Super Scimitar Propeller STC
New Leather upholstery Beige Interior 8 /10. Exterior Base White & Red accent lines 7/10
R1.350.000 excl VAT
SA Flyer 2020|07/8
W N E EW B S IT E
I find it so difficult to speak of what we
hans@kiripotib.com www.saflyer.com | July/August 2020
47
PETER GARRISON’S NEW BOOK! Acclaimed SA Flyer (and Flying magazine) columnist Peter Garrison has just released a book of noteworthy accident analyses, and lessons to be learned, from his ‘Aftermath’ series. He writes: “I’ve put a bunch of slightly used but still serviceable Aftermaths into a book called “Why? Thinking About Plane Crashes”, which is for sale on Amazon Books as both a Kindle ebook and a paperback.” Guy Leitch highly recommends it; “I downloaded it for just US$5.75 on kindle and the profound insights to be gained from these accidents will make us all better pilots. From the risks of ‘taking a look’ at dubious VFR conditions, to showing-off in front of our friends, there are 32 invaluable lessons. This book should be part of every pilot’s prescribed reading list.”
48 July/August 2020 | www.saflyer.com
Bruce Perkins
RAND AIRPORT REVIEW
49 www.saflyer.com | July/August 2020
RAND AIRPORT: REVIEW
Rand Airport's Art Deco terminal building.
Rand Airport is having a particularly tough time under the Covid-19 crisis.
T
recreational flyers as access to hangars
to buy their hangars and so these are owned
is considerably easier than at other large
by the Airport Holding company and are let
Gauteng airports. The predicament of the
to tenants, providing essential long term
airport does however remain critical with just
income for the management and upkeep of
limited training and post maintenance flights
the facilities.
being permitted, which has not significantly improved the airports income.
Fortunately this has enabled the airport to have a diversified income stream. General
HE Covid-19 pandemic has
Rand is usually a particularly busy
Manager Stuart Coetzee says that their
hit Rand Airport particularly
airport. It hosts air charter operators, flying
hangar rental income remained sound and
hard
the
schools and a number of aircraft maintenance
the construction work on the property for
lockdown during April and
organisations, as well as pilot shops, car
commercial development resumed once the
May, the airport is home to a
hire and other enterprises. It is owned by a
Stage 5 lockdown had been relaxed at the
number of essential service
public-private ownership consortium which
end of April. This has enabled the airport to
operators. This meant that the airport had to
has embarked on a revamp, which will
continue operations without having to lay-off
stay operational for The SA Police helicopter
include hotels, shops and an industrial park.
any staff.
service, the air ambulance services and car
The airport has proven to be a tremendous
trackers as well as the very few maintenance
investment
some
of highlights amongst what little aviation
flights
which
were
as,
despite
permitted
and
for
its
owners
with
There have however been a number
the
suggesting the initial R18 million purchase
activity there has been. Karan Beef has
specialist charter operations. As a result,
price might today have been transformed
taken delivery of their nearly new Cessna
the airport’s revenue from fuel sales and
into a value of well over R500 million. The
Sovereign +, which must be one of the larger
landing fees was almost zero, yet it had to
ownership structure of the airport is unique
business jets to be based at Rand. As soon
maintain its ATC and fire services at virtually
in that all the hangars are owned with full
as the Pilatus team can get to Switzerland
full strength.
freehold title. When the airport was sold in
they will collect the fourth PC-24 jet for the
2000 some of the hangar tenants elected not
region.
Rand has become the home of most
50 July/August 2020 | www.saflyer.com
There has been much activity in the helicopter air rescue business with Henley Air having launched a new service called Rocket. We hope to bring you more information on this industry groundswell change in the next issue.
for the enjoyment of the many enthusiastic visitors who come from around the world. Hard decisions are having to be taken about the museum's aircraft: DC-4 ZS-AUB is being reduced to static display although
Another organisation feeling threatened is the South African
valiant attempts are being made to keep its sister DC-4, ZS-BMH,
Airways Museum. As the parent airline continues to wobble under
flying. Good news too is that former SAA historic flight champion Capt
the business rescue process the future of the invaluable museum
Flippie Vermeulen will be keeping ZS-BXF, the DC-4 ‘Klapperkop’
remains threatened. The museum was founded in 1986 with the aim
flying. During the past year a huge project was the transport and
of preserving the history of South African Airways as well as that of
reassembly of the Lockheed Constellation from OR Tambo.
general and civil aviation in South Africa.
Although the Covid pandemic is giving the airport its worst of
Unfortunately the museum has been greatly affected by the
times, in its eighty eight year history, the airport has seen great times.
ongoing pandemic. As a registered non-profit company, the museum
A highlight has always been the ‘Grand Rand Airshow’ – which last
relies heavily on ‘feet through the door’, to remain open and continue
attracted 28,000 people through the gates.
with its preservation efforts. Due to the Covid-19 lockdown, it has
Unfortunately, political infighting killed-off the show in 2019 and
been unable to generate any revenue and its cash reserves are no
it would appear at time of writing that the 2020 show will also be
longer sufficient to keep the establishment in an ‘alive’ condition. The
cancelled. Although being held in September it is the last air show
museum is therefore making an urgent appeal to the general public
of the season, it has been provisionally moved to October, but it
for any possible financial assistance, to maintain the museum and
would appear that this date will still not be possible due to the Covid
its infrastructure in good condition until it can open its gates again
lockdown.
j
Guy Leicth
Held on a Sunday, the Rand Airshow is a great outing for the whole family to enjoy flying.
51 www.saflyer.com | July/August 2020
CONTACT MICHAEL KARAOLIS | MOBILE: 082 686 2374 | EMAIL: MICHAEL@FLYONICS.CO.ZA | WEBSITE: WWW.FLYONICS.CO.ZA | SACAA AMO 1421, HANGAR 30, RAND AIRPORT, VIKING WAY, GERMISTON
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52 July/August 2020 | www.saflyer.com
Detailed Panel Refurbishments Exceptional Battery Shop
DART AERONAUTICAL Pieter Viljoen +27 83 652 4421 pieterviljoen@mweb.co.za Jaco Kelly +27 84 498 4916 jacokelly@mweb.co.za
GI 275
Attitude Indicator (AI/ADI) DART AERO
Pieter Viljoen +27 83 652 4421 Jaco Kelly +27 84 498 4916
GFC 600 GFC 600
New Garmin Autopilot Options
GFC 500
G 5
N G A O
ï‚® E NC A FIN IONS T E OP ABL E AIL AV QUIR EN W! O N
COMPANY PROFILES
AIRCRAFT GENERAL SPARES Eric Erasmus, the owner and founder of Aircraft General
AVIATION REBUILDERS Aviation Rebuilders is an SACAA approved category B and X5
Spares, gained his extensive experience in the industry as a parts
Aircraft Maintenance Organisation, number AMO 188, based in
store manager at PLACO.
the Showroom right that the entrance to Rand Airport, Germiston.
When the company closed in 2017 Eric bought the entire inventory and Aircraft General Spares (AGS) was born. AGS are conveniently situated at the main entrance to Rand
Established in 1997, Aviation Rebuilders is your competitive and reliable option when it comes to of all your sheet metal, welding and flight control cable assembly requirements. No repair is too big or
Airport. In addition to stocking a large variety of off the shelf
too small for our enthusiastic team who are always keen and up for
items, AGS also specialises in assisting clients with hard to find
a challenge. Our highly experienced technicians provide excellent
items which will be sourced and imported according to the client’s
quality and turn-around times for your maintenance requirements.
requirements. With their large variety of spares, AGS have a well-earned
Our flight control cable assembly facility offers all standard MIL-SPEC cable and end fittings, ranging from 1/16” to 3/16”,
reputation for being the one stop for anything needed in the light
with cables assembled per sample or specification. Our welding
aircraft industry. Their range of spares includes Alclad, tyres, tubes,
facility offers weld repairs using TIG methods to aluminium alloys,
hoses, 4130 tubing, rivets, O-rings, seals, engine parts, gaskets,
carbon steel and corrosion and heat resistant steels. The Aviation
bearings, glue, sealants, sick bags, funnels, ducting, air filters, oil
Rebuilders sheet metal facility boasts an extensive range of tooling
filters, spark plugs, aircraft logbooks and a vast range of fasteners.
and equipment which enables us to offer an excellent repair service
AGS are also an official distributor of the full range of Aeroshell oil
to keep your aircraft flying.
and grease products. AGS may be found at: Building B7: Rand Airport, Germiston.
Contact Aviation Rebuilders on: Tel: +27 (0)11 827-2491
Call Eric on Tel: 067 154 2147. Email: eric@acgs.co.za or visit:
Cell: +27 (0)82 872-4117
www.acgs.co.za
Email: lyn@aviationrebuilders.com
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
54 July/August 2020 | www.saflyer.com
SA Flyer 2019|07 SA
FAX
55 www.saflyer.com | July/August 2020
COMPANY PROFILES
CENTRAL FLYING ACADEMY “Where your Dreams take Flight” Central Flying Academy has been training future young pilots for the past 16 years and was responsible for the ab initio training for the South African Air Force for three years, so they are extremely well equipped and experienced in fixed-wing training. Training is available seven days a week, starting with Private Pilot Licence (PPL) through to Airline Transport Pilot Licence (ATP). CFA has developed its own commercial pilot training notes that have an excellent reputation in the aviation industry. An SACAA approved Flight Training Simulator (FNPT II) is available for initial and recurrent instrument training and instructor an SACAA approved online exam test centre. CFA has a fleet of nine training aircraft which include seven Cessna 172s, one Cessna 172 RG and a Piper Twin Comanche. This ensures excellent availability and backup at all times. Accommodation is available at our own residence, a short walk from Rand Airport. CFA is committed to offering you a professional, personal and rewarding experience. Safety and airmanship are the corner stones on which CFA bases its culture and ethos. Contact CFA on: Tel: 011 824 4421 Email: info@cfasa.co.za website: www.cfasa.co.za
RAND AIRPORT DEVELOPMENT! We are excited to announce that Rand’s Airport expansion has commenced with the launch of Phase One of the development to be known as ‘Airport Park Extension 7’. Contact To find out more - Stuart, manager@randairport.co.za or Richard, richard@curriegroup.co.za
Pieter Viljoen +27 83 652 4421 pieterviljoen@mweb.co.za Jaco Kelly +27 84 498 4916 jacokelly@mweb.co.za
56 July/August 2020 | www.saflyer.com
SA FLYER 2020|02
renewals. CFA also has state of the art ground school facilities and
Capital Air provides a quick and professional completion of maintenance services, every time! Capital Air’s sophisticated maintenance and repair operations are approved by the South African Civil Aviation Authority (SACAA) and is an authorised Aircraft Maintenance Organisation (AMO No. 2). This in-house servicing capability includes: •
Rolls Royce model 250 workshop
•
Bell helicopters 206, 407 and 222-230 series
•
Component overhauls – 206 and 407 series
•
Maintenance of R22/R44 Robinson helicopters
•
Bell factory-trained enigneers & Rolls Royce factory-trained enigneers Executive valet services for helicopters SA Flyer 2015|02
•
We specialize in MAIN ROTOR AND TAIL ROTOR TRACK AND BALANCING using “state of the art” tracking equipment (RAIDS). Did you know that CAPITAL AIR MAINTENANCE has the only SCHENCK ENGINE BALANCING MACHINE in the country! We are able to balance compressors, PT Rotors and GP Rotors (Rolls Royce 250 Series).
Telephone: +27 11 827 0335 Email: info@capitalairsa.com
SA Flyer 2019|05
Visit us to view our immaculate Engine, Tooling and Component Workshops
Physical Address: Hangar 3H, Rand Airport, Germiston 1401
57
Visit on Facebook: www.facebook.com/CapitalAirSA
www.saflyer.com | July/August 2020
MONTHLY HANGARAGE
SA Flyer 2018|11
INCLUDING CLEANING & FLIGHT LINE SERVICES
Hangar size 950 square metres (45m x 20.5m) Office space (20m x 5 m) available which can be divided to suit client requirements. 58
Hangar 56, 10 Viking Way, Rand Airport. Tel: 011 827 8632 | Fax: 086 503 1870 | Tino: 083 458 2172 Office: 083 446 0066 | Email: technical@heli-afrique.co.za and info@heli-afrique.co.za July/August 2020 | www.saflyer.com
SACAA/0105
W H Y C H O O S E C FA? SAFETY and GOOD AIRMANSHIP form the cornerstone on which CFA bases its culture and ethos. It is our goal, that every pilot who passes through CFA, will leave these principles, firmly embedded in their future aviation career.
The first ATO in South Africa to accept cryptocurrency in KBC, BTC and ETH
www.cfasa.co.za
Hire & Fly Flight Training PPL & CPL Ground School Alsim ALX FNPT II MCC Simulator SACAA Approved Online Exam Test Centre Fleet of well-maintained and reliable aircraft
t 011 824 4421 c 078 800 9929 e info@cfasa.co.za
Hangar 28, Hurricane Road Rand Airport
We are able to help customers with an array of “hard to find” items which we import according to their requirements.
www.acgs.co.za Contact Eric or Hayley - 084 587 6414 or 067 154 2147 eric@acgs.co.za - hayley@acgs.co.za Situated in Building B7, Rand Airport. Next to Aviation Rebuilders.
SA Flyer 2020|07/8
We are distributors of Aeroshell and stock a wide selection of oil and grease. We also carry alclad, tires, tubes, hose, 4130 tubing, aircraft sheet metal, bolts, nuts, rivets, air filters, oil filters, spark plugs, aircraft logbooks etc.
59 www.saflyer.com | July/August 2020
COMPANY PROFILES
DART AERONAUTICAL Dart Aeronautical was established in 2006 and is situated at Rand Airport. We are committed to providing excellent service with the highest technical standard,
•
Fuel Pumps
as well as compliance with regulatory
•
Magnetos
requirements.
•
Strobe Boxes
•
Aircraft electrical wiring installation
and repairs Electronic components
Flyonics (Pty) Ltd was founded by Micahel Karaolis out of a need for professional experience in installations
not only locally, but to surrounding airfields
•
as well. This division is headed up by Jaco
Contact DAE on:
types of aircraft, complex in-the-field system
Kelly and Pieter Viljoen. The team of 15
Tel: +27 827 0371
troubleshooting and servicing, as well as
specialises in all aircraft types ranging from
Cell: +27 82 414 1641
Supplemental Type Certificate (STC) design.
homebuilt to DC9 aircraft.
Email: dartaircraftelectrical@gmail.com
Manufacturers (OEMs), Design
and instrument panel refurbishments, which router cutting and laser engraving.
Flyonics (Pty) Ltd is fully capable of working with Original Equipment
We are market leaders in instrument include the use of aircraft approved paint,
and systems integration on many different
DYNAMIC PROPELLERS Dynamic Propellers, AMO No. 1150,
Organisations and customers throughout an entire installation process to ensure that the
specialises in the overhaul, repair and
job is done technically correct and satisfies
major equipment suppliers such as Garmin,
maintenance of propellers for commercial
the intent of the modification.
Mid Continent, Bendix-King, Sigma Tek, JP
and privately-owned aircraft. Dynamic
Hangar 14 Rand Airport
Instruments, Airtex, S-Tec etc. Our ability to
Propellers is an authorised service centre,
Germiston
purchase directly ensures our completeness
approved to overhaul and maintain all
E-Mail: michael@flyonics.co.za
and that our customers receive value for
Hartzell, McCauley, MT-propeller, Hoffmann,
money without any reduction in quality and
Dowty, Sensenich, Whirlwind and Hamilton
safety.
standard propellers, including metal and
Dart Aeronautical is an agent for all
We carry a wide variety of serviceable units in store that can be used as loaners
composite blades. Our aircraft propeller repair services
ELITE AVIATION ACADEMY Elite Aviation Academy is situated in the Main terminal building of Rand Airport.
while working on a customer’s unit or that
are all performed in-house in our state-
Building on its rich aviation history, Elite
can be purchased or exchanged.
of-the-art aviation engineering workshop,
Aviation Academy will also offer a series
Contact Pieter Viljoen on:
and include Non-Destructive Examination,
of foreign student exchange programmes.
Tel: +27 11-827-8204
Cadmium Plating, cold compression rolling,
Elite Aviation Academy currently operates
Cell: +27 83-652-4421
blade aerofoil and blade actuating pin shot
the following fleet of well-presented and
Email: pieterviljoen@mweb.co.za
peening on Hartzell propeller blades, as well
maintained aircraft:
Website: www.dartaero.co.za
as dynamic balancing of propellers in the
•
3 x PA28-181 Archer
field.
•
2 x PA28-161 Warrior
•
5 x Cessna 172
DART AIRCRAFT ELECTRICAL
moving propellers, hubs, parts, de-icing
We carry a large stock holding of fast
•
1 x PA28-200R Arrow
Building on the success of Dart
parts, overhaul kits etc. in our inventory.
•
1 x BE 55 (285 hp) Barron
Aeronautical and M&D Aircraft Electrical,
This stockholding enables us to regularly
Elite Aviation Academy cater for the
Dart Aircraft Electrical has now established
realise very short turnaround times for our
itself as a leading aircraft electrical shop in
overhaul and repair services.
following scope of training: •
PPL overage training
Contact details:
•
Night flight rating
Pero Visser
•
Instrument rating
from M&D and has acquired all M&Ds test
Tel: +27 79 492 0592
•
Instructors rating
and bench equipment, thereby maintaining
Email: pero@dynamicpropeller.co.za
•
Multi-engine rating
M&Ds capabilities.
Andries Visser
•
ATPL preparation
Tel: +27 82 445 4496
•
Alternate instrument renewal
M&Ds Matthew Joubert, and is therefore
Email: andries@dynamicpropeller.co.za
•
Alternate ATPL Renewal
well equipped to cater to all aircraft electrical
The school is accredited to conduct the
the Gauteng Area situated at Rand Airport. Dart Aircraft Electrical (DAE) took over
DAE has also retained the services of
following training:
requirements. Matthew has over 17 years’ experience and brings a high degree of
FLYONICS (PTY) LTD
PPL
•
Night Rating
trade. He specialises in fuel pumps,
consulting, servicing, and installation
•
Instrument rating
magnetos, alternators and starters.
company capable of supporting a variety
•
Multi engine training
of aviation modification and certification
•
Airline transport pilot licence
Aeronautical, DAE is located on the ground
projects as well as repairs and maintenance
•
Instructors GR III, GR II and GR I
floor of Aeronautical House at Rand Airport.
of a wide range of general, regional and
•
Turbo prop and Jet conversions
business aviation aircraft.
Tel: (011) 824 3804
professionalism to the aircraft electrics
Sharing the premises with Dart
DAE will be able to sell, overhaul, service and repair the following:
Flyonics (Pty) Ltd is an avionics design,
•
The depth and range of its resources
•
Starters
enables them to provide optimal solutions
•
Alternators
for operators, installers and maintainers
60 July/August 2020 | www.saflyer.com
Email: info@eliteaa.co.za Website: www.eliteaa.co.za
Heli-Afrique
Heli-Afrique specialises in general helicopter maintenance, upgrades, repairs, interior and exterior refurbishing and modiďŹ cations of helicopters, specialising in the Airbus Helicopter range SA 341 AS350/355 series, EC 120, 130, 135 series and BO 105 series helicopters. We maintain the McDonald Douglas series and Robinson R22 / R44 helicopters. Heli-Afrique also carries out ďŹ rst and second line maintenance of Turbomeca, Allison and Lycoming Engines, and holds a service centre for Robinson R22 & R44 helicopters.
Heli-Afrique holds the following CAA approvals: SACAA # 830, Republic of Zambia, Zimbabwe and Lesotho. Heli-Afrique is the alternate AMO to Airbus Helicopters and TURBOMECA in Southern Africa. Heli-Afrique is committed to customer care and support.
SA Flyer 2017|10
Heli-Afrique can facilitate the sale of used helicopters, carry out export / import, customs and shipping formalities. We hold a large spares inventory for the above helicopter and engines and can also supply spares, components and engine modules for helicopters and engines.
Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632 n Tino: 083 458 2172 n Office: 083 446 0066 61 Email: technical@heli-afrique.co.za and info@heli-afrique.co.za www.saflyer.com | July/August 2020
PROVEN COATING PROTECTION FOR THE AVIATION INDUSTRY The professional line of Ceramic Pro coatings is not only meant to protect cars, yachts, boats, and homes, it is also perfect for protection of airplanes and helicopters. The coatings will help to protect air vessels from corrosion, icing and help to save on maintenance costs. Ceramic Pro Coatings can be used on all types of air vessels. Both for exterior and interior protection. It will provide extra gloss and great looks, not to mention self-cleaning eect. Due to hydrophobic properties, Ceramic Pro will provide better visibility and additional safety to ights during rain or snow. INTERIOR PROTECTION Ceramic Pro range of products has specialized solutions for plastic, leather, textile and antibacterial coating based on titanium dioxide with ions of silver. These coatings can extend the lifespan of Civil Aviation vessels and improve safety for passengers. In addition, it can refresh the look of seats and plastic parts of the interior that have been in use for a long time.
info@eliteaa.co.za www.eliteaa.co.za (011) 824 3804 Rand Airport Main Teminal Building CAA0400
Elite Aviation Open Day will be announces on our facebook page
62 July/August 2020 | www.saflyer.com
PPL CPL Night Rating Instrument Rating Instructor Rating
Turbo Prop/Jet Rating Type Rating Class Rating Radio Licence Exam Test Centre
SA Flyer 2019|07
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. 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
www.dynamicpropellers.co.za
www.saflyer.com | July/August 2020
63
The five Daks flypast at Rand Airport. Image: Bruce Perkins.
64 July/August 2020 | www.saflyer.com
HENLEY AIR Henley Air is a family-owned company dedicated to helicopter charter and flight training excellence in the South African aviation industry. a dream has today grown
W
provides Air & Safety Office Management,
into a major operation at
AMO Safety Management Systems, Crew
Rand Airport, Johannesburg. They began
Resource Management, Dangerous Goods
you board your flight, the HENLEY AIR
operations with just one Bell JetRanger.
Management, Helicopter CRM & DGM
experience is unique and personal.
HAT started out in 1995 as
Henley Global Aviation Training –
Training, Recurrent Pilot Training and Safety Officer Recurrent Training. From the time you check in, to the time
Today they provide their clients with a variety of single and multi-engine aircraft to meet their diverse requirements. The Henley Air Business Profile is designed to offer clients and customers reliability of service from trained professionals in the aviation industry. The following companies provide specific services: HENLEY AIR Charter - provides the full range of helicopter charter using single and multi-engine equipment. HENLEY AIR Flight Training – provides Helicopter Ab-Initio Flight Training, Conversion-to-Type Training and Radio Telephony Training.
Henley's busy Rand Airport hangar.
65 www.saflyer.com | July/August 2020
AOPA BRIEFING CHRIS MARTINUS -
PRESIDENT AIRCRAFT OWNERS & PILOTS ASSOCIATION – SOUTH AFRICA
THE GENERAL AVIATION SHIT SANDWICH Noun: shit sandwich (plural shit sandwiches)
1. (informal, vulgar) Something highly undesirable made triflingly more palatable by attempting to surround it with more tolerable things. --Wiktionary
exemplary and hard-working husband and
Does general aviation elicit jealousy?
father and follows all rules with care and diligence. But, when the neighbours faintly hear his distant gunshots, they are somehow filled with fear, rage and resentment. This guy must be stopped somehow. Private
aviation
faces most
that
same
pilots
don’t
resentment,
which
understand.
They know they’re the good
guys, that more than in any other discipline, they follow the rules, they are extremely careful, considerate and conscientious. Why do these people hate me so much? Why do the distant neighbours angrily complain about noise, when there is hardly any? Difficult as it may to be for pilots to understand these resentments, they are
G
powerful and pervasive – and very difficult to combat.
Kindness and appeasement
ENERAL aviation always
fly for our own purposes, without bothering
doesn’t really work, since it is seen as
seems to find itself in the
anyone else, largely stems from jealousy
patronising.
middle of two enemies.
and a desire for power and control.
haters’ inner convictions that pilots are nasty
Combativeness confirms the
On the one hand, the
There is another deeper psychology
and arrogant. The only way one can reach
South African government
at work too: when people see someone
an uneasy truce is to politely draw a line in
is implacably hostile towards people who
enjoying
the sand.
own their own aircraft or fly privately. This
that they cannot afford and do not really
A lot of the resentment aviators see
hostility is not overt, but there is always
understand – this creates a simmering
from the authorities is their need to assert
a glowering resentment towards private
resentment and a desire to drag those
their power and control – and much of that
aviators, a constant presumption that they
people down to their own misery level.
stems from political imperatives as well as
themselves
doing
something
are up to no good, that they would rather
We see this all the time. For example,
an awareness of their own failings. CAA’s
break rules than abide by them, that they are
a shooting enthusiast who enjoys an
failure to ‘transform’ aviation to create
arrogant and contemptuous.
occasional weekend punching holes in
outcomes of a demographic balance in
On the other hand, commercial aviation
pieces of paper at the shooting range is
the numbers of black and female pilots
tends to also view general aviation as a
presumed to be a wild-eyed psychopath,
has failed miserably. That sense of failure
segment of the flying community that should
a danger to the public, likely to murder his
has translated into resentment of what is
be restricted, exploited and treated with
spouse and children in a fit of rage, and
perceived as “white privilege”, since the
contempt.
who probably mercilessly kills small furry
majority of general aviation pilots are both
animals. Yet he is bothering nobody, is an
white and male.
This loathing of us guys who just want to
66 July/August 2020 | www.saflyer.com
COLUMNS
The resentment towards private aviation
Private transport was largely unaffected,
from the commercial aviation sector has
the controls upon the population being
prepared an almighty shit sandwich.
been growing exponentially as economic
focused primarily on limiting the movement
filling is the nonsensical false truth that all
pressures on commercial air travel have
of persons, no matter what form of private
general aviation is banned. The nice slices
constricted the industry.
As airlines and
transport they choose to use. The lockdown
of whole-wheat bread covering this smelly
charter operators see their margins disappear
regulations are silent about any form of
turd are the promise that very limited general
and ever greater regulatory restrictions make
private transport.
aviation and “recreational flights” (whatever
their operations nearly impossible, they look
So, off they went to the kitchen and The
those may be) will be permitted if pilots
at general aviation, with its greater freedom
THE GENERAL AVIATION
subjugate themselves, provide their personal
of action and its casual operations, with
PERSECUTION COMPLEX
information and beg for a limited “approval”
resentment.
Why should they be paying
This created considerable confusion in
for all these regulatory controls, navigation
the general aviation sector. Permission is
Some dubious characters in the CAA are
services and procedures when these over-
not required to use a private vehicle, a car,
involved in this scheme of issuing unlawful
privileged private operators just hop into an
a bicycle, a skateboard or just your own
“approvals” for lawful activities. This opens
aircraft and go where they please, when they
two feet to leave your home for purposes
opportunities to entrench a future “approvals”
please?
permitted
regulations.
scam, and so they induced the Minister of
impacted
As this is written, people may travel for
Transport to issue directions in this regard,
the psychology of private pilots: they feel
work, shopping or even some recreational
despite the fact that these exceed his powers
needlessly guilty about what they are doing.
purposes, provided they observe blanket
under the lockdown regulations. Sadly, the
They feel that they are offensive to the rest
regulations regarding social distancing, the
Minister lacks knowledge and experience in
of the aviation community. And in their own
wearing of masks and the like.
aviation, and therefore signs almost anything
These
resentments
have
under
lockdown
for their lawful activities.
minds they make the problem worse: they
But this is where the general aviation
trivialise their own activities in order to make
persecution complex I have explained above
AOPA has been very active in pursuing
them appear less offensive.
kicked in. Surely, private pilots and aircraft
the interests of private aviation since
owners reasoned, because the airlines have
before lockdown and has been applying
been shut down, surely us ‘lesser’ and vilified
considerable pressure on the authorities to
people have also had our activities shut
act within the law. We are very pleased that
down?
the airy-fairy rumours and misinformation
COVID HITS And now the Covid-19 pandemic has impacted aviation massively. Travel by any
that is put in front of him.
form of public transport has been severely
General aviation pilots have miserably
that were the basis of limiting general aviation
constrained, for good reason. Passengers
pointed to the regulations that severely
under lockdown have now been crystallised
packed into vehicles of any kind provide
limit commercial passenger operations and
and we are now engaging directly with the
an ideal environment for transmission of a
assumed that these apply to their far less
Minister to free us.
virus, either through airborne particles or via
important activities, despite the fact that the
surfaces.
risk of Covid transmission in general aviation
Passenger air travel has been the main
is vanishingly close to zero.
vector for distributing the Covid virus all
Opportunistically,
a
CAA
over the world in a matter of a few days –
official, who is well aware
and it was therefore the first industry to be
of
immediately shut down, with disastrous
persecution
consequences
unlawfully
for
commercial
aviation.
the
general
aviation complex,
caused
NOTAM to be published
South
that vaguely appeared to
immediately
promulgated
emergency regulations prohibiting public
restrict
passenger transport of any kind.
operations. Look! said the
Gradually,
some
restrictions
were
private
aviation
general aviation lemmings.
relaxed, but governments became addicted
It is true. We are not allowed to
to the heady powers conferred upon them
fly, even if we are allowed to
by emergency powers. The pandemic soon
travel by other means.
became political, and the powers conferred
This
false
belief
upon the South African government by the
hardened
and
Disaster
substantially
ruthlessly
exploited,
displaced
Management the
Act
national
General aviation has been fed a shit sandwich of fake regulations.
a
Governments all over the world, including Africa,
j
was
Constitution.
not only by CAA, but
Fearmongering became rife in order to justify
by other organisations
many excesses in the pursuit of political
in
power and control.
power and control.
their
quest
for
67 www.saflyer.com | July/August 2020
The Classic AS Ka-6 Glider- truly affordable flying and aircraft ownership.
It may be 60 years old but the Schleicher Ka-6 is still beautiful and rewarding to fly. 68
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FLIGHT TEST - GUY LEITCH | IMAGES: DAVE BECKER
In these bleak, financially blighted days of the Covid-19 pandemic,
any way that we can find to fly more cheaply is welcome. For this
reason, I bring you a flight test with a difference; the wonderfully
affordable and delightful to fly, single-seat glider, the classic Ka-6.
69 www.saflyer.com | July/August 2020
A 15 metre wingspan is still a glider standard and it gives the light Ka-6 a wonderful minimum sink rate.
Aero tow is the preferred launch method - even behind a little 100 hp Samba on the highveld.
70 July/August 2020 | www.saflyer.com
Guy enjoying simple intuitive soaring flight 10,000 feet above Brits.
I
have a strong personal relationship with the Ka-6. It was the first single seat glider I flew, after having progressed from the Ka-7 twinseater. And what a sweetie she is. The Ka-6 is a classic wooden glider with a beautiful wing which
tapers in both cord and thickness across its slim elegant length. The glider’s lightweight means that the Ka-6 can float on the merest waft of air.
Guy Leitch
wooden construction and beautiful wing
The Ka-6 has been described as ‘the sweetest handling glider ever made’. I haven’t flown enough different glider types to confirm that – but I can say that it is the nicest plane I’ve ever flown. Designed by Rudolf Kaiser and produced by the incredibly successful Alexander Schleicher, the Ka-6 was the leading technology when it first appeared 65 years ago. It may now have been superseded by much faster glass fibre gliders, but it is still one of the nicest of all the gliders to just enjoy the freedom of the sky. The Ka-6, ZS-GDJ, has a special place in my heart as it was the glider in which I completed my Silver C, which requires an altitude gain of at least 1,000 m, a five-hour flight and a straight-line distance of at least 50 km from launch. These three goals are usually achieved in separate flights but GDJ allowed me to do them all in one memorable flight. It was a flight I still cherish the memory
craftsmanship and every rib carries the initials of the person who made it. A key feature of the wings are the large Schempp-Hirth air brakes, on both the top and bottom surfaces. More on the delights of air brakes later. Like most gliders the Ka-6 only has a single unsprung wheel mounted just below and behind the pilot’s seat. The wheel is not retractable but that’s not important because it doesn’t fly very fast. In keeping with the simple design and low landing speeds, the wheel brake is simply a piece of rubber that rubs against the tyre when you pull the airbrake lever full open. Rather like a box go-cart, it produces more noise than actual braking. Because gliding at Brits operates off
the stony hills and unwelcoming bushveld
tailwheel and
two small outrigger wheels
on the wing tips to protect them from being scraped when the wing gently drops at the end of the landing roll. Another common modification is an aero- tow hook mounted in the nose. As described beautifully by Doc Mark Holliday in his series of out-landing articles that we are currently running, landings away from base are a part of gliding. The key thing about out-landings is the retrieval, and that means being able to quickly and easily disassemble a glider and load it on a trailer. While maybe not as quite easy to reassemble as modern glass gliders, the Ka-6 is lighter to manhandle and assembly is still straightforward, thanks to a removable turtle to reach aileron and airbrake connections.
was tremendously brave launching from and then setting a nervous heading across
a tailskid but has a ‘supermarket trolley’
deck above the wing box which makes it easy
of 12 years later. At the time I thought I our base at Kranskop Gliding Club at Brits
a tar runway the club’s Ka-6 no longer has
BELOW: Snug cockpit is built like a boat and is surprisingly comfortable for long soaring flights.
FLYING THE Ka-6 You begin your day with a glider by
towards Rustenburg. For these stories, I
performing the daily inspection (DI). Because
have indulged myself by combining two of my
gliders are built to be taken apart, the control
earlier Attitude for Altitude columns of flying
connections must be checked. This requires
the Ka-6 into one column for this issue.
a positive control check, where a helper (this is a team sport) holds the control surfaces
ON THE GROUND On the ground the Ka-6 has something of a cartoon character appearance with its now
while you push the stick hard against the held control surfaces to check that they are indeed properly connected.
quaint tubby fuselage and bulbous canopy.
Getting into the Ka-6 requires removing
But in the air the slender high aspect ratio
the entire cockpit canopy. This is easily
wings and correct proportions make it a
done by opening the sliding vent and pulling
beautiful aircraft.
the canopy release knob. The cockpit
Like all classic gliders, it is built of the
may appear snug but is easy to climb into.
same stuff the Wright brothers used: wood
Compared to modern gliders it has an upright
and fabric. The fuselage is made of plywood,
seating position. The Ka-6 has a simple
like a boat, and the 15 m wings have a single
plywood seat designed to hold the parachute
pine wooden spar and are mostly fabric
that the pilot sits on. The rudder pedals are
covered, behind the plywood D-box leading
individually adjustable by simply moving a
edge. These gliders were built with German
peg on a slider. Comfort is important as you
71 www.saflyer.com | July/August 2020
that it is, “All clear above and behind” for the
Outrigger wheel mod protects the wingtips.
launch. Then a radio call to the tow plane to say that you are ready. The call is to “Take up slack” in the tow rope and the tow plane begins to slowly move forward. As the rope comes taut the glider pilot calls, “Rope taut. All out.” With all the slack out, so that there shouldn’t be a jerk when the tow rope pulls tight, the tug applies full power. A humble Samba with a 100 horsepower Rotax produces about 50 lbs of thrust – or tension on the rope, but this is more than ample for the Ka-6. The glider moves swiftly forward, and the runner releases the wing when he can’t keep up. A quick waggle of the stick may be needed to keep the wings level. Within 100m you will be flying. The trick then
The canopy may be small but the view out is still great.
is to keep the nose down and fly the glider over the centreline, just a metre above the runway while you wait for the tug to get to flying speed. This is a wonderful test of basic stick and rudder skills. Control harmony is pretty much perfect. The long wings create plenty of adverse yaw from the ailerons, so it is important to keep the yaw string on the canopy straight. You need the rudder in a glider. Unlike many gliders with their long wings and roll inertia, the Ka-6 has a decent roll rate with a light stick with minimal break out forces. Pitch control is responsive and can surprise a pilot used to clunky American
Guy Leitch
power planes by producing minor pilot induced oscillations when you float it off
should aim to fly for a long time!
of the instrument panel is a VHF radio with
Like any good sport plane, you don’t so
an old-fashioned separate microphone
much get into the Ka-6 as strap it on. Once
that you hang on a hook. You don’t need a
your four-point harness is pulled tight, you
headset while gliding, so you don’t have a
are completely at one with the aircraft. It is
microphone attached to your face.
important to check that you can reach all the
The flight controls are minimal. There
instruments and move the controls fully and
is a single control stick without even a
freely, especially the large airbrake lever at
push to talk button on top, and at your
your left elbow – which needs a firm pull to
left elbow is the blue airbrake lever.
get it past its over-centre lock to ‘pop the
Prominent in the centre of the panel is a
brakes’.
large yellow knob which is the tow cable
The instrument panel is rudimentary. It
release. If any further evidence is required
is dominated by the only three instruments
of the beautiful simplicity of the design,
you need, namely an air speed indicator,
the elevator trim is a lever which adjusts
variometer and altimeter. In gliding, the
a spring that pushes on the control stick.
altimeter is set, not as a QNH for airfield
At Kranskop Gliding Club only aero
altitude, but as a QFE which sets the airfield
tows are used. This requires a ground
altitude to 0 so that you know how high above
crewman to hook up the tug and a wing
your departure airfield you have climbed.
runner to hold the wing off the ground until
As a further complexity, many gliders have
sufficient speed has built up for aileron
airspeed in km/h and altitude in metres. The
control.
variometer is either in m/s or knots, but that’s
The birth moment begins when the
easy as 2 knots = about 1 m/s. In the centre
pilot shouts to the wing runner to confirm
72 July/August 2020 | www.saflyer.com
The horizontal stabiliser and elevator control attaches with a single bolt. A tail wheel is needed for tar runways.
the ground behind the tow plane. As the
knots) and still be a comfortable 12 km/h
high compared to more modern gliders with
tug lifts off, you need to maintain a position
above the stall of 60 km/h. At the best L/D
their more reclined seats, the visibility out is
slightly above and behind the tug, lining up
speed of 84 km/h you should get a glide ratio
still fantastic. You are one with the sky, with
the Samba’s horizontal stabiliser with the
of 34 to 1 and in still air, be sinking at 0.7
nothing other than a pair of elegantly long
wing, to be in the ‘high tow’ position. It helps
m/s which is about 140 fpm. If you do the
white wings sprouting from your shoulder
if the tow plane pilot is also a glider pilot as
sums you will find that being just 2000’ above
blades – it’s kind of angelic. Without the
he should be able to take you to lift before
ground will allow you to stay in the air for 14
glasshouse effect of a long canopy over an
you release. Normally we release at 500 m
minutes and glide for 18 km. And this is using
inclined seat, the pilot does not get baked by
or about 1600 ft agl, hopefully in a thermal.
absolutely no fuel and at no cost at all if you
the sun. And ventilation is good, thanks to a
These are the engines – or perhaps the fuel
own the glider.
vent above the instrument panel, the hole in
BELOW: How cross-country soaring works.
pumps – for highveld gliding in South Africa.
You are literally flying like an eagle – and
Aero tows are flown at about 120
on some memorable days you even get to
km/h and once released the speed can be
share a thermal with eagles – or more likely,
Once you are at home in the Ka-6 you
reduced to a wonderfully sedate 80 km/h and
the even more impressive vultures. The
get the feeling you can float from one gentle
you can just float around in a bubble of lift.
airflow over the canopy is enough indication
thermal to another almost indefinitely. But
At slow thermalling speeds the stick forces
of speed, but if you do get too slow, the stall
eventually the energy will ebb from the sky
are so light that flight becomes intuitive, so
break is almost imperceptible. The stick
and it’s time to land. The procedure is simple.
you need hardly move your hand to guide the
goes slack in your hand, the nose drops
Unlike a power plane, classic gliders speed
glider.
and the speed builds again. Incipient spins
up for the landing. So, you can milk the last
GDJ also has an audio variometer
are absolutely no problem and even a fully
energy from a dying sky and drift onto the
which makes an ascending pitch noise
developed spin can be recovered within 250
downwind at a sedate 80 km/h, but then
when you are climbing. Thanks to the light
feet. This is the ultimate in genteel flying.
once committed, you put the nose down
and balanced controls, if I have a thermal to
Going fast between thermals seems kind of
and speed up to a whistling 110 km/h. The
myself, I sometimes just close my eyes and
pointless as above 120 km/h the wind noise
important thing is to have reserve energy for
fly by pretending to feel the lift and listening
can become intrusive and the controls heavy
the circuit.
to the audio vario. You can float around at
and very sensitive.
minimum sink speed of just 72 km/h (39
Even though the cockpit sills are relatively
the nose for the tow hook and a sliding vent in the canopy.
Landings are always a thrill because you have to get it right first time. You can’t do a
73 www.saflyer.com | July/August 2020
Schempp-Hirth air brakes make accurate touchdowns easy.
go-around. Other than that small additional excitement, landing a glider is no different to a power plane because the powerful Schempp-Hirth airbrakes act as a throttle lever in your left hand. Pull the lever back and you slow down, push it forward and you speed up. If you find yourself high or fast, the rudder is powerful, so sideslipping is spectacularly rewarding. Despite a glider being aerodynamically slippery, with a little practise it’s easy to do
SCHLEICHER KA-6 GLIDER SPECIFICATIONS & PERFORMANCE Engine: None Wingspan: 49.2 feet / 15m Length: 21.1 feet / 6.7m Height: 5.3 ft / 1.6m Wing Area: 133.5 square feet 12.4 m2 Wing Loading: 15 lbs/sq ft / 24 kg / m2 Gross Weight: 660 pounds / 300kg Empty Weight: 420 pounds / 190 kg Useful Load: 240 pounds / 110 kg
a vastly satisfying precision spot landing. You float effortlessly above the runway in ground effect and then pop the airbrake and touchdown exactly on the spot you want. Then you just trundle along to the end of the runway without even needing the noisy but ineffectual wheel brake. Skill is rewarded. A hold-off with your posterior just 30 cm above the ground is best because if you pop the airbrakes, or stall from any higher, the unsprung main wheel will give you a resounding thump on your backside. CONCLUSION – AND COSTS The Covid-19 pandemic has hit general aviation hard – recreational flying particularly so. Money is tight but in every crisis there is opportunity.
PERFORMANCE Never Exceed Speed: 108 KIAS / 200 km/h Stall Speed: 32 KIAS 60 km/h Best Glide: 34:1 @45 KIAS / 84 km/h Minimum sink: 120 fpm @ 37 KIAS/ 72 km/h
Now is the time to get back to basics – and there is nothing more rewarding and yet cheaper to fly than a classic glider. An aero tow will be a few hundred Rands and can last for hours – a winch launch is more exciting and even cheaper. You can hire a classic glider from a gliding club for just a few Rands / minute. Better still, you can buy your own – a fairly decent Ka-6 glider and maybe even the trailer can be had for around R50,000. Invest your time and social skills in learning to fly a glider – instructors do it for the love of the sport and so don’t charge. And you will become a far better pilot.
Guy - in traditional floppy hat and long sleeves, celebrates the pleasure of flight in the Ka-6.
74
July/August 2020 | www.saflyer.com
j
Alpha One is an African wide maintenance facility.
ALPHA ONE AVIATION Alpha One Aviation is a young and very dynamic SACAA approved maintenance facility at Wonderboom Airport with a strong African presence in both Abuja, Nigeria and Luanda, Angola.
A
as well as branding the aircraft to match any company image. Given the range of aircraft leasing options and support services that they offer, a start-up airline can be up and running effortlessly without the related challenges associated with aircraft, crew or
the
The company has access to a worldwide
vision of the now CEO,
network of suppliers to effortlessly source
The Fly Alpha aircraft management team
Emmanuel
Yamoah,
and secure aircraft spares worldwide and
is acutely aware that owning and operating
who brings to the table
to deliver parts to the client timeously, even
an aircraft can be a huge challenge, the
a wealth of aviation
in the most remote locations in Africa or the
process is complex and time consuming. Fly
industry
airline
Middle East. Their core business, however,
Alpha ensures your aircraft is compliant with
experience. Emmanuel is both a commercial
remains technical field support on Turbine
Civil Aviation Regulations and maintained to
pilot and an aeronautical engineer. His team
and Jet aircraft.
the highest standard. They will look after the
LPHA
One
is
and
is licensed to fully release to service the
In 2015 Alpha One added four services
Cessna 210, Cessna Caravan C208 Series,
to their offerings: an Aircraft Charter, Aircraft
Beechcraft King Air Series, Beechcraft 1900
Leasing, Aircraft Management and a Cargo
B/C/D Series, Cessna Citation 500 Series
movement service.
including the 560 as well as the Falcon 20.
maintenance.
details while the client enjoys the benefits of aircraft ownership. Fly Alpha Cargo Movement’s global network allows them access to a varied fleet
Fly Alpha pride themselves on the ability
of aircraft and also offers them global reach.
Alpha One’s engine capabilities include
to tailor-make solutions which afford their
Their in-depth knowledge of global air freight
the entire PT6A engine series, Pratt &
clients the creature comforts, security and
needs ensures the delivery of clients’ cargo
Whitney JT15 Series, the Garett TFE731 and
privacy they have become accustomed to
timeously. No load is too big or too small for
TPE331 Series.
with charter flights. The diverse Alpha One
them to move.
Alpha One’s highly skilled engineers
fleet has an aircraft for every need ranging
have developed a reputation for successful
from their “pride of the fleet” Challenger 600
info@alphaoneaviation.co.za|www.
technical field support operations across the
midsize business jet to their Beechcraft King
alphaoneaviation.co.za|www.flyhighaviation.
African continent as well as in the Middle
Air 200 corporate turboprop.
co.za|www.flyalpha.co.za
East, in addition to a proven track record for aircraft recoveries globally.
76 July/August 2020 | www.saflyer.com
Fly Alpha aircraft leasing offers a turnkey solution with the option of full or shared crew
Tel: +27 (0)11 014 1710
Hangar Airport
j
64,
Wonderboom
National
•
Based at hangar number four, at Wonderboom Airport, Aero
variable pitch propellers, as fitted to piston & turbine engine
Engineering’s services include the overhaul, maintenance, service,
aircraft,
and repair of Lycoming and Continental aircraft piston engines and •
associated components.
The supply of new McCauley & Sensenich fixed pitch propellers,
Aero Engineering and Powerplant comprises of the following •
divisions:
The supply of new & second hand Hartzell and McCauley
COMPANY PROFILES
C) PROPELLER DIVISION:
AERO ENGINEERING AND POWERPLANT
Propeller dynamic Balancing.
A) ENGINE DIVISION: •
Overhaul of Lycoming & Continental engines,
D) PARTS DIVISION:
•
Carrying out shock-load inspections,
The parts division specialises in the sourcing of all piston engine,
•
Bench-testing of engines,
component, & propeller parts, either from local distributors or from
•
Re-boring and honing of cylinders,
overseas distributors & OEM.
•
Repair on starter clutch gears. Their client base includes local & over-border operators, and
• B) COMPONENT DIVISION:
owners, of piston & turbine engined aircraft, as well as local & over-
The overhaul of all engine components, including:
border maintenance organizations.
•
McCauley, Hartzell, PCU 5000 and Woodward Constant
The business was founded in 1996 and was taken over in 2006
speed units(CSU),
by partners Andre Labuschagne and Derek van der Westhuizen.
•
TCM & Bendix Fuel systems,
They have seven qualified engineers and a loyal clientele.
•
TCM, Romec, Fuel pumps,
Contact Andre Labuschagne on:
•
Marvel Schebler carburettors,
Tel: 012-543-0948
•
Garrett & HET turbo-controllers,
Email: aeroeng@iafrica.com
•
Overhaul & servicing of magnetos.
Website: www.aeroengineering.co.za
FLIGHT SAFETY THROUGH MAINTENANCE Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com
SA Flyer 2019|04
AMO No: 227
Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines ; Overhaul Engine; Components; Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers
77 www.saflyer.com | July/August 2020
WONDERBOOM AIRPORT: UPDATE After a very difficult past few years where accusations of corruption and maladministration flowed freely, Wonderboom Airport has undergone a major shake-up.
Main terminal from airside.
Airport users blame management for the withdrawal of Airlink flights from the airport.
private contractors. Early this year, the responsibility for the airport was returned to Pheko Letlonkane, who is the City of Tshwane’s Group Head of the Roads and Transport Department. Letlonkane
has
committed
to
restore,
upgrade and develop the airport. He also encouraged interaction with tenants because his focus is on the restoration of a working relationship with them. With the help of Hendrik Kleynhans as the acting airport
A
manager and his small team, things quickly turned around for the better. FTER the difficulties of the past few years, the airport
management
and obtaining international status. Wonderboom
National
Airport
Before the national Covid-19 lockdown was
the airport was undergoing a major clean-
in crisis in January this year after it was
up in the critical areas to ensure that it is a
a
small
unsuccessfully managed by external entities
safe facility. The team has since identified
team
has
for over two years. It was downgraded to a
a number of other operational issues that
focused on normalising
Category 2 airport; the scheduled flights
will be addressed to normalise the airport
the functions of the airport, and has put plans
were suspended, growth was impacted, the
after the lockdown is lifted. This will ensure
in place to address the many operational
airport’s image was tarnished, relationships
ongoing sustainability. The non-compliance
challenges that have plagued the airport.
were destroyed, and in general it was on the
issues are a high priority, and a turnaround
brink of a total administrative and operational
strategy is in place to address them, as well
collapse.
as to upgrade the airport back to Category 5.
says rescue
that
A key need was to urgently address the
many
non-compliant
issues
which
the South African Civil Aviation Authority
The removal of the service providers
Plans are also afoot to further develop
(SACAA) identified under the watch of the
through a court order in February 2020 left
the use of the airport as a real legacy project
private contractors. The team was working
the City of Tshwane management with a
beyond 2020, because Wonderboom is a
very hard to achieve a status upgrade to
myriad of challenges and non-compliant
focus area for strategic, high-impact public
return the airport to its former category in
issues, which were allowed to escalate
investment. It is located close to a variety
preparation for reinstating scheduled flights
for over two years under the control of the
of resources and amenities; bulk freight and
78 July/August 2020 | www.saflyer.com
transport infrastructure is already in place, meaning that the region
at the airport to change its focus to ensure that basic services are
has high potential for business growth.
still rendered and that processes are put in place to deal with the
The airport has a rich history of more than 81 years and it plays
pandemic. In this instance the enhanced relationship between
a central role in the goal to increase the flow of business and travel
Tshwane officials and tenants paid off and, with the help of the
to the region. As part of this growth target, the City of Tshwane plans
Wonderboom Airport Interest Group (WAIG), the airport team was
to reintroduce an airline passenger service to and from Cape Town,
able to create awareness of the coronavirus threat and ensure that
as well as other destinations. The City is aware of the airport’s vast
they were prepared to prevent the spread of the disease. Long before
potential towards ensuring that the capital city is recognised as a
others started, and before the lockdown, the airport’s team provided
major international tourist destination, among others. For example,
workshops to staff and workers to inform them about the virus and to
the terminal building is capable of handling 450 passengers inbound
advise them on how to protect themselves from being infected. This
or outbound per hour. In the past, when Wonderboom National
proactive approach paid off, because to date no report of an infected
Airport primarily serviced general aviation and helicopter movements,
staff member or worker has been received.
passenger numbers amounted to between 6,800 and 12,000 per year.
On 1 April 2020, the City of Tshwane, as the official licence holder
The target is to have at least 80 000 passengers for the first year after
of the airport, appointed Nntditsheni Madavha as the new airport
scheduled flight operations are introduced again, then 120,000 for the
manager. The new manager has much to build on to restore the
second year and 150,000 for the third year. Thereafter, the intention
airport to its former glory. Unfortunately conflict has already arisen
is to gradually increase the total number to 1 million passengers per
with an attempt to control traffic movements through the use of slots
year. The year 2020 started on a good note for the airport as it is
– despite the massive decrease in movements due to the Covid crisis.
now more than ready to meet the challenges of the past and the expectations of the future. The outbreak of the COVID-19 pandemic forced the small team
In the interests of balance, the opportunity was given to respond to the criticism implied in the statements from the Wonderboom airport management.
An aerial photo taken in 2010.
79 www.saflyer.com | July/August 2020
Inside the terminal.
THE PRIVATE CONTRACTORS REPLIED AS FOLLOWS: [editor’s notes added] We were not employed as airport managers but only to sort out the multiple CAA findings that had accumulated over a long period. We have the report confirming the CAA findings were resolved. The airport was about to be closed by the SAA [CAA?], we prevented that. We drifted into ‘airport management’ to help to address the disaster we discovered (corruption, smuggling, illegal structures etc.), [which was] not part of our mandate. 1.
[We received?] no support from Tshwane. We asked for written authority to be able to perform various tasks, nothing received. No funds made available.
2.
Resentment from tenants, and others, who we prevented from running amuck.
3.
We are being made the scapegoat for the failure of others and to create a smoke screen to cover their activities.
4.
We are taking action against Tshwane for monies owed to us e.g. CAA licence fees paid on their behalf.
5.
We have issued summons against WAIG and as well as a separate action against Mr. Maiorana personally for defamation.
6.
The downgrade to CAT 2 was requested by Tshwane with no consultation with us.
7.
Airlink was suspended due to lack of support, nothing else.
8.
j
The truth, I have no doubt, will eventually emerge.
80 July/August 2020 | www.saflyer.com
Aerocore was founded in 2010 at Wonderboom Airport and has seen positive
Approved Capability List and Operational Specifications on the following:
At Blue Chip Flight School, they don’t
Aircraft Braking Systems repair and full
growth over the last ten years. We service
overhaul capability with SA CAA Component
the following ranges of single engine piston
Release to Service (Authorised Release
aircrafts:
Certificate) on the following OEM Makes;
•
Cessna
• •
•
BLUE CHIP FLIGHT SCHOOL just love aviation, they live, eat and breathe aviation. The school has been around for 24 years, awarding wings to aspiring aviators from around the world. Aviation is
ABSC, Honeywell / Bendix,
made up of extraordinary people, who share
Piper
Goodrich and Meggitt Aircraft
a passion for flying, with an energy and
Beechcraft
Braking Systems.
enthusiasm not seen elsewhere.
• We also overhaul Lycoming O-320 and O-360 piston engines at our AMO.
Aircraft main and nose wheel
Blue Chip Flight School provides
assemblies for the above makes,
training from a PPL through to an ATPL. We
to repair and overhaul.
have an accredited in-house examination
Our engineer has more than 50 years’
•
Landing Gear Repair and Overhaul
centre, which makes writing the exams
experience in engine rebuilds. We have an
•
Helicopter Servo Actuator Repair
for the PPL, Night Rating and Instructor’s
and Overhaul
rating more convenient. The school offers a
•
Flexible Hose Build-up
superb fleet of aircraft as well as a state-of-
•
Engine Fire Bottles HPT, Service,
the-art simulator, that will cater for all your
Fill and Re-charge
training needs. The simulator can be used
upholstery section to refurbish Cessna and Piper aircraft. Our rates are very competitive with excellent quality of service. We also offer a reduced rate when we maintain your fleet of aircraft.
AviSys Aviation Systems is committed
for Night, Instrument and Instructor’s ratings,
to deliver service excellence and quality
Simulator ATPL renewals, MCC course and
Hangar 10, Wonderboom Airport
workmanship at market related prices,
RNAV/GNSS ratings. Whilst hour building,
Tel: (012) 1104033
carried out with years of cumulative
we host fly aways and cross-country trips to
Cell: 082 565 2330
aviation experience in our field by means of
expose students to unique experiences at
E-Mail: jacques@aerocore.co.za
dedicated hand-picked staff members.
non-home-based environments.
AviSys looks forward to establishing long and just relationships with our client base, in order to meet our high standards of customer satisfaction.
AviSys Aviation Systems is an
Come and see for yourself what the fuss is about! Blue Chip Flight School (ATO 0056) Main Terminal Building Wonderboom Airport
Hangar 17 Wonderboom Airport AVISYS AVIATION SYSTEMS
COMPANY PROFILES
AEROCORE
Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884
established Maintenance Organisation
Fax: +27 (0) 86 618 6996
(AMO 1089) with SA CAA, and other African
Website: www.avisys.co.za
Tel: 012 543 3050 E-mail: marketing@ bluechip-avia.coza Website: www.bluechipflightschool.co.za
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
SA Flyer 2019|09
RER TU M712 C A SPORT PLANE BUILDERS CC UF NCE E AN AMO 1189, M712, Hangar 58, Unit C, Wonderboom Airport A M ED LIC A C OV R P AP
SPORT PLANE BUILDERS SERVICE MAINTAIN AND DEVELOP VARIOUS AIRCRAFTS AND COMPONENTS. SPECIALIZING IN RAVIN 500, RV RANGE AND TECNAM’S. Manufacturing, maintenance & repairs to various aircraft type certified and NTC aircraft. We also have have a composite repair facilities for type and non type certified aircraft. Landline: +27 87 230 8468 | Cell : 083 361 3181 Email: pmvdwalt@mweb.co.za | Website: www.SportPlanebuilders.co.za
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LEGEND SKY We believe that aviation training should
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manufacture of non-type certified aircraft
found at airlines, agricultural operations,
(NTCA), and is also the holder of a Part
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(M712). Operating since 2005 and run by
Based at Wonderboom airport in Pretoria and Rhino Park airfield in Pretoria
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Building to order the Ravin 500 – full Composite Comanche look alike.
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involved in various initiatives:
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Running a composite workshop
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of composite aircraft comprising of Jabiru
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are manufactured, including non-
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of the Jabiru range. The Jabiru offers the
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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.
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Edition 141/142 | JULY/AUGUST 2020 Cover: Dassault
MULTI-ROLE TANKERS AS VIP AIRCRAFT COPING WITH COVID - CAPE TOWN AIRPORT
GIDON NOVICK – TO START A NEW AIRLINE!! South Africa’s ILS calibration problems 85
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2004 CESSNA GRAND CARAVAN (EXECUTIVE)
TOTAL TIME: 2475 Hrs TTSN ENGINE: 2475 Hrs TTSN AVIONICS: GARMIN 600/530/430 ADDITIONAL EQUIPMENT: Cargo Pod, Aircon, One owner since new POA Based in South Africa
2008 CESSNA CITATION MUSTANG TOTAL TIME: 1192 Hrs TTSN ENGINES: 1192 Hrs SMOH AVIONICS: Fully Integrated Garmin 1000 suite
TOTAL TIME: 6985 Hrs TTSN ENGINE: 3400 Hrs SMOH AVIONICS: GARMIN 1000 ADDITIONAL EQUIPMENT: Aircon, Cargo Pod, APE II Kit, One owner since new POA Based in South Africa
1997 BEACHCRAFT BEECHJET 400A TOTAL TIME: 5150 Hrs TTSN ENGINES: 1625 Hrs SMOH AVIONICS: Collins Equipment ADDITIONAL EQUIPMENT: Airshow 4000,TCAS,TAWS POA Based in South Africa
ADDITIONAL EQUIPMENT: • Garmin Synthetic Vision • 40 cu, ft Oxygen Bottle • Jeppesen ChartView • TAS Traffic Avoidance • Enrolled on CESCOM • Maintained by Cessna Agents POA Based in South Africa
1982 CESSNA CONQUEST I TOTAL TIME: 4805 Hrs TTSN ENGINES: 1585 / 1325 Hrs SMOH AVIONICS: GARMIN 600 / 430 ADDITIONAL EQUIPMENT: De-Ice, Cleveland Brakes, One owner since new POA Based in South Africa
1996 CESSNA GRAND CARAVAN TOTAL TIME: 11 995 Hrs TTSN ENGINE: 2650 Hrs SMOH AVIONICS: GARMIN 750 ADDITIONAL EQUIPMENT: Aircon, Cargo Pod, APE III Kit, POA Based in South Africa
Contact Maartin Steenkamp: C +27 (0)82 807 6701 or Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za
SA Flyer 2020|07/8
2009 CESSNA GRAND CARAVAN
Ed's note... JULY/AUG 2020 Edition 141/142 Falcon 6X
Bush Pilot - Hugh Pryor Collins Aerospace
12 GIB Events Calendar 15 The Professional Instructor 16 Defence - Darren Olivier 18 Quote of the Month 21 Savage Barn Find in Uganda 22 Alpi Flight School Listing 26 AME Directory 27 AEP AMO Listing 28 Federal Airlines Charter Directory 30 Back Pages 31 New Airline Launch
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O
N the 22nd of January, ZS-CAR, the Civil Aviation Authority’s Cessna Citation Flights Inspection Unit’s calibration aircraft tragically crashed in George. By the time you read this, it will be six months since that crash. There is concern in the industry that soon many of the ILSes in South Africa will no longer be valid for instrument approaches. The SACAA states that ILS and VOR certificates are valid for 150 days with an automatic tolerance of 30 days without the requirement for an extension application. Thereafter, an operator can apply for a 25 day extension in accordance with Part 171 of the regulations. After the expiry of the 25 day extension, if the calibration has not taken place, the operator can apply for an exemption which can be granted for up to 180 days. This generous time framework has allowed the CAA to take its time in replacing its lost ILS calibration capability. However, Durban, Kruger Mpumalanga and George airports have already been switched off. The rest will no longer be valid from August. I am reliably told that a solution was offered that would have resumed the calibrations within a month or two of the loss of ZS-CAR. However, when bureaucracy is involved, things are never easy or simple. And, an aircraft with all the expensive and heavy equipment necessary for calibration flights has to be acquired and imported, the crew trained and the whole outfit put into service. This will take many more months. We need bold action from the regulator. But after a near disaster 12 years ago, when the CAA was facing a downgrade because of its lack of capacity, our regulator has been focused on ICAO compliance and standards.
Thankfully our licenses are still recognised around the world, and our airlines are not blacklisted. However, the downside of this is that the regulator zealously does things by the book and is allergic to innovation. This is a pity because the loss of the calibration aircraft presents a fantastic opportunity for the CAA to pioneer the use of drones to calibrate navigation aids. It is trite to say that every cloud has a silver lining, but the loss of their aircraft presents a wonderful opportunity, which they should seize with both hands. A quick google shows that using drones is not even very daring. Companies are already advertising drone calibration, and in this hyper-regulated environment have presumably shown that they can do it. The great thing is – in homegrown MGL Avionics in Cape Town, we have the skills to design and build a drone system that can do it. However, Rainier Lamers the CEO of MGL laments: “.. a dysfunctional CAA technical department makes it impossible to certify our products in a way that this would be acceptable in other countries. ICAO rules mean we could only do this in another country if we move at least final assembly of these products there. But that is beyond our means.” And so the stultifying bureaucracy of our regulator stifles yet another wonderful opportunity.
Guy Leitch
Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com
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Editor
Companies
FALCON 6X:
Luxury Enhanced with Fighter DNA Big aeroplanes tend to land at big airports — they need the runway length and little planes are generally suited to little airports in out-of-the-way places. But the Dassault Falcon 6X is a big business jet with a big cabin that lands almost everywhere.
T
HE 6X has the largest cross-section of any purpose-built business jet. It’s 6 ft 6 inches (1.98m) tall — tall enough for 99 percent of passengers and 8 ft 6 inches (2.58m) wide. Passing a fellow passenger in the aisle doesn’t require an awkward ballet, as in smaller jets. The conference/dining table doesn’t have you knocking elbows. There’s more than enough personal space for everyone. The cabin length, excluding the cockpit and baggage area, is 40 ft 4 inches (12.3m). This provides ample space for three large living areas as well as a kitchen galley forward and a lavatory aft. And yet, this big comfortable jet can slip into and power out of 4,000-foot runways with ease. That sort of performance opens up a wide world of potential airport destinations, and in more interesting places — both out of the way spots on remote ocean islands, or at small airports in urban centres such as London City airport.
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The 6X is the latest in the Falcon line, benefiting from Dassault’s latest technological advances. It’s scheduled to make its maiden flight in early 2021, with certification and entry into service in 2022. The 6X’s 5,500 nm (10,186km) range allows direct flights between Johannesburg and London or Cape Town and Dubai. The fuel efficiency of the 6X’s Pratt & Whitney PW812D engines helps in achieving that long-range performance with the added benefit of low emissions. This D (for Dassault) variant is a 13,000-14,000 lb thrust turbofan optimized for the fast, highflying 6X. The aircraft can operate as high as 51,000 ft and has a maximum speed of Mach 0.9. Dassault has invested heavily to keep passengers in the quietest of environments, using sensitive noise-testing labs to identify and isolate even minor sources of noise. Current Falcon aircraft are achieving remarkable noise levels as low as 48 dB SIL, about what you would find in a suburban living room. Dassault achieves this by reducing airframe vibration from the
engines and by placing noise cancellation materials between the outer skin of the aircraft and the cabin shell. The cabin has plenty of moodenhancing natural light with 30 large-size passenger windows. The air inside the cabin remains fresh and clean, thanks to an advanced air purification system. The 6X is equipped with satellite communications so passengers are constantly connected by phone or Internet. Wide bandwidth even allows live video streaming. On a more technical level, the 6X also excels. All Falcons are known for their shortfield capabilities through advanced wing design, and the 6X is no exception. Its extendable leading-edge slats and trailingedge flaps enable approach speeds as low as 109 knots indicated — about 10 knots slower than competitors, which is critical for short landing and take-off performance. A new addition to the 6X wing’s highlift devices, called a flaperon, enhances this capability. With such an ideally balanced wing design, the 6X can easily operate at challenging, short-field and steep approach airports such as London City or Lugano, Switzerland. Day or night, in poor weather conditions, the 6X provides pilots with maximum situational awareness thanks to FalconEye, a head-up display (HUD) combining enhanced vision with synthetic vision. Dassault is the first business jet maker to develop a HUD with this unique technology. FalconEye features a fourthgeneration multi-sensor camera whose six
sensors present top quality images in both the visible and infrared spectrums. These images are combined with worldwide synthetic vision databases that map terrain, obstacles, navigation, and airport and runway data. FalconEye is derived from a military technology that Dassault Aviation has applied to its civil aircraft. “What makes Dassault Aviation unique is that we are the only business jet-maker that also makes fighter
jets,” explains Dassault Aviation Executive VP Carlos Brana. “In fact, both are designed by the same engineers and manufactured at the same facilities.” “When people walk through the 6X mockup for the first time, they are impressed by its beauty. But with Dassault aircraft, beauty is more than skin deep. In any case, we are proud that our interior is what makes people fall in love with a Falcon like the 6X,” says Brana.
FlightCom Magazine
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BUSH PILOT HUGH PRYOR
PARK OR
Fly
I was frankly astonished when I opened the newspaper
the other day, it was a ‘broad sheet’ one with big pages...to be confronted by a full-page photograph of ranks and ranks of grounded airliners.
M
Y initial reaction was that I had not realised that Boeing had turned out that many 737 Max 8s and then I noticed that I was actually looking at a picture of Gatwick Airport and quite a lot of the aeroplanes sitting on the ground were not even made by Boeing at all...they were Airbuses. And then I moved on to the next page, which was covered in aircraft parked in Sydney, Australia. There were so many that I lost count of the tail fins. Suddenly the gaping chasm which the Coronavirus has opened up in the capitalist system, broke cover and opened my eyes ...here were billions of dollars, just parked, awaiting the cutting torch, unless we can sort out this virus. And most of them were not long off the production line. While we are on the subject of ‘cutting’. This mountain of spare aircraft represents the ‘Cutting Edge’ of human engineering technology...the materials used have advanced almost by the minute. The engines have taken the expertise of people like Junkers and Caproni and Whittle to extremes of power and endurance which they could never have dreamed of. To take the human race from just managing to fly almost the length of a Boeing 747’s wingspan, in 1903, to being able to cart millions of holidaymakers all over the world, at prices which would be the equivalent to a couple of months’ salary, in the ‘old days’. Okay, the money has changed, but we
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have also had a couple of wars, big time wars which changed the butterflies into bees. Then, with the Second World War, the bees became goshawks and their engines graduated from Kestrels to Merlins and then the Griffin and then on to turbines. Now, I know that you guys will be wondering why an old duffer like me should be expressing opinions on the current aviation catastrophe, so I will explain... It may come as a surprise to some of you that I actually own a share in an aircraft... I own the third bolt on the right main wheel of a 1947 Piper Super Cruiser, which is currently in the process of being rebuilt, after landing in the high canopy of the Congo rainforest during a game count. I bought it in 1972, from an old friend who later became my best man, for the exorbitant price of $5000 in 1972. Okay so $5000 is not quite up to the price of a Boeing or an Airbus, but my Piper Super Cruiser is not just going to sit on the ground until somebody comes along and chops it up. It has been flying for the last seventythree years and will probably be flying for the next seventy-three, if we can find people who know how to look after it. It will be ‘zero-timed’ with a 159 hp Lycoming O-320, out of a Super Cub, in the place of the old and, to be honest not totally reliable 145 hp Lycoming O-290-D2. They are also going to fit it out with flaps, so effectively it will become a three-seat Super Cub with proper doors...which makes me wonder why they didn’t do that in the first place with the Super Cub?
Incidentally, my Super Cruiser, with its rather heavy engine, was much easier to pick up and turn around, by using the tail handle at the aft end, and I have carried the crankshaft of a claas combine harvester, on my wife’s lap in the back...tied down...I mean the crankshaft, as well as my wife, obviously...and that brought the C of G nicely aft, so that I was able to carry out my first really smooth three-point landing at the farm, in front of a cheering crowd of my cousins, one of whom had just bought a Piper Pacer, which he wanted me to teach him to fly. The Pacer was a different animal altogether from the delightful Cruiser. It was short-coupled and had such tiny wings that you could almost reach out and take the pitot cover off from the cabin, if you had missed it on the pre-flight check...and I speak from experience...although you heard that here for the first time! Comparing the ‘Cruiser’ to the ‘Pacer’ is rather like comparing the delightful DC10 to the grumpy, bad-tempered MD-11. I remember, as a Swissair Passenger, after a barely survivable MD-11 ‘Arrival’ on Runway 14 at Kloten. The Chief Stewardess walked into the cabin, jokingly hitching her knickers up and laughingly announced that the abruptness of the landing had been caused by a ‘software’ problem...which brought cheers and hoots of laughter from all of us passengers. Annie, my ‘Dragon’, and I flew MD 11s with Swissair many times after that, but one of those involved a rather dramatic ‘Aborted Takeoff’ and ‘Emergency Braking’ on Runway 08 (the short one,) at Kloten and that also brought screams from the passengers, but they were not laughing this time. No, give me a sweet old Cruiser, rather than a smart Pacer, or an old DC-10, rather than a slippery new MD 11 any day, please.
Companies
COLLINS AEROSPACE: Supporting Africa’s COVID-19 Recovery Jens Ziesel is the new Regional Director for Africa for Collins Aerospace Avionics. One of his main tasks is to assist the African air transport industry in its recovery from the Covid-19 pandemic. Aerospace's Jens Ziesel is committed to helping Africa through the Covid-19 crisis.
Z
IESEL understands some of the unique challenges in Africa as prior to joining Collins Aerospace, he served in Chad and the CAR for the Austrian Armed Forces and he believes that Africa holds enormous potential for Collins Aerospace. He says that the growth potential in Africa is a great opportunity for Collins to grow
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its African customer and partner base. For the recovery of the Covid-19 pandemic, Collins Aerospace has committed to making airports, aircraft and airspace safer. Ziesel believes that, from the time passengers begin their journey from their home or office to leaving the destination airport, only Collins Aerospace is able to deliver the range of technology that will enable end-to-end passenger security and safety. Collins is a giant global player with over 16,000 engineers who have the industry knowledge and experience to enable Collins to understand the unique needs of airports, airlines and customers in Africa. Collins employs its expertise to deliver leading-edge, customised solutions that are focused on passenger safety and comfort, airport operational efficiency and aircraft availability, maintainability and sustainability. Collins Aerospace has already established a strong presence in Africa, providing complete aeronautical solutions to aircraft manufacturers, integrators, airlines, airports and governments. Collins Aerospace has almost 200 employees spread over six locations in South Africa, Morocco, Tanzania, Egypt, Ethiopia and Kenya. And the company’s commitment to Africa is growing. In Morocco it has expanded by 40%, creating 60 new jobs, supplying components to Boeing and Airbus. Ziesel is proud of the level of commitment shown by his company in support of the African air transport industry during the Covid crisis. He points out that their top priority has been their employees and customers. Collins’ dedicated Africa team has been available 24/7/365 in support of customers and is currently fully dedicated to support them for the return to operations, working on the technical and safety challenges, with specific focus on airworthiness, crew training, and maintenance work. Ziesel states that Collins Aerospace is committed to increase its presence and market share in Africa. “Listening to our customers is part of our DNA. By showing this we strongly believe that we will enlarge our footprint across the whole continent,” he says. As post-Covid travel resumes, passenger movements will require a ‘No-touch’ seamless experience and airports must adapt to address all passenger touchpoints. This includes curbside arrival, check-in, baggage drop, security access and screening, customs and immigration, self-boarding gates, the in-flight cabin experience and destination border control. “Each of these touchpoints provides an opportunity for passengers and airport staff to come into contact with each other and COVID-19. While no one can predict the future, what is absolutely clear is that until passengers feel safe to travel, the global airline industry will continue to struggle,” Ziesel says. To address this, Collins Aerospace offers, “integrated and intelligent solutions for passenger processing and facilitation, airport operations and baggage management. Our self-service solutions create a seamless travel experience for a high volume of passengers. We provide airports in Africa the solutions needed to improve operational efficiency and enhance the passenger experience.”
•
•
Gidon Novick to launch a new airline in South Africa. Gidon Novick has astounded everyone by announcing the launch of yet another low cost carrier in South Africa
Gidon Novick is best known for launching the low-cost carrier (LCC) airline model in South Africa. Its zany kulula.com branding and cheeky advertising was revolutionary for the normally staid Comair. Jet enthusiasts around the world fondly recall the wonderfully annotated Boeing 737 dubbed ‘Flying 101’ with its fun captions painted on the plane.
S
O when Novick announced in July that he was going to start yet another LCC in South Africa, and in the middle of the Covid-19 pandemic, people sat up and took notice. Novick joined Comair as a young chartered accountant with a fresh MBA minted in the USA. In joining Comair he
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stepped into the very large shoes of his father Dave Novick, who had headed the airline for over 50 years. Gidon Novick defied the sceptics when kulula.com proved profitable from inception and was responsible for most of the dramatic growth South Africa’s domestic airline market has enjoyed. After being joint CEO of Comair with Erik Venter until 2012, Gidon left
the airline industry for fresh challenges – in loyalty programmes and then tourism and hotel funding. However, like many airline CEOs, he has been unable to resist the lure of airlines and, ever the visionary entrepreneur, he astounded industry watchers by announcing his plan to launch yet another LCC, despite it being the most difficult of times for the industry, worldwide and particularly in South Africa, which has endured severe anti-Covid-19 lockdown regulations. Novick’s rationale is that the entire aviation industry is going through; “a reset and this creates new opportunities. Survival more than ever, will be based on efficiency and avoiding the complexity that airlines inevitably accumulate over time. This is a once-in-a-generation opportunity to start with a fresh, efficient and unencumbered business model,” he says. “If we have a super-efficient operation and the lowest costs, that will give us a competitive advantage. And over time that gives us a lot of security,” Gidon says. “The opportunity is now, because aircraft values are down around 40%. One of our key lessons from the current crisis is to avoid debt. We have managed to do that in all our
other businesses and the airline industry will be the same. In the new post Covid-19 world it will be even more important that any kind of fixed overheads that put the business at risk must be avoided.” Although he expects the new airline to be debt free, he wants to own his own aircraft, as that is the most cost effective and enables the airline to be flexible through the lean periods. Although many airlines naturally vary their frequencies for peak and off-peak periods, Novick says that “a key tenet of our model is to be able to do that far more extensively, which means minimal fixed overheads.” As a businessman needing to impress sceptical funders, Novick has done the necessary feasibility studies and he says that these confirm that there is room for his new airline. Testimony to the regard the industry has for him is that he says that funding is not the most difficult of his challenges. His fleet plans revolve around used large gauge narrow body aircraft. He will focus exclusively on the Johannesburg (OR Tambo) - Cape Town O-D route pairing which, thanks to South African airspace deregulation, has been one of the 10 busiest O-D pairings in the world. Despite his long history of operating Boeing 737s at Comair/kulula, he is not fully a Boeing man and acknowledges that the Airbus A321 in a 230 seat high density configuration would be ideal on the Cape Town route. When asked if he was going to include Durban to complete the JNB - CPT triangle, he admitted that kulula struggled with yields on that route, given that it is a short sector with competition from road travel. And when asked about using Lanseria Airport as an alternative to Johannesburg’s OR Tambo, he said that the new airline would concentrate on OR Tambo as that “is where the action is – where demand for domestic travel is centred, and there won’t be issues with slots for a long time.” The new airline does not yet have a name nor a launch date, but he hopes to launch before the South African peak season over December. It normally takes at least 18 months to get a new Aircraft Operators Certificate (AOC) so Novick says that he is partnering with an existing operator – but won’t be drawn as to which one it is. Novick is careful to not be seen to be charging headlong into a gap which might not yet exist in this very uncertain market. “We are in no rush as the timing has to be right,” he says. He identifies three key challenges arising
from the Covid pandemic: 1) The economic challenge; 2) Regulatory restrictions; 3) The perception of the health risk in travelling in a cramped airline cabin. He says that the key advantage of
and-mean’ airline as well as in the tourism industry, will enable him to launch a winning low-cost carrier. His airline launch will fly in the face of the other low-cost carriers in South
“a super-efficient operation and the lowest costs will give us a competitive advantage” starting an airline right now is that “there are great skills and talent available and aircraft can be obtained at extremely good prices.” He admits that he does not know how long it will take for the industry to recover and in particular, how long it will take before passengers start trusting the safety of flying from a health perspective. He accepts that the economic consequences of the Covid pandemic will
Africa, being kulula.com, FlySafair and Mango, which have long complained about overcapacity in the market, particularly since the arrival of FlySafair with its fleet of seventeen 737s. When asked whether his new airline will not just be adding to this problem, Novick points out that he is still hopeful that the South African government will act rationally regarding its role in the industry. He therefore remains confident
Novick earned his spurs by launching LCCs in South Africa using kulula with edgy advertising and memorable marketing such as this 'Flying 101' paint scheme.
have a severe impact on people’s ability to afford to fly. Interestingly, he believes that business travel will be the hardest hit due to many businesses having made the switch to video conferencing. He therefore acknowledges that the ‘new normal’ will be a much smaller industry but he is confident that his experience in assembling a ‘lean-
that, given a level playing field without state subsidies of its own airlines, a tightly cost controlled and debt-free start-up will be a successful model. Gidon believes a key requirement for a successful airline is that it must be agile enough to navigate the inevitable tough periods. He is therefore committed to a
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minimalist model of cost efficiency and simplicity. Thus, despite his track record with the Discovery Medical Aid Vitality programme, the new airline will not be offering a traditional loyalty program.
a multitude of challenges, including new biosecurity protocols and overcoming people’s resistance to flying. A huge uncertainty remains as to when the South African lockdown regulations will be
The Covid pandemic will have a severe impact on people’s ability to afford to fly However, he remains committed to the travel trade and will be accessing broad distribution channels, including direct webbased sales, travel trade and online travel agencies. Gidon says that he will start small and will be careful not to flood the industry with seats. He acknowledges that he has
lifted sufficiently to enable free passenger movements for the airlines. At time of writing the lockdown level is at 3 out of 5 and it is not expected that significant free movement will be possible before level 1. Noteworthy is that kulula.com have said that they will not be returning to the air before November.
The airline will target all travellers. “The distinction between business and leisure has been blurring for a while now and Covid has accelerated this. People’s work and private lives have become a lot more integrated.” Tourism remains the long term focus though. “Notwithstanding this major setback, South Africa is a globally competitive tourist destination and tourism is critical to our economy.” While he recognises the importance of code sharing to feed and de-feed his routes, he says that he has no immediate plans for any sort of alliance, other than perhaps a very limited interlining arrangement. “I can’t imagine that in this climate, a large and established international airline would want to partner or codeshare with an unknown start-up,” he says. Having just turned 50 years old, Gidon is proud to be what he calls “a middle-aged man with a combination of energy and experience. This is a once-in-a-generation opportunity to start with an efficient and unencumbered business model,” he says. Given his track record, the new start-up will be one to keep a close eye on.
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FlightCom Magazine
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Training K oos K ieck
THE PROFESSIONAL INSTRUCTOR Koos ‘Rapier’ Kieck is an ‘uber-pilot’. A career pilot with the SAAF he was a ‘vlamgat’ Mirage pilot and air combat instructor. After leaving the SAAF as a Lt Colonel, he joined Working on Fire to fly their massive Air Tractor
Cheryl Smit Photography
802 Fire Bombers, which he did safely for nine years.
K
OOS is dismayed by what he sees as slipping standards in flight instruction and has put together a list of bullet points (what did you expect from an air combat instructor) for a presentation he made to civvy flight instructors: 1. INTRODUCTION: 1.1. How professional are we instructors? 1.2. What is our approach to our students? • Is it just about the income and are we ‘milking’ our students? • Are we just ‘hour building’? 1.3. What is the level of our theoretical and technical knowledge? 1.4. At what level are our flying skills? A very senior instructor at Dunnottar once said to me, “You are obliged to give the best instruction possible to a student because he deserves the same chance you had. Who are you to play God and deny a student a career in aviation because you don’t like him – or his father – who
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is in politics?” Let us therefore consider the characteristics of the professional instructor, so that we may all strive to attain the highest level of professionality. What do students expect from their instructors, whom they respect and hold in high regard? (Most of them think we can walk on water.) 1. Do I look professional (dress code, grooming etc.) 2. Am I punctual? 3. Am I prepared? 4. Do I deliver? Now, how do I deliver? The first two points are easily achieved, but I think points 3 and 4 are the ones where we really fall short. Let us look at a typical sortie/flight Each ab-initio flight should consist of the following: 1. A theory lecture on the aspect: 30 – 40 minutes (Day before) 2. A proper pre-flight briefing: 20 – 30 minutes 3. The actual flight, consisting of the following: • Revision of previous sorties • Instruction on the new aspect • Student practice of new aspect • Demonstration of the next sortie’s new aspect 4. Emergency drill 5. Debrief on all aspects covered during the flight 6. Training file update on the sortie 2. T HE THEORY LECTURE: AERODYNAMICS • Introduction – capture the student’s attention • Explain the reason for teaching aerodynamics • Cover all elements of the aspect • Conclude with a brief summary of what was taught • Encourage questions 3. THE PRE-FLIGHT BRIEFING • Plan the flight from beginning to end. Use the students’ knowledge to build the sortie • Talk stick and rudder – nose control, emphasise nose position relative to horizon. (The stick and rudder is only a means to manipulate the nose) • Build on student’s prior knowledge • Continuously emphasise safety 4. THE FLIGHT • The student must fly as much as possible • Introduce accuracy from the beginning • The student must do vital actions (Checks) • Gain the student’s confidence and keep the student orientated • Emphasise airmanship – consideration of others in the air
• • • • • • • • • • • •
Revise the previous aspects until competent Teach the new aspect. Listen to the radio and show airmanship by considering others Do not overload the student, especially in the beginning Time spent on basics will pay dividends Assign homework afterwards and follow up whether it is done Do coordination exercises, it builds confidence. Follow the steps in the syllabus, do not rush If the student is unwell, do not continue –nothing will be absorbed Just before return, introduce the next concept Talk to the student at all times and do not let him do anything that was not covered A professional instructor never shouts at a student, continuously analyses the student and situation and uses various methods of explanation and demonstration to facilitate a student’s understanding.
5. THE DEBRIEF • Is done directly after the flight • Is never negative but focuses on the positive, giving praise where justified • Use the student’s recollections to build the debrief by asking questions such as:… did you see… do you remember…what happened when…where was the nose pointing…what was your power/fuel/flap… • Give the student homework for the next flight. 6. CONCLUSION We will never be knowledgeable or experienced enough to be a perfect instructor, but we must always strive to get there. It helps to talk to other instructors, discussing our students’ progress with them, being open to learning, even from our students, and admitting when we do not know something, but committing to finding answers. The fact that a student has passed the Principles of Flight, A/C Technical & General/Met/ Nav exams does not mean he or she can apply this theory to practical flying. It is our task as instructors, to put those together. Always ask yourself the question “Would I have paid for the instruction I just gave to this student. Would I have passed an assessment by a DFE if he sat in for the whole sortie?” Author’s note I sincerely hope that at the least I have set your minds and your conscience to considering the vision of becoming the best instructor possible. We owe that to our industry.
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The new VIP paint scheme on ZZ336.
Defence D arren O livier
MULTI ROLE VIP TANKERS Late in June, an Airbus A330 Multi Role Tanker Transport (MRTT) Voyager of the Royal Air Force (RAF) emerged from the paint shop wearing a bright new VIP paint scheme in place of its previous low-visibility grey tactical livery.
T
HE aircraft, serialled ZZ336 and named ‘Vespina’, has been configured for VIP use since 2016 when 58 business class seats were fitted and it retains its aerial refuelling capability, though this is the first time that it has received a special paint scheme. This change, and the associated cost, were controversial in the UK to say the least. This column will not address that particular debate, but will instead look at the value of a multi role tanker transport and how this concept has made it possible to have a VIP transport aircraft capable of supporting other missions like aerial refuelling when not in use for its primary mission. That has not been seen as a viable option until now, and it should serve as an example for African countries looking
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over the long term to replace their VIP head of state transport aircraft while also adding new capabilities to their Air Force fleets. As an added bonus these aircraft come with remarkable medical evacuation (MEDEVAC) add-on kits. If we accept that VIP aircraft are a necessity for diplomacy, and that neither chartering nor airline travel is an option for some countries, then this provides a better way forward. Our focus will be on the Airbus A330 MRTT, but most of it if not all should apply equally to Boeing’s KC-767/KC-46. In today’s environment of everconstrained defence budgets facing off against increasing per-aircraft acquisition and operational cost, it’s no longer justifiable to acquire single use aircraft when the option exists to fulfil two or more roles with
a single platform. This has been accepted wisdom for the past three decades, and few new aircraft are now designed to a single specialist role. Yet for some reason this has escaped head of state VIP transports, which almost exclusively continue to be singlepurpose aircraft that have no secondary role, meaning that when not being used for VIP duties or related training, they stand idle. This is a waste of money. The United Kingdom and Australia were the first to realise the potential of their incoming A330 MRTTs as intercontinental VIP transports on top of their existing multi role capability. In essence this was enabled by three separate trends: First, like other large newergeneration aerial tankers, the A330 MRTT has enough capacity in its internal fuel tanks (111,000 kg) that there’s no need for extra fuel tanks in the cabin or cargo area, leaving those free for cargo, passengers or medical evacuation without any compromise to the aerial refuelling mission. Indeed, it’s possible for an A330 MRTT to carry a full load of 300 passengers and still perform aerial refuelling at the same time, though in that scenario its range would be reduced. Second, where VIP interiors have traditionally been custom, one-off designs
hand-made for each individual aircraft, Airbus and third party outfitters like Lufthansa Technik have developed new modular VIP interiors that are not only substantially cheaper than traditional VIP cabins but could be palletised and moved between aircraft as needed. Australia and the UK opted for non-modular interiors, rather dedicating a single aircraft in their fleet to the VIP role, but that’s not a nonnegotiable requirement. Third, the space required for secure head of state-level communications systems has decreased massively in the past two decades, allowing virtually any mid to large size aircraft to carry a full secure communications suite with no serious weight or range penalty. This has made it feasible to equip all aircraft in a multi role tanker transport fleet with the same highend secure communications equipment, meaning there’s no further modification required beyond installing the modular VIP kit. Moreover, this same trend toward modular roll-on/roll-off kits and the miniaturisation of electronics means that
a severely wounded or ill patient. The range with a full set of Morphée modules remains an astounding 12 000 km. France’s A330 MRTTs can also be kitted out with a ‘CM30’ configuration, with 40 stations for light to moderate wounded patients, seating for 88 passengers and space for cargo. Or a combination of Morphée modules, regular medical stations and passengers as needed. Lufthansa Technik offers its own hightech MEDEVAC modular option for the MRTT for those countries who don’t want to develop their own, as France did. Needless to say, having this level of MEDEVAC support can make the difference between life and death for both soldiers wounded on the battlefield and civilians harmed or injured by natural disasters or disease outbreaks. That it can be done with an aircraft that the next day could be configured to carry lifesaving cargo or evacuate passengers, is even better. Another option that France has gone with is to use modular kits to create an airborne command centre, able to both direct battles and act as intelligence,
aircraft and crews for the RAF depending on pre-agreed requirements, but can charter out for regular passenger travel any A330 MRTTs not immediately needed. This reduces operating costs quite substantially compared to having a dedicated fleet, and should be considered as a potential option for any African air forces looking to go down this road. Given all of this, what’s the downside of adopting a multi role tanker transport, like the A330 MRTT, with a modular VIP interior? Surely it’s an idea that sells itself? Sadly, no. There are inherent compromises in the approach that must be understood and accepted by everyone involved. For one, this only works if the VIPs who’ll fly on the aircraft agree to certain restrictions on the way they use it. That includes providing proper scheduling months in advance of when they’ll need it, to allow air force planners to efficiently schedule maintenance slots while leaving enough spare capacity for aerial refuelling and possibly regular transport duties. It also means opting to limit their number of flights on the aircraft beyond those
surveillance and reconnaissance (ISR) communication relays. Finally, because A330 MRTTs retain their regular cabin and most cargo space, they can be chartered out as regular airliners, which is the approach taken by the Royal Air Force with the AirTanker consortium contract. Under that, AirTanker has to provide a minimum number of
which are absolutely necessary, such as intercontinental trips, and not requiring the aircraft to be on standby for ad hoc VIP trips. There’s also a need to understand that opting for an MRTT-style approach may be more expensive than having a pure VIP transport, which may make it unaffordable even though it brings substantial additional
VIP interior of RAF Voyager 'Vespina'.
an aircraft like the MRTT can perform even more roles including some truly spectacular MEDEVAC options. The French Air Force, for instance, have equipped their A330 MRTT ‘Phénix’ aircraft with the Morphée (Module de Réanimation pour Patient à Haute Élongation d’Évacuation) system, comprising up to 10 modules each capable of providing a sterile intensive care unit for
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The VIP Voyager demonstrating its retained aerial refuelling capability.
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FlightCom Magazine
capabilities in air refuelling, transport and MEDEVAC roles. It’s still cheaper to buy a VIP-configured BBJ or ACJ. In addition, unlike a VIP aircraft, it would not make any sense to acquire only a single MRTT as that is too small for a minimum fleet size especially as the VIPconfigured aircraft will have lower availability than the standard fleet. Realistically at least three aircraft are needed, which does not come cheap. Most importantly though, it requires a public and political mindset that understands that VIP transport should always be a secondary capability of any air force, subservient to their primary task of protecting the nation. Until that’s in place, no balance will be possible.
Phillipe Salazar launches Air Law PhD and Masters
T
HE University of Cape Town is now inviting applications for admission to the Faculty of Law’s PhD and Master's Programmes with a focus on Air and Aviation Law. These degrees are by research and dissertation only (no course work). This is an exciting new area for the Faculty, and is led by Distinguished Professor Philippe Salazar who recently authored Air Law (2019) – a book focused on the laws of air and aviation in South Africa, the first book of its kind on this particular legal focus, and a publication hailed as of great value to the aviation community. It can be found here x Distinguished Professor Salazar is keen to work with postgraduate research students interested in this area of specialisation.
Students are invited to submit topics for their research, provided that they remain within the wider range of aviation or air law regulations, international or local. Cases are looked at individually on the merit of the proposal. The programme has already attracted top aviation executives. This is a unique opportunity for pilots or aviation administrators to gain an advanced degree from Africa's top-ranking institution and from an internationally renowned Law Faculty. Students do NOT need to hold a law degree to enroll for a Masters programme. For a PhD, however, a LLM (Masters in Law) is recommended - but not compulsory. For more information contact UCT Law’s Postgraduate Manager, Ms Patricia Phillips on patricia.phillips@uct.ac.za or Distinguished Prof Philippe-Joseph Salazar on philippe.salazar@uct.ac.za.
Quote of the month:
Our airline columnist Mike Gough says SAA is currently in too perilous a position for him to pen his usual column for this issue. However he did share the following great insight:
“The good news is that there will be an even worse pilot shortage in about two years’ time. The COVID-19 pandemic will have cut so many pilots from the industry, especially the older ones who will have taken early retirement, that there will be a huge shortage of pilots when the airline industry once again approaches previous levels. And in four years’ time the FAA estimates that 42% of the entire US ATP-licensed workforce will have retired. Couple that with the COVID issues, and it’s going to be an epic train smash.”
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Savage BARN FIND IN UGANDA Part 2
P hotos
by :
C raig L ang
and
T yron G ibbs
After my first journey to Uganda to examine the long neglected Savage Classic in mid-November 2019, Tyron and I boarded a Kenya Airways flight via Nairobi to Entebbe, from where we planned to fly the plane that had been sitting in an open hangar for nearly five years, back to SA.
THE FLIGHT HOME - BY: CRAIG LANG
W
E had to charm our way past the security people at OR Tambo airport, as we had a large box with two new tyres, tubes, a fire extinguisher, tools and a whole bunch of other small spare parts for the aircraft, including two 20L fuel bladders (water bottles!). The fire extinguisher was confiscated, but we managed to convince the folks at the Kenya Airways counter to allow us to take the tyres through, as they were not inflated, and therefore not a risk. Soon we were comfortably settled in the Dreamliner, and en-route to Entebbe. The 787 Kenya Airways flight via Nairobi to Entebbe took us 5 hours. The trip back would take 30! In our hand luggage we carried a Meglin sabre propeller and hub, and were asked on a few occasions when the prop went through the scanners if these were machetes we were carrying….patience and smiles eventually allowed us to charm our way through, and we arrived that evening at Entebbe, Uganda, where we were met by the hotel’s taxi driver. He took us via back roads to the hotel, rather than take the brand-new freeway, where apparently highway robbery at night is a common occurrence. This made us feel quite at home! The Mak-Queen hotel is a stone’s throw from the Kajjansi airfield, and we had an early start, working our way to the airfield between dozens of scooters and Uganda’s famous Ankole cattle with their massive horns. First on the agenda was to replace the tyres and the propeller, as I was not happy with either. Tyron set about the tyres, while I removed the old prop, and assembled the new Meglin two-blade. The guys at
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Our routing from Uganda to Eva’s Field.
KEA were as helpful as the previous visit, and I think were rather curious about the activity around this previously neglected aircraft, not to mention amazed that we planned to fly it back to South Africa. By mid-afternoon, 59DOH was ready to fly with her new prop and wheels, so Tyron and I got permission from the KEA bosses for a test flight but were asked to remain in the Kajjansi circuit. The 35-minute flight was successful, with all temperatures and pressures remaining in the green, and the new prop running as smooth as silk. Refuelled and loaded up, including the extra 40L of fuel stored in the soft Jerry cans behind the back seat, we planned to set off early the next morning, 15 November. The KEA office staff assisted us with our Ugandan flight plan for the next morning and arranged clearance for us to fly into Entebbe.
Rigging and cleaning in progress.
Avgas at $2.60/Litre!) after which we cleared Customs and Immigration, and then met our rep from Kilimanjaro Aviation who helped us with the paperwork. $150 for the clearance permit, and $100 per leg for navigation fees!! And we had two legs in Tanzania: Mwanza to Tabora then Tabora to Songwe. When I asked what navigation
WE MADE SURE TO KEEP LITTLE ISLANDS WITHIN GLIDING DISTANCE HOMEWARD BOUND - DAY 1: Low, grey clouds greeted us at the airfield in the morning, as is typical of the tropics. We took off in a light rain shower with a strict reminder to avoid flying over the President’s residence en-route to Entebbe. We were cleared onto Entebbe’s main runway in quite a heavy rain shower and parked next to a Russian IL76 while we cleared our paperwork. Airborne again before 9am, we planned to skirt the eastern edge of Lake Victoria to Mwanza, the entry point into Tanzania. In a straight line from Entebbe to Mwanza, the distance was 150nm... but that would involve 149nm of flight over Africa’s largest lake and so was not on our wish list. Skirting the lake to the east, we flew 250nm, and fortunately had a gentle wind on our tail, reducing the flight to under three hours. We did cut some corners over the lake but made sure to keep little islands within gliding distance. There were surprisingly few fishing or tourist boats, and only an occasional hotel or lodge on the islands. In Mwanza we were met by efficient staff who helped with fuelling (they had
assistance they provided, I was answered with a shrug. Many Dollars lighter, we took off from Mwanza for Tabora, planning to arrive late in the afternoon. This was a leg of 160nm and took us two hours. It is fairly flat, dry countryside, with the occasional baobab tree on a rocky outcrop, with scattered rice and maize fields, but generally unexciting scenery. We flew most of the time between 500ft and 1000 ft agl. Tyron and I shared the flying equally, him from the back seat. It was great taking hour-long shifts - this was
the only autopilot we had. We’d arranged to stay at a little hotel called the Tabora Belmonte, much grander in name than reality. The contact on arrival was a chap called Victor, who was also the ATC at Tabora. Averaging 0 to 1 movements at the airport per day, he was delighted to hear us on the radio, and very warm and welcoming. We arranged to refuel in the morning and set off for the hotel where Victor dropped us off. On the way, we found out Victor had been on duty a couple of months prior to our arrival, when the South African Sling 4 had gone down soon after taking off from Tabora, both pilots tragically losing their lives. He rather sombrely asked us to be very careful. The Belmonte’s beer was cold, but we had our first lesson on eating local kuku (chicken). Seems in central Africa chickens are not selected for their tenderness, and are most likely chosen a day or two before they die of old age...but we had fun, and crashed in our beds after nearly six hours of flying in central African heat. DAY 2: We planned to leave after a hearty breakfast but had to be satisfied with a few slices of watermelon and rubbery toast the alternative was some kind of fish and
In the company of heavies - Russian IL76 parked nearby.
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banana surprise, which didn’t appeal at all. Victor helped us refuel and we were soon cleared for take off on Runway 13, routed for Songwe, where we planned to refuel, clear customs and continue straight on to Mfuwe in Zambia. Half an hour from Songwe, however, the ancient Becker radio died, and we had to do an approach and landing at Songwe with no comms. After taxiing onto the apron, we were approached by an official, saying the ATC wanted to speak to me. Expecting the worst, I climbed the tower steps, and was met by a friendly fellow, who was concerned with our radio problem, and suggested we repair it before continuing. We arranged with one of the apron staff who had a car, to take Tyron to town to get Mogas, as there was no Avgas available. This turned into quite a mission, as nobody would take US$ at the petrol station. Someone on a motorcycle was called to exchange the Dollars into Shilingi to pay for the fuel. This was going to turn out to be a problem for the next couple of days, as the ATM in the airport wouldn’t give us cash, and nobody would change US$ for Shillings. We couldn’t even buy a drink or food at the little airport kiosk. To call Songwe the armpit of Tanzania is being kind. I tried in vain to breathe some life into the radio. We checked fuses, circuits, opened the radio and stopped just short of beating it, but no sign of life. Storm clouds were building, so we tied the Savage down for the night (or two), and found a lift into the local town - a strong word for the ramshackle buildings lining the side of the main road from Cape Town to Nairobi. We found accommodation at the Mfikemo Inn, which much to our surprise and relief, had an “a la carte” menu.
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Ravenous, but still opting to play it safe with “Kuku Plain”, we were met with the toughest and most sinewy excuse for a chicken that either of us have ever had the misfortune of tasting. We took an evening stroll through the little village, where hundreds of Tuk-
Tuks line the roads between the trucks rolling with fuel and goods from SA. The desperate poverty of the local people hung in the air around us, but despite this, people were friendly, and hardly noticed the two Mzungu’s walking through their village. Later that evening, we opted for spinach
A friendly but expensive welcome to Mwanza, Tanzania.
Fish and Banana surprise for breakfast.
with Ugali (a porridge of maize and crushed green bananas or cassava). There would be no more kuku for a while.
A very simple panel - with the hand-held VHF and cell phone ear piece.
W N E EW B S IT E
DAY 3: Our transport arrived early, and we were keen to get to the airport and convince the ATC that we could manage without a radio until Mfuwe, Zambia. Someone else was on duty though, and she was having none of it. She contacted her supervisor in Dar es Salaam, who confirmed we could not fly across a border without a radio, despite carrying a PLB. Doomed to be stuck in Songwe another day at least, we desperately started phoning around. By mid-day, I’d tracked down a Captain Chikwanda at Coastal Air in Dar, who took pity on us, and promised to phone around for a handheld radio. Finally, Chikwanda came through - he had a contact with an old Icom handheld, but no charger. He’d accept $200 and would charge the radio somehow before sending it down with that evening’s Air Tanzania flight, and we could set off early the next morning. Sadly, the radio missed the flight by some 10 minutes, and we had to wait until the following morning, when the 08:15 flight landed. Much to our relief, the captain (a friend of Chikwanda) stepped out holding the handheld. Parting with $200 for the radio, and some more $$ for various other charges including parking, I anxiously fired up the radio and asked ATC to activate our flight plan and for a radio check.
“I read you 5” was the best transmission Refuelling at Songwe, ATC tower in the distance. I have ever received over the radio.
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• Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines; •Overhaul Engine; Components; •Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 • Tel: (012) 543 0948/51 • Fax: (012) 543 9447 • email: aeroeng@iafrica.com AMO No: 227
FLIGHT SAFETY THROUGH MAINTENANCE
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We are for the journey
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 011 463 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 4496 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
31
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
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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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