April 2021

FlightCm African Commercial Aviation

Africa’s Biggest Aviation Magazine Edition 303 April 2021 Cover: Cassie Nel

FLIGHT TEST:

GUIMBAL CABRI G2

GUY: THE JET ENGINE BATTLE!

– BETTER THAN THE R22?

JIM: DANGERS OF NIGHT VFR – PRANG REPORT MADAGASCAR HELI OPS! DARREN OLIVIER – DENEL’S WHITE LABEL BOMBS!

THE NEW CAPE WINELANDS AIRPORT!

TEWOLDE GEBREMARIAM ON SAA PARTNERSHIP & BOEING MAX!

HOW AIRLINK IS OPENING UP AFRICA 1

April 2021 March 2021

HELICOPTER REVIEW

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POSITION REPORT I DON’T THINK THAT A YEAR AGO any of us imagined that we would, one year later, still be suffering under the yoke of the Covid-19 crisis.

All the assumptions I made a year ago as to what the impact of Covid-19 on general aviation would be, were wrong. I fondly hoped that the charter industry may escape relatively unscathed as, on the one hand, the incoming tourism demand would be radically decreased but on the other hand, those who can afford it will move from the high risk of sharing space on airliners to chartering smaller aircraft. But people just stopped travelling and IATA reckons the ‘new normal’ will take five years just to get to where the industry was pre-Covid-19. A second wave arrived, with possibly a third to follow, and vaccines are yet to get us close to herd immunity. The South African government has failed particularly egregiously in this regard. And so people are just not travelling. The hard truth is that inbound tourism may take years to recover.

Typical of current conditions is that the United Kingdom is vigorously enforcing huge £5,000 pound fines for unnecessary travel.

Pre-Covid the world economy was heading into a cyclical downturn and the pandemic forced many airlines to shrink dramatically – but thankfully very few have closed completely. A massive decline in the airline industry will obviously have huge implications for the training industry.

Previously pilots as young as 23 years old were able to get into well-paying airline jobs. The devastation of the airline industry will cause a glut of pilots for the next couple of years.

LET US NOT LOSE SIGHT OF THE RESILIENCE OF GENERAL AVIATION

What we also know is that the long-term damage on the broader aviation industry will be profound. It is safe to say that the airline industry will never be the same again.

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April 2021

The bubble of continuous growth has burst and all the projections for the pending massive pilot shortage have gone out the window.

It is now estimated that by 2025, when – or if – global travel returns to 2019 levels, there will be a worldwide shortfall of at least 34,000 commercial pilots — almost 10% of the total workforce.

That gap, which will begin to be felt as early as next year, is based on a modest recovery scenario. If we were to see a more rapid recovery, that shortage could reach 50,000.

So let us not lose sight of the resilience of general aviation. I am reminded of how the squeeze on fuel prices and affordability 40 years ago all but destroyed the market for new general aviation aircraft. Yet the passion for aviation continued to burn. People turned to homebuilding and there was a massive new industry of aircraft being built from plans – on the promise of unbelievable performance.

It is the unquenchable flame that is the romance of flying which will carry us through this crisis.

j

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Carpe secundum.

The new 911 GT3. Time is precious.

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COLUMNISTS SA FLYER

16 Guy Leitch - ATTITUDE FOR ALTITUDE 24 George Tonking - HELI OPS 30 Peter Garrison - NOW, WHITEHEAD 36 Jim Davis - PLANE TALK 42 Johan Walden - A SLIM LOGBOOK 50 Jim Davis - ACCIDENT REPORT 62 Ray Watts - REGISTER REVIEW

FLIGHTCOM

12 16

HELICOPTER REVIEW

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April 2021

Bush Pilot - HUGH PRYOR Airlines - MIKE GOUGH

FC 06

Edition 303

CONTENTS

LOSS OF LICENCE...

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April 2021

Edition 303

CONTENTS FEATURES SA FLYER

22 Gadget of the Month 58 MINI FEATURE - Mark Holliday 71 Helicopter Review

FLIGHTCOM

06 Airlink 20 Obituaries 24 Face to Face - Ethiopian Airlines CEO Pt2 28 Airports - Fisantekraal 32 Defence - Darren Olivier

REGULARS 14

Opening Shot

65 Bona Bona Register Review 66 SV Aviation Fuel Table 68 Aviation Direct Events Calender

FLIGHTCOM

23 Starlite Flight School Listing 31 Atlas Oils Charter Directory 37 AME Directory 38 AEP AMO Listing 40 Aviation Directory 10

April 2021

BUMPPPFFF: LOC-I = Loss of Control - Inflight.

Even birds do it

Bush repairs may be a bit draggy

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April 2021

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OPENING SHOT

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n keeping with the helicopter theme of this issue, this month’s Opening

Shot is the striking and technically brilliant shot of an SAAF Oryx helicopter by SAAF photographer Warrant Officer Christo Crous.

Christo used his trusty Nikon 3DX with a 550mm lens to capture this Oryx against its own dust cloud. Remarkably he managed to get a crisply sharp result at just 80th second with an ISO of 400, at f14 for great depth of field.

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April 2021

Send your submissions to guy@saflyermag.co.za

April 2021

15

ATTITUDE FOR ALTITUDE: GUY LEITCH

This month I am taking a break from carping over the current storm of events conspiring to grind us down and looking through the clouds to the day that the industry is once again in full flight.

A RECENT SPATE OF SPECTACULAR JET engine failures reminds us that the development of aircraft has not been so much about aerodynamic advances, but rather, it has been driven by engine development. And the biggest and most fascinating battle amongst the airline manufacturers is not between Airbus and Boeing, but for the next generation of airline engines.

As I write this Rolls Royce has officially started building the world’s largest aeroengine, the UltraFan, which it says will redefine sustainable air travel for decades to come. The UltraFan will have the world’s largest fan diameter of 140 inches – a London tube train could run through a circle the size of the engine’s fan case. The gearbox can handle more than 50 MW – enough to power 500 cars. Rolls says the engine is the basis for a potential new family of UltraFan engines able to power both narrowbody and widebody aircraft and deliver a 25% fuel efficiency improvement compared with the first generation Trent engine.

PW1100G geared turbofan against CFM’s Leap1A & B engine. These new generation engines claim a more modest 17% increase in fuel efficiency over the previous generation engines.

This is not a new battle. The ongoing invention of lighter and more powerful engines has been the driving force behind aircraft development in the twentieth century. The crude boxkite aircraft of World War I progressed rapidly as rotary engines gave way to more powerful radials and liquid-cooled V-engines. The ultimate fighter of World War I was the SE-5a which was built around the liquid cooled 150hp V8 Hispano-Suiza engine.

what the nex t generation engine will be

Meanwhile the key battle is for the powering of the narrowbodies. The battle to power the Airbus A320 NEO and 737 MAX pits Pratt & Whitney’s

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April 2021

Not much development happened between the wars except that the liquid cooled V8 evolved into the Merlin V12. But as the war progressed, radials proved more powerful, simpler and less vulnerable to battle damage than the beautiful Merlin derivatives, which peaked with the Griffon at 2000 horsepower. The ultimate World War II fighters such as the Sea Fury and Bearcat were powered by 2500 hp radials like the Bristol Centaurus or Pratt & Whitney R-2800. The Germans likewise progressed from the liquid cooled Daimler to the radial BMW engine in their FW-190.

The recent spectacular failure of a PW 4000 Boeing 777 engine

And then the jet engine happened, and instantly the straight-winged piston aircraft such as the Bearcat or B-29 were obsolete, being replaced by graceful jets such as the Sabre and Boeing B47 Stratojet bomber.

Passenger airliners followed the military’s swift progress from piston to jet. After the false start of the Comet 1, the Boeing 707 has set the dominant shape for airliners for sixty five years, since the prototype first flew in 1954. To the untrained eye there is minimal difference between a Boing 707 and an Airbus A340.

being the Boeing 787 and Airbus A350. Thanks again to an evolution in engine technology, mainly associated with new heat resistant materials, they are around 20% more efficient per seat than the third generation. Yet the basic airframes are still almost unchanged from when they were launched, hence the A320 NEO and 737 MAX. Now the technology for the fifth generation airliner has appeared. And it’s here that things get really interesting.

Two clearly separate schools of thought have developed as to what the next generation engine will be like. The battle to own the future amongst engine makers is no longer about who has the biggest fans or highest by-pass ratios, but has reduced to two divergent basic philosophies of how to make more efficient engines. The Rolls Ultrafan either cleverly uses the best of both techniques, or is going to fall between the two stools and kill the company.

per formance and cost guarante es the engine mak e r s c o mmi tt e d t o years ago

Again it is the engines that make all the difference.

The slim JT-3 turbojets gave way to early turbofans, such as those on the Boeing 747-200, which was second generation. These were then replaced by high bypass turbofans with massive ducted fans as seen on the Boeing 777 as third generation.

The fourth generation airliners are now here,

April 2021

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More heat: General Electric and Snecma, the partners in the CFM International joint venture, have placed their bets on building hotter burning combustion chambers using advanced carbonfibre and ceramic-matrix composites.

over time to continue driving down fuel burn.

Pratt’s President David Hess said that there is no way CFM can achieve the advantages in fuel burn and maintenance cost it is claiming “unless they defy the laws of physics.”

Less heat: Pratt and Whitney focussed on the mechanics of driving the fan by building a gearbox to enable the engine to run cooler, with fewer parts and more conservative technology.

Both CFM and Pratt have achieved a fuel burn reduction of at least 15% from the engines now powering the A320. CFM says 50% of the Leap1A’s fuel savings come from improved propulsive efficiency, with increased fan size and bypass ratio, and 50% from improved thermal efficiency, including higher temperatures.

So far Pratt seems to be ahead with four engine derivatives already certificated. CFM has responded by claiming its Leap-1A has up to 3% lower specific fuel consumption (SFC) than the PW1100G. CFM’s claims are based on results from the latest tests of its key technologies in the Leap-1. These include 3-D woven composite fan blades, compressor variable bleed valves, and an uncooled ceramic matrix composite (CMC) turbine shroud.

Pratt was quick to dismiss CFM’s claims, but was stung into defending the technology in its engine and detailing its plans to introduce new advances

Surprisingly, Pratt says only a third of the PW1100G’s fuel savings come from the gearbox, which enables a larger, slower-turning fan to be driven by a faster, more efficient low-pressure (LP) turbine. “The other two thirds is from the rest of the engine,” says Bob Saia, vice president next-generation engine family. “Everyone thinks it’s only the gear, but the GTF family also has a new core with an ‘industry-best’ overall pressure ratio (OPR) of almost 50:1.

Engines and their failures are now the key technology drivers for next-gen airliners

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April 2021

through higher gearbox ratios to increase the bypass ratio, cores with OPRs beyond 60, active combustor control, and new materials and cooling schemes in the turbine. The road map is aimed at averaging a 1% per year reduction in SFC for new applications and capturing half of that improvement for re-insertion into existing engines. Notably absent from Pratt’s road map are the ceramicmatrix composites which CFM is introducing.

Rolls Royce's Ultrafan is the biggest ever and will make or break Rolls

A faster LP turbine speed also helps when it comes to temperatures, which drives component and maintenance costs. The PW1100G runs hotter than current A320 engines, but “significantly cooler” than the Leap-1A, says Saia. “You can either move more air slower or add more temperature, and it’s cheaper to make power with air than temperature,” he says. “We are not running exotic gas-path temperatures; we use the fundamental physics of speed.”

These differences may seem academic when both rivals promise similar fuel savings on the same platform. The airlines’ demand determines engine prices and maintenance-cost agreements ensure the manufacturers carry the risks of their technology choices. But they could become more significant as Pratt looks to expand its GTF applications to large commercial aircraft. On paper at least, the conservative temperatures and technologies in the PW1100G give Pratt plenty of room to grow.

Pratt’s Hess says his company has a technology road map to achieve 20-30% fuel savings over today’s engines by the mid-2020s. The plan covers the complete engine from advanced aerodynamics and lightweight rotors for the fan,

Although they are behind Pratt, CFM’s high-tech approach using CMC blades is rapidly gathering momentum for the move to widebody engines. The Ultrafan’s competitor is Pratt’s huge GE9X which is already in the final stages of testing. Firmly established in the 15,000-33,000-lb thrust range for single-aisle aircraft, Pratt is now eyeing the 70,000-100,000-lb thrust requirements for the twin-aisle market dominated by GE and RollsRoyce.

The battle has not been easy. Pratt battled to overcome a condition known as ‘rotor bow’ which impacts virtually all gas turbines to some degree and, in the case of the PW1100G, led Pratt to impose a more conservative start time to ensure the blade tips of the compressor rotors do not rub against the walls on start up.

This set back Airbus A320 NEO delivery by months and angered early operators.

The battle is long running. Boeing and Airbus and the airlines who will fly the engines are demanding ever-greater reliability at entry into service, forcing engine manufacturers to select technologies earlier and spend more time and money maturing them, even before beginning development of a specific engine.

The bets each company placed on philosophies and advanced material technologies a decade or more ago are now face the ultimate test: that of the airlines who demand that the engines live up to the performance, maintenance and operating cost guarantees that the engine makers committed to years ago. So far all three are struggling to mature their new engines.

j

guy@saflyermag.co.za April 2021

19

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April 2021

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April 2021

21

GADGET OF THE MONTH

A FOLDING E-BIKE

BIKE BUILDER MONTAGUE reckons its new M-E1 performance step through e-bike is so revolutionary that every GA pilot will want to pack one in the baggage compartment of their plane.

The M-E1 comes equipped with a 250W Shimano STEPS E6100 mid-drive motor which means riders can tackle trails and hills with ease—or keep up with the traffic into town from the airport.

A 36V/418Wh lithium battery pack provides up to 80 kilometres on a single charge. “The system is paired with a Shimano Deore drivetrain and an SR Suntour NEX suspension fork for a smooth ride over the rough or nonexistent roads around remote airstrips. The custom drawn aluminium step-through frame features a rack for your flight bag.

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April 2021

Montague says, “The patent-pending frame design makes folding and transporting the bike quick and effortless. The weight of the bike is supported by the double-leg kickstand during folding, so riders don’t need to lift or support the bike in any way. Once folded, the bike can be rolled for transport by holding the handlebar and simply tilting the bike onto the wheels. The fold-and-roll design makes the M-E1 the most portable e-bike on the market, and for even more compact storage, the handlebars fold with an additional quick release, creating a 1m x 1m by 33cm package.”

For now available only in the USA and from Amazon, the M-E1 retails for $3,599.

j

The lightweight and compact folding M-E1 can travel up to 80 km on a single charge

NEWS

S L I NG A I R CR A F T T O A L S O B UI L D B I CYCL E S

The Sling Aircraft Factory's titanium Tagati bicycle

THE WRIGHT BROTHERS moved from building bikes to building planes. The Sling Aircraft Company is going the other way – from building planes to now also building bicycles.

It was agreed that, providing it doesn’t interfere with aircraft manufacturing activities, Sling Aircraft would use its established infrastructure to add a cycling product – the Sling Cycles Tagati.

Under the leadership of avid cyclist and extreme sportsman James Pitman, Sling Aircraft has announced a prototype high end titanium bicycle – the Tagati. The typical fully assembled weight is just 10.4 kg. Almost all manufacturing work is performed by the factory itself, the business employs many experienced metal workers and a comprehensive quality system is in place.

Aircraft and bicycles seem to belong together - not least because pilots typically require transport on the other end of any flight.

j

April 2021

23

HELICOPTER OPS: GEORGE TONKING

SPEAKING OF SQUIRRELS Some years ago, while on a holiday trip to Madagascar, I experienced the challenges of being in a country with little or no road infrastructure – especially outside the cities – and as a result, the important role helicopters can play.

Madagascar - refuelling off-airport

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April 2021

THE 650KM ROAD TRIP from the island’s capital Antananarivo to the famous Avenue of Baobabs on the west coast took us two days by car – on tar roads! And let me not mention the dirt roads, which become quagmires in the rainy season!

While in Antananarivo, I was introduced to Craig Pearson, a South African expatriate who works in Madagascar as base manager for a faith-based humanitarian organisation called Helimission.

As I chatted to Craig, I began to realise just how vast and inaccessible Madagascar is. Around half the size of South Africa, the “red island” is close to 1,600km long and 570km across at its widest point. With its endless rolling hills, natural forest and wetlands, much of the country is inaccessible by road.

In 2010, Madagascar had approximately 7,600km of tarred roads. In contrast, South Africa has over 158,000km. As a result, the helicopter is the most efficient way to provide development and humanitarian aid to countless remote communities across the island.

myself, I have grown to enjoy the type and seen much of its potential fulfilled, and I loved hearing about Helimission’s particular experiences with the machine.

Like many military and civilian operators, they chose the Squirrel primarily for its practicality.

Let’s see why.

The Airbus AS350, formerly known as the Aérospatiale Écureuil, was one of the successes of René Mouille, who had produced such great helicopters as the Alouette, Super Frelon and Puma families at SUD Aviation. This later became part of the French government conglomerate, Aérospatiale. Mouille then drew on his design team’s experience with military helicopters, including Aérospatiale’s Gazelle, to produce a modern helicopter that could win commercial sales.

a handf ul of helicopters in Ma d a g a s c a r

Based in Madagascar since 1994, Helimission currently operates two Airbus AS350BA Écureuil (Squirrel in French) helicopters. When it comes to off-field operations, these guys are extremely well organised. In addition to the airport in the capital, there are 11 other airports in the country where it is possible to get Jet-A1 for their helicopters. They have also created numerous private fuel depots that enable them to operate pretty much across the whole island.

Overall, there is only a handful of helicopters in Madagascar, but not a single official rescue or HEMS helicopter. This is a role Helimission now undertakes when they can. Free of charge.

The two Airbus AS350BA helicopters have proven themselves in Madagascar in the twentyseven years that Helimission has been active there. Having flown the Squirrel extensively

At the heart of the new design was a revolutionary epicyclic main gearbox and the Starflex rotor head. The Starflex was radical as it was the world’s first composite semi-rigid rotor hub, relying on the composite material and elastomeric bearings to absorb rotor lead-lag and flex, making the rotor head far simpler than its fully-articulated predecessor. The Squirrel remains in production more than forty years after its first flight, in no less than three continents. It’s fair to say that it is a success.

The AS350 series of helicopters remain relevant today because they were purpose-designed to be the world’s most configurable helicopter platform. From the flat floor cockpit to the sliding doors, it remains a versatile machine that can be ordered from the factory to fit the customer’s exacting specifications. The Squirrel has been so good that the manufacturer developed a twinengine version, the AS355 Écureuil 2, to operate in the light twin market. And in my opinion, no competitor has come close to it. Due to the Squirrel’s popularity, many certified aftermarket parts manufacturers such as Dart Aerospace also have extensive ranges of enhancement April 2021

25

Landing in remote areas is a messy business

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April 2021

parts available, further widening the aircraft’s usefulness.

When first flown, the AS350 used the Lycoming LTS 101 powerplant. This proved successful and spawned the AStar in the USA, which is produced to this day. Later that year, Turbomeca, the venerable engine manufacturer from the Snecma Group, produced the Arriel series engine, specifically for the Squirrel. That engine itself became legendary for performance and serviceability. It still powers the latest Airbus H125 (formerly called the AS350 B3e) Squirrels four decades later, although having gained about 500 extra horsepower since it was first developed!

change came in 1985 with development of the AS350BA. This was a factory modification, mating the AS355 Twin Squirrel’s wider chord rotor system onto the single engine AS350B, thus increasing the useful altitude performance significantly. Although not a cheap modification, Airbus Helicopters allows standard “B” models to be upgraded away from factory with a factory kit. And that’s why they were chosen by Helimission.

In South Africa, we can take helicopters and their usefulness in search and rescue, emergency medical situations, transport, police work, charters and military applications for granted. Madagascar, though, is another story.

Without helicopters, much of the humanitarian, faith-based and medical work currently being undertaken would be practically impossible.

Helicopters were made for the undulating hills and low-land rice paddies of Madagascar. And chief amongst them is the Squirrel.

a “ h o t & h i g h” helicopter

The Squirrel was designed from the outset to be a “hot & high” helicopter, meaning that it has the capability to fly in the most extreme environments that Africa can throw at it.

Along with many smaller upgrades, the major

j

Battened down against an approaching storm 27 April 2021

SA Flyer 2021|04

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NOW, WHITEHEAD - PETER GARRISON

NOW,

WHI T EHE A D History is written by the victors, they say. They also say that the saddest words of tongue or pen are, “It might have been!” And so, in view of the manifest sadness of history, let us pause to pay heed to what was not, and to give some honour to the vanquished.

AMERICANS’ NATIONAL LOVE AFFAIR with the Wright brothers blinds them to competing claims of priority. From time to time, however, another would-be first-flyer clambers into view. The most recent to do so was Gustave Whitehead, a Connecticut experimenter who is said to have made a powered, controlled flight in 1901, two years before the Wrights’ 852-foot hop at Kitty Hawk.

In a certain sense, who was first means little.

So many claimants emerge, all around the turn of the 20th century, that it’s obvious that the aeroplane was an invention whose time had come. All the necessary components had been put into place by a parade of thinkers and experimenters stretching back a hundred years.

Some of these early theorists, largely obscure today, were quite remarkable. It’s difficult for us today to empty our minds of everything we know about flight and to appreciate the perspicacity of Sir George Cayley, a British peer of extraordinary intellectual and practical abilities, who figured out, prior to 1800, most of what is taught today in ground school about stability, control, and the four forces acting upon an aeroplane in flight.

P R OP UL S I ON A ND L I F T S HOUL D B E S EPA R AT ED

Not that Whitehead, who died in 1927, has returned to speak for himself; instead, the editor of Jane’s All the World’s Aircraft, Paul Jackson, in the preface to the 2013 edition, awarded to Whitehead the honour of having made the first powered heavier-than-air flight. This claim has been made on Whitehead’s behalf before, and has always been controversial; what was noteworthy in 2013 was that it appeared in the prestigious Jane’s. It was like the normally Olympian New England Journal of Medicine’s recent descent to earth to condemn Donald Trump.

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I am in awe of minds that cut through superficial appearances and received ideas to arrive at the simple essences of things. It was Cayley who realised – a leap that escaped even the

The Langley Aerodrome could have beaten the Wrights

prodigious Leonardo – that a practical aeroplane would be something other than a mechanical bird, and, in particular, that the functions of propulsion and lift should be separated. Cayley is credited with the construction, in 1854, of the first manned glider to fly. Supposedly Cayley’s coachman, whom he dragooned into service as its pilot, was so traumatised by the experience that he gave his employer notice upon alighting – an amusing anecdote for which there is, as far as I know, no evidence.

In 1871 a French experimenter, Alphonse Pénaud, created what we know today as the rubber-band-powered model aeroplane. The configuration of Pénaud’s Planophore – that Gallic neologism, thank heaven, did not find its way into English aeronautical usage – was modern in every respect, including the subtle but important use of what was once

called “longitudinal dihedral” and is now called decalage: the setting of the horizontal stabilizer at a slightly negative angle of incidence with respect to the wing.

By the end of the 19th century Otto Lilienthal was routinely making flights on a hill outside Berlin in what we would now call weightshift hang gliders. Lilienthal was a scientific thinker whose classic book, Bird Flight as the Basis of Aeronautics, displays a methodical analytical intelligence similar to that of the Wrights. Unlike his predecessors, Lilienthal became world famous; no one interested in the problem of flight at the time was ignorant of his achievements.

At the turn of the 20th century controlled heavier-than-air flight was manifestly possible.

The missing element had been a sufficiently light and powerful engine; but now that, too, April 2021

31

was available, and the technology of what would soon become aeroplanes was sufficiently familiar for various experimenters, including the Wrights and Gustave Whitehead, to build their own.

According to a 1901 report in a local newspaper, Whitehead, a Bavarian immigrant born Weisskopf, had built an aeroplane with two engines, one driving the wheels on the ground and the other driving two propellers in flight. In this machine, whose wings could be folded, he one day drove through the predawn streets of Fairfield, Connecticut to a suburban field and there flew half a mile, making some modest turns before landing gently. There are subsequent claims of even longer flights, but no photographic record survives, nor was any attempt apparently made to credibly witness and document the momentous realisation of mankind’s millennia-old dream.

machine must still have been fairly heavy.

I don’t know how powerful his homemade engines may have been, nor how, or whether, he measured their output. Nor do I understand how he connected his flight engine to the two propellers, whose speed he claimed to be able to vary independently to steer the craft. On balance, I find the description of the 1901 flight unpersuasive; it all unfolds too smoothly, too perfectly. Of course, this untroubled surface may be the fault of the reporter, not Whitehead himself.

But a series of subsequent misfortunes seems contrived to explain away the lack of indisputable evidence. Photographs of Whitehead’s craft in flight were supposedly “spoiled” because the weather was cloudy and rainy; but would an aeroplane with cloth wings have been taken out to fly in rainy weather? And if it flew so effortlessly once, would it not fly another time when conditions were more suitable for photography?

T HE WR I GHT F LY ER WA S UNS TA B L E

If every past event reported by witnesses were real, the world would be a more magical place than it is. Historians have naturally questioned whether Whitehead’s curiously trouble-free flight really took place. Some of his contemporaries later said that he did fly, others said that he didn’t. Jane’s reopened the question by voting in Whitehead’s favour. The evidence is hardly conclusive, and modern recreations of Whitehead’s machine have not duplicated his alleged flights.

Whitehead’s wing resembled Lilienthal’s and Cayley’s: semi-circular in planform, clothcovered, it relied on slender bamboo battens, braced by wires, to maintain a cambered shape.

Beneath the wing was a boat-like fuselage, very similar to that of Cayley’s glider. Although early experimenters appreciated the importance of light weight and knew how to achieve it, with two engines and a pilot aboard, Whitehead’s

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Later, a powerful V-8 engine built by Whitehead was being tested in a boat, for some reason, and ended up at the bottom of Long Island Sound. The Fates seem to have conspired to annihilate the evidence of Whitehead’s genius.

A certain amount of local boosterism sustains rival claims of being, in the words of North Carolina license plates, “first in flight.”

Those of Whitehead tend to be supported

by Connecticutters and by the burghers of Leutershausen. France, en revanche, backs Clément Ader, an impressive autodidact inventor who supposedly made a short hop in a batlike steam-powered contraption in 1890.

In the absence of conclusive evidence – the Wrights’ spectacular and elegant photographs are pretty conclusive – early claims of powered flight must be judged in terms of their technical

Gustav Whitehead's claim to be the first is unlikely

plausibility. By that standard, Ader’s Éole (named after Aeolus, the Greek god of winds) does not qualify. A cambered flying wing without trailing-edge reflex or a stabilising tail surface just won’t work. But when science does not serve one’s argument, semantics may. Partisans of Ader downplay questions of controllability and stability – the Wright Flyer was unstable too – and emphasise the claim that Ader’s craft got airborne under its own power, whereas the Flyer had to be launched from a rail by an external catapult.

Verbal quibbles have always bedevilled efforts to define “powered flight”. It seems that a flight must be both “sustained” and “controllable” to qualify, but even those words admit of broad interpretation. Unless flight is sustained for quite a long time, it is impossible to know how controllable it is. As for getting airborne with external aid or taking off under one’s own power – that is a distinction that seems to have been created expressly to take the palm from the Wrights and award it to either Ader or SantosDumont, the Brazilian-born Parisian dandy

whose kitelike 14bis of 1906 actually was, if we discount the Whitehead claims, the first aeroplane to take off on wheels under its own power.

Although the lively rivalry between the Wrights and Samuel Langley, then head of the Smithsonian Institution, ended in August 1903, when Langley’s big tandem-wing ‘Aerodrome’ suffered a structural failure and fell ignominiously into the Potomac, it is probable that but for that misfortune Langley’s machine would have flown first. A smaller – but still pretty big – unmanned version had made long flights, and the Aerodrome had an excellent radial engine with a power-to-weight ratio far ahead of its time. Langley is cast in popular memory as the stuffed-shirt city slicker who got a deserved comeuppance from the country-mouse Wrights, but this is not really fair. But for a single weak link, it might be Langley, not the Wrights, who finds himself challenged today by those pesky Whiteheads and Aders.

Ah, what might have been!

j

April 2021

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PLANE TALK - JIM DAVIS

EARLY DAYS ON THE

GARDEN ROUTE I was 26 when I opened my first flying school in George. Then I moved around the garden route a bit before starting 43 Air School.

Then uni, then Oz and finally, three years ago I moved back to the area. Now, I keep coming across people who remind me of those days.

26 SEEMED A GOOD AGE TO SETTLE DOWN and be a proper person. I had been living out of my nav-bag for a couple of years and trailing a wife and infant from one country flying club to the next.

I bought Mike van Ginkel’s abandoned flying school in George. The school came with a training license, which although not a requirement at the time, I thought added some dignity to the establishment. It also gave me the right to lease a brick building which was little bigger than a two seater horse box. It had started life as an ablution block on the original RAF war-time base.

claimed it was a forgery, so I would cough up again. No matter, Mike was exceptionally good company, an excellent drinking companion, and probably the best instructor I have ever met.

The George airfield, with its grass runways, had been the home of the RAF’s Empire Training Scheme’s 61 Air School, which used Ansons for coastal recce flights and for training navigators. I think not always with great success – the Outiniqua mountain range is not short of dead Ansons that met their maker either at night or in cloud.

t he Outiniqua mount ains ar e not s hor t of dead Ans ons

But its main attraction was the price. Mike wanted R20 for it, but I am not one to back away from a bit of horse trading, and I eventually beat him down to R10. It’s true I tell you. For years after that, every time I saw him, he would insist that I had never actually paid him. I took to carrying his receipt around in my wallet, but he

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April 2021

Anyhow, I put up a handpainted sign over the door of my shack. I didn’t want to confine my customers to student pilots – after all I might do charter flights, or aerial photography, or crop-spraying – who knows what the future might hold? I could also foresee that my empire might even expand as far as Riversdale or Oudtshoorn. So, to allow for this contingency I proudly called myself “Cape Flying Services”.

April 2021

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And to afford even greater status to the operation, Old Piet had promised me a commission on aircraft sales. To this end, he had given me a proper metal sign proclaiming to the world that I was a Piper agent. I proudly mounted this on the wall beside the door.

We all stood looking at each other for a bit.

Three things were becoming clear. First, future communications would not be easy. Second, I was on the verge of losing some much-needed business. And third, they seemed like thoroughly decent citizens.

Fortunately, the 60s and 70s were a wonderful time for aviation. I can’t claim that I was swamped with business from day one – but it brought in enough to put food on the table, pay the rent, buy fuel, and send Piet his monthly R272 instalment for the aircraft. I was charging R10 per hour for flying training.

Using sign-language and pidgin English I was able to determine that they wanted me to teach them to fly, but they considered the language barrier an insurmountable obstacle. In my haste to prevent them from disappearing with their wallets, I was struck by a brainwave.

ENGLISH LESSONS My first customers were a Laurel and Hardy duo – Willie Steyn and Andries van Tonder.

Willie was a solidly built specimen with arms like dockside bollards, while Dries was an underfed stick insect. They were both local farmers.

The pair approached across the concrete one morning.

Willie, being the larger, nominated himself as spokesman for the caucus, and addressed me in Afrikaans. After the initial polite “Goeie more, oom…” Good morning uncle... I struggled to follow the monologue, so when Willie paused for breath I inserted my well-practiced phrase, “Ek kan nie goed Afrikaans praat nie, maar ek prober om dit te leer.” [I can’t good Afrikaans speak not, but I’m trying to learn it.]

“Okay, guys, I’ll tell you what we’ll do... I will charge you each R10 per hour for English lessons, and you get your flying for free.”

They were at first amazed, and then delighted with this elegant solution. There was much laughter, hand shaking and back slapping. And so I had my first proper customers – and what a wonderful pair of human beings they turned out to be.

It was huge fun training them – they both had that feel for machinery that’s so common amongst farmers – except they are inclined to pull the throttle back for more power – which is what you do on a tractor. Their English improved dramatically and Willie turned out to be an extremely funny bastard – particularly at parties once he had got himself outside a couple of Castles.

After getting their PPLs, they both bought their own aircraft. Fat Willie bought a Tripacer and later disappeared to Otjiwarongo where he started a butchery. And Dries bought a 140 Cherokee. He later became a tiewearing, BMW-driving estate agent in George.

t hat f e el f or machine r y t hat ’s s o common amongs t far me r s They looked at each other in horror, and then said, simultaneously and with feeling, “O gats!”

[Oh arseholes!]

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April 2021

A GREEN AEROPLANE

My next customer was something completely different. I think I may have told you this story before, but it’s worth repeating. I was in my little office when I found myself confronted by a Boris Johnson doppelgänger who was perhaps 40. His name

The wonderful Mike van Ginkel - one of the best instructors Jim ever met - who sold his flying school to Jim for R10.00

was Jeff Towill and he had that bumbling, vaguely out-of-touch manner that some very bright people use to hide their sharp intellect. His Johnson hair matched his floppy appearance.

He looked as though he lived in a haystack.

He introduced the subject of his visit, in a shambling round-about way as if he were embarrassed to mention his humble request.

“Excuse me, but you see, I was wondering if you are actually the sort of flying instructing person around here?”

I confirmed that I was indeed such a person, and asked if I could help him in any way.

teach me to f l y a gr e e n ae r oplane

“Well, I just thought that maybe you might perhaps be able to teach me to fly a green aeroplane.”

I assured him that green aeroplanes were indeed within the scope of my abilities. And my

license allowed for such a contingency – I could instruct on aeroplanes of any colour up to 6500 pounds. Perhaps he could be more specific.

He backed out of the narrow door and invited me to look where he was pointing. There stood a fairly tatty Luscombe Silvaire. I explained that I had never flown a Silvaire, so I would need to take it round the block and get used to its handling before I started to train him.

“Well you see, it’s kind of like this, you see – I can sort of fly it but I think I should get a licence.”

It turned out that he had just flown the aircraft in from his home in Beaufort West. It seems that the person who had sold him the Luscombe had thrown in some illegal instruction as part of the deal. Illegal in that he was not an instructor and had only just got his own PPL. Which reminds me of a wonderful story that Zingi told me shortly before I left Placo. Don’t worry I will get back to Jeff in a moment.

The story is that two farmers had pitched up at DCA, as it was then called, with their logbooks and requested that they both be issued with PPLs. The older brother had logged 41 hours April 2021

39

Jim's first wife Christine and infant Vincent. Outeniqua mountains in the background and his little office half hidden behind the nose of his 140 Cherokee, ZS-EKE

while the younger one’s logbook reflected exactly the same flights but showed a total of precisely 40 hours.

The young lady at the counter detected the scent of a rodent. She put the brothers on standby while she took the logbooks to Jacques Germishuys, who was the boss of the twentyman operation. Jacques glanced through the books and asked the lady to invite the applicants through to his office for a chat.

They were nice guys and both had survived this unconventional training, so Jacques used his discretion and went for the practical solution.

Both received five hours dual, wrote the exams, were tested by a DCA inspector and then issued with their licenses.

I suspect that today they would receive hefty fines and become guests of the government.

It turns out that they couldn’t see anything wrong with their training. The older brother had hired an instructor to give him his first lesson on the yellow Piper Cub they had bought.

The next day the older brother gave the same lesson to the younger one.

They followed this procedure throughout their entire training. The instructor taught Koos, and Koos taught Frikkie.

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April 2021

ZS- BWH was Jeff’s green Luscombe

Anyhow this brings me back to the Boris Johnson lookalike. It turned out to be the beginning of a lifetime friendship. Jeff was an extremely bright and very funny man. I later did his Com and Instructor training, and then he started a small crop-spraying company in the hangar facing mine.

He also did a bit of instruction in a 150 Cessna – so he was technically my opposition, but it turned out fine because Jeff had no patience with students. He considered volume to be the key to good training. I would watch him preflighting the aircraft with a student. Suddenly there would be a thunderous bellow, “Well what’s the bloody thing called?”

“Um urr…”

“IT’S A FRICKING OLEO. What is it?”

“It’s an oleo, sir.”

“I CAN’T HEAR YOU. What is it?”

“An oleo…”

“I STILL CAN’T HEAR YOU.” This method of instructing might indeed get the odd point across in a memorable way; but Jeff’s pupes tended to migrate over to the more peaceful environment of my little school.

Eventually he gave up instructing and devoted his efforts to crop spraying – an operation more suited to his human relation skills.

Many Southern Cape flyers will remember Jeff Towill, and his wife, Ethny. I have a lovely story about them but it will have to keep till next month. j

Jim Davis with his daughter Margie and ZS-EKE - fifty years after he started a flying school with that one Cherokee 140

April 2021

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A SLIM LOGBOOK - JOHAN WALDEN

T HE HA NG A R R AT V OYA GE (PART 2)

In case you missed it, Part 1 was the first leg of a 1600nm trip my buddy Sean and I were doing around the country to build experience in the art of going from A to B in a very noisy and fun (and slightly expensive!) way.

SEAN AND I WERE ENTERING the dusty expanse of the Karoo enroute to Beaufort West, right where we left off in last month’s story. Our second attempt to leave Morningstar Airfield 45 minutes earlier was going much better than yesterday’s when the weather sent us running for home with our tails between our legs. The Jabiru 430’s engine was purring and we had beautifully clear skies.

A FOILED ATTEMPT The furthest point of our trip was to be Pretoria’s Wonderboom Airport– by far the furthest either of us had flown, and certainly the busiest.

On the chart, Johannesburg’s airspace looked like a giant spider’s web containing a seemingly impenetrable maze of corridors and routes beneath the TMA where all the big boys flew. But after yesterday’s foiled attempt to get underway, our ‘Jabbi’ just wasn’t going to make it all the way there before the weather closed in. We’d lost a big slice of the trip, but I couldn’t help feeling waves of relief. Today we would go as far as Bloemfontein. Then tomorrow we’d fly westwards to Kimberley, Upington, and

I R E A L I S ED WE WER E GOI NG I NT O T HE S P I DER ’ S WEB

This was our crack at getting out of the “cabbage patch”, as my instructor put it, and going further than just the usual breakfast run destinations on repeat. If hour building for a CPL, one might as well make it interesting and actually learn something.

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April 2021

The planned route

Springbok, before coming down the West Coast to Morningstar.

A few hours after a refuelling stop in Beaufort West, we finally spotted Bloem on the horizon. The bumps and jerks over the past three hours had jiggled our guts, and we were glad to set the wheels down for the last time today.

But the day wasn’t quite over as that evening we got a call from our instructor who’d been keeping tabs on the weather for us, and he had some news. The forecast for Pretoria

looked much better than it had yesterday, so if we aimed to get there tomorrow morning, refuel, and then fly down to Kimberley well south of the afternoon thunderstorms, we might just pull it off.

Two hands twisted my stomach as I realised we were going into the spider’s web after all.

GET OUT OF JAIL FREE Next morning, trying to put a brave face on it, I preflighted the aircraft and started faffing

around with my papers while Sean (who did not look nervous) dialled up the ATIS: Broken cloud at 1500ft…

“Zone IMC” – no VFR traffic allowed. The cloud base must’ve been 1499ft because nothing else I could see in the sky hinted at instrument conditions. I phoned the met office and they said it would be another hour or so before it lifted. This was a problem – Kimberley closed at 6pm so we needed to depart soon.

Not knowing what to do, I gave my instructor a call. He April 2021

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The spiderweb that is Joburg

suggested that as long as the clouds were the same or improving over the next 10 minutes, we ask ATC for a Special VFR departure (special permission to depart even if the weather is slightly below visual flying conditions). This hadn’t crossed either of our minds, since Special VFR was one of those things you read about in a textbook but never expect to actually use. It was brilliant.

I called ATC for start clearance and requested

Giving the Jabiru a drink in Beaufort West

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April 2021

Special VFR to Wonderboom… which they granted! So a short while later, after having waved our ‘get out of Bloem free card’, we left the CTR and headed for Joburg.

One thing the clouds did bring was more turbulence. The Jabiru was kitted out with a GPS and autopilot, which we’d made good use of yesterday. But the bumps were just too much for it to handle, so Sean and I resolved to handfly it all the way.

INTO THE SPIDER’S WEB A couple of hours later, and starting to feel green, the ‘upside-down wedding cake’ of Joburg’s airspace appeared ahead on the GPS. With so many airports dotted around, there were strict rules on where we were (and were not!) allowed to fly: A central corridor ran north to south through Joburg with Lanseria on the west, and Rand, Grand Central, Waterkloof, and others on the east.

Northbound traffic had to route at 7500ft with Southbound traffic at 7000ft. Any wrong turn would mean busting someone’s airspace and a wrap on the knuckles from ATC. So Sean remained glued to the GPS while I scanned the skies for traffic.

AT C MACHI NE GUNNED I NS T R UC T I ONS AWAY Passing Sandton City - under the TMA in the Special Rules Area

Feeling a little small as we pass the JHB CBD

HERE WE GO. We hit the side of the wedding cake from the south east and entered the Special Rules area – still uncontrolled, but now inside the corridor with the city skyline starting to rise beneath. So far it wasn’t that busy (yet), with only a few aircraft in our general area. After carefully treading through we finally made it to the northern end of the cake and contacted Wonderboom Tower for a right turn into their CTR to the east. They cleared us straight inbound on a long final for Runway 11. Suddenly “not so busy” turned into a swarm around a beehive, with three more aircraft joining the queue behind us within a minute.

Last month I talked about how Lindbergh managed to fly twice the distance we were going, with about half the instruments we had. Well, Lindbergh never had to deal with this, I thought, as ATC machine gunned instructions away.

With aircraft on our tail, we touched down and quickly swapped gears into ‘taxi mode’. Sean already had the airport chart out and

April 2021

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On the apron at Wonderboom

our expected route to the apron. But things on Ground frequency were just as busy; with this one giving way to that one, taxiing to this intersection, turning right on that one, and so on. Eventually we made it to the General Aviation area (which was massive), at which point the controller told us to continue “at pilot’s discretion”. With almost no detail on the chart, navigating the labyrinth between the hangars was mostly guesswork, until finally we spotted a bit of pavement with an assortment of random aircraft on it. So that’s where I put it.

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Although we couldn’t believe it, we’d made it: from our beloved Morningstar all the way to the chaos of Joburg without a scratch. It wasn’t easy, but with the proper planning and guidance, we could do it. So the next time you hear that little voice telling you to go further than the cabbage patch, don’t let the fear of the spider’s web hinder you. Although your instructor may not be in the right hand seat, the good ones are still there for you. More on that next month.

j

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April 2021

49

ACCIDENT REPORT: JIM DAVIS

A I R CR A F T AC CI DENT

R EP OR T

NOTE: THIS REPORT IS TO PROMOTE AVIATION SAFETY AND NOT TO ESTABLISH LEGAL LIABILITY. Unless stated otherwise all times are local (Bravo time) The CAA’s 30 page report contains a large amount of padding, repetition, poor English and incompetence.

Here’s an example of the latter: The estimated flight time was three hours, ten minutes {(0310) (at flight level 075 feet above mean sea level) (AMSL)}. So, in the interest of clarity and readability, I have had to correct and paraphrase extensively.

50

AC CI DENT R EP OR T : Aircraft Registration: ZS-SPI Date of Accident: 09 Nov 2012 Time of Accident: 8.59 pm Type of Aircraft: Cessna 172R Pilot-in-command: a 24 year old Nigerian national with a valid PPL and night rating.

Total flying: 194 hours On type: 158 hours Last Point of departure: Wonderboom (FAWB) Final place of intended landing: Wonderboom (FAWB) Accident site: On a mountain at GPS coordinates (S 24° 07 6.76 E 029° 13 7.58) at 5 940 feet AMSL. Persons on board: 1+1 Persons killed: 1+1

METEOROLOGICAL INFORMATION:

SYNOPSIS

Satellite image. The satellite image indicated overcast low-level cloud in the area. And the 21:00Z SIGWX chart forecast scattered lowlevel cloud base of 1,000ft, poor visibility and moderate low-level turbulence in the area of the accident. Observed weather Polokwane Airport 18:00Z METAR indicated overcast low-level cloud at 2000ft, good visibility and light north easterly winds. 1900Z & 2000Z AUTO METARs indicated that the dew-point depression decreased by a degree from 18:00Z to 2°C i.e. possible indication of 500ft to 1000ft cloud base drop close to the time of the accident.

At 7.58 pm the pilot and a passenger departed Wonderboom on a private VFR flight to build night hours. According to ATC, takeoff and climb out from Wonderboom appeared to be normal.

There was no further communication between the pilot and ATC.

April 2021

The aircraft did not return to Wonderboom as planned. The flight plan was direct to Warmbaths, then direct to Nylstroom, then direct to Polokwane where he would do a touch and go, and then return to Wonderboom.

The following day the aircraft was found to

The tragic remains of a student night hour building flight gone wrong

have hit a mountain 21 nautical miles south of Polokwane. The aircraft was destroyed on impact and the occupants were pronounced dead on the scene.

ADDITIONAL INFORMATION: When the aircraft departed Wonderboom the school was hosting a year-end function. The flight school indicated that a designated flight instructor had checked the pilot’s flight planning prior to departure and found it satisfactory.

The local QNH at FAPP was 1018 hpa.

However the altimeter at the accident site was set on 1013 hpa.

According to radar, the accident occurred an hour after departure at 8.59 pm. Search and Rescue was started when the pilot failed to cancel his SAR. The police and emergency medical services (EMS) were notified. The following morning at 10.15 the search mission was started by a police helicopter. However it was called off due to poor weather.

At 11.25 the search recommenced and the aircraft was found on the side of a mountain.

A farm worker told the investigators he had seen a small single engine aircraft with flashing

navigation lights routing in a south westerly direction. Then he heard a loud explosion.

ATC at Polokwane said the pilot phoned approximately 1.5 hours before departure enquiring if the runway lights would be on.

The controller confirmed the lights are on permanently. He also advised the pilot that the weather was not good. He recommended that the pilot reconsider his flight into FAPP. The pilot phoned again just before the ATC’s shift ended at 8 pm. He asked for an update of the weather at FAPP, which was still VMC but overcast at 2000 feet with visibility of 8000 metres. The next morning when the tower reopened, they received a call from FAWB tower asking if ZS-SPI was parked there. The answer was negative.

Radar images show deviations from the intended flight plan. The pilot routed directly to Polokwane from Warmbaths, instead of going via Nylstroom. It is not known if the diversion was planned prior to departure.

The aircraft completed a left hand orbit immediately prior to the accident. It then headed directly into the mountain. Prior to impact it was descending and its groundspeed varied between 120 and 150kts.

April 2021

51

The navigation log recovered from the wreckage

During on site investigation, the team could smell fuel, but it was not possible to determine the position of the fuel selector.

All the seats were still secured to their anchors inside the wreckage and both occupants seat belts snapped.

ANALYSIS: The pilot was a commercial student at an ATO and was completing training towards his Instrument rating for his Commercial Pilot’s License. He had completed seventeen hours of dual instrument simulator training prior to the accident.

His progress reports stated that he was inconsistent. His instructor said that he was eager to complete his training and return to his home country, however he was not utilising his time to prepare sufficiently for his simulator lessons.

The flight level planned for the flight was

52

April 2021

075. This would have given minimal terrain clearance. The minimum safe altitude for an IFR flight was 9000ft. So flight level 095 would have been required, but this would have placed the aircraft in cloud. As it was a VFR flight the pilot opted for flight-level 075.

The pilot’s navigation log and map were recovered at the accident site. The navigation log did not contain any en-route checkpoints and there were no tracks drawn on the map.

JIM’S COMMENTS: There is so much wrong here that it is hard to know where to start. Unfortunately this accident is representative of the low standard of training at some of the flight schools that are cashing in on the foreign student market.

Let’s try to figure out what was going on.

The fact that the student was in a hurry to finish his training and return home, patently influenced his decision to fly that night.

There is always GO pressure once you have driven out to the airfield. You don’t want to waste the drive or disappoint your pax. And the same pressure is present to continue the flight into deteriorating weather conditions.

The weather would have been marginal for a day flight. To me it was little short of criminal stupidity to fly into low cloud on a completely black night. I have checked and there was no moon that night.

During the day you can make weather related decisions enroute. At night his is often not possible – you are likely to fly into cloud before you see it. Also, updated weather reports from ATC are often not available as many airfields close for the night.

There was no flight planning. The flight log was not used and no tracks were drawn on his 1:1,000,000 chart found in the wreckage. I have just drawn his track on a WAC chart and the mountain that he hit is clearly marked with is a spot-height of 6770’. This means he had started descending from flight level 075, without knowing, or setting the QNH, before he had his destination in sight.

It’s quite spooky to be doing his flight planning for him, with lines on paper maps, nearly ten years after he and his instructor should have done it.

The student obviously intended using his phone/ GPS instead of navigating properly. I discussed this problem with my friend Wally Waldeck who owns FTC in George. He said he had to allow pupils to take their phones on all crosscountries, day or night, in case they had to divert or do precautionary landing, or any other problem.

He now plans to put their phones in a sealed envelopes before departure.

ATC adv is e d t he pilot t hat t he weat he r was not good

A night rating earned while flying around a city simply does not prepare a pilot for flying elsewhere. While instructing at Rundu one of my pupils decided that my requirements for getting a night rating were excessive so he did his night training in Johannesburg with a ‘friend’.

One evening about a week later I was called out from dinner to identify the charred bodies of himself, his wife and a friend. He had lost control of the aircraft almost immediately after takeoff on a black night.

This pilot’s diversion was unplanned and he did not inform ATC. This was very foolish because SAR teams will look for you where you are supposed to be – not where you have decided to go.

The planned route - but it was not actually flown 53 April 2021

If the report is correct, the pilot would not qualify for a night rating because all his 17 hours of instrument flying had been in a simulator. The Regs call for at least five hours IF in an aircraft.

I believe the pilot’s simulator time very likely gave him a false confidence that he could handle flying into cloud at night.

cr iminal s tupidit y to f l y into low cloud on a black night The instructor who is reported to have signed him out was possibly distracted by the company’s end-of-year function. I can’t believe that he personally checked on the weather and the flight planning, and then signed his approval for the flight to proceed. There is no written evidence that this actually happened.

Basic errors - despite being below the transition altitude the 1013 QNE was still set on the altimeter

54

April 2021

To me that the flight was also illegal because night VFR requires that the flight be flown with visual reference to identifiable objects on the surface. It was established in court, following another fatal night VFR flight, that lights on the ground do not constitute identifiable objects. At my own flying school I made a rule that there must be half a moon, or more, visible for the duration of the flight. Many other schools use the same rule. But it is not the law.

Had the pilot planned the flight properly he could have routed along the N1 highway, which would have given him a reliable navigation feature with its four well-lit toll-gates.

I believe that the school, and the instructor, have a moral responsibility to wait for the student’s return from any cross-country - but particularly a night one. I am appalled that this apparently did not happen.

This leads us into muddy waters. Legally there is no requirement for this if a correctly licensed and rated pilot hires an aircraft. However, does the fact that the student is on a full-time, specific

course mean that the school has a moral duty of care? I would say so. But, does this mean that they do not have the same responsibility for a walk-in hirer. This is one for the law courts to sort out.

was trying to orientate himself.

The 360 on the radar track, moments before he flew into the mountain was either the start of a classic graveyard spiral, or maybe the pilot spotted lights through a gap in the cloud and

The report says that post-mortem and blood toxicology reports were still outstanding at the time of compiling this report. I believe this to be nonsense because every single accident report I

The report correctly notes that strobes and rotating beacons should be turned off at night or in haze as they tend to increase the chance of suffering from vertigo and disorientation.

So near the top - but unseeable on a dark night

have seen says exactly the same thing. It seems likely that the accident investigators simply can’t be bothered. This is disgraceful, it means that we will never know whether alcohol or drugs were involved - in this or any other accident.

The student’s file notes that his progress was ‘inconsistent’. This is one of the known warning signs that drugs may be involved. This may seem harsh, but I have asked around the flying schools who take it upon themselves to conduct random drug tests, and it seems that on average, between 10% and 20% of students tested were indeed on marijuana. The CAA’s failure to take toxicology reporting seriously is to be deplored. If the government labs can’t handle them, then they should be contracted

out to private enterprise in the same way that private AMOs are detailed to investigate possible mechanical failures.

s imulator t ime gave him a fals e conf ide nce The aircraft hit a mountain that was almost on track, 2000’ above airfield elevation, and only 21 miles from the airfield. This tells me that the pilot did not know where he was due to poor navigation and/or poor flight planning.

April 2021

55

The school must have been aware of this hazard and seemingly failed to brief the student properly.

The report recommended that ATOs should be made to implement monitoring programmes for students doing commercial pilot training. This should prevent pilots with little experience from making poor decisions that may be influenced by circumstances such as time and financial constraints. This excellent recommendation has not been acted upon in ten years.

And while I am hammering the CAA - the 30 page report is undated and unsigned. I have no idea when it came out.

TAKE HOME POINTS: • Never fly when you are in a hurry or under pressure.

• You often can’t see bad weather at night so it’s critical to make weather decisions on the ground.

• Night flying should be with a visible horizon and at least half a moon.

56

April 2021

• You must be able to navigate using ‘identifiable’ objects on the ground.

• A night rating earned in city lighting is likely to kill you.

• Flight logs and lines on maps are primary navigation tools. GPS may be used as a backup.

• If you divert – tell someone, otherwise SAR is meaningless.

• The bit of instrument flying that you need for a night rating does not qualify you to fly in cloud or on a black night.

• Instructors – be very aware of your responsibilities when signing pupils out – particularly at night. I know an instructor who killed three pupils before CAA finally shut him down.

• Instructors – be on the lookout for signs of drug or alcohol abuse in pupils.

• Flight planning is important during the day and critical at night.

• If strobes and beacons are distracting – switch them off. j

The last moments of the flight showing the 360 turn and then the attempted turn back in the dark

NEWS

J ONK ER S A I L P L A NE S

JS2 FLI ES

The much anticipated JS-2 self launched glider has now flown. Image Bennie Henning THE FIRST FLIGHT of the long desired JS2 self-launching glider from Jonker Brothers in Potchefstroom happened on 26 March 2020.

Powered by a fold away 64hp two stroke piston engine the flight was launched with a tow to establish the flight characteristics of the JS-2. The retractable pylon thrust system, using the SOLO 2625 02i two-stroke 625cc inline twin-cylinder liquid-cooled aircraft engine with electronic fuel injection and dual sparkplug high-voltage ignition system, mated to and in house optimally designed propeller makes light work out of take-off climb at MTOW. The new generation electronically fuel injected system ensures for a much more economic fuel consumption, allowing approx. 1, 5 hrs. of engine operation. The JS2 wings have been constructed with the JS5-concept water system in addition to the integrated fuel tanks.

Jonker Sailplanes says that the development of the JS2 Self Launcher was not about the

development of a self-launching glider based on the highly successful JS1. The original idea – to build a new fuselage with enough space to fit a SOLO 2650 engine grew in scope until the glider is now unrecognisable from the original JS1. This is because as the JS1 self-launcher developed, Jonker Sailplanes developed as a company. For a time, the development of the JS2 was stopped in order to design, certify, industrialise and produce the JS3. However the development and production of the JS3 meant that even more lessons were learn before returning to the JS2 (this during a span of 4 years).

With the first flight having been successfully carried out, the JS2 design data and tooling should be handed over to production from April 2021 and the team aims to complete certification within 12 months after the test flights have started.

Before the flight-testing stage, various ground-tests were completed resulting in small design changes which need time to be evaluated and incorporated in the design data pack.

j

April 2021

57

MINI FEATURE - MARK HOLLIDAY : OUTLANDINGS

THE DAY I

NEARLY

BECAME A MONK The last practice day before the 2003 World Championships in Leszno, in western Poland, was forecast to overdevelop early. The task was fairly short and after about 50km most gliders were turning back due to weak weather.

58

April 2021

I PRESSED ON ANYWAY and soon came down in a wheat field that had been cut down to short stubble in a little village with a huge cathedral.

Rural Poland is filled with cathdrals with beautiful waitresses

The crowds of children were understandably excited and I couldn’t communicate with them until a young trainee monk rode up on his bicycle speaking impeccable English. My crew had damaged the trailer’s axle and was going to be late, so I accepted Michael’s invitation to tour the magnificent cathedral that dominated the landscape.

The cathedral was a spectacular reminder of Poland in her former glory and boasted oil paintings 30 feet in height. I was taken to a reception room where I was told that coffee and cake would be served. After a short wait the massive door opened and a silver platter and coffee pot was deferentially placed before me by quite the most beautiful young woman I have ever seen. I felt quite out of place amongst all this beauty and splendour dressed as scruffily as I was in my khaki shorts and retired long-sleeve shirt.

After coffee the tour continued with a visit to the living quarters and there at last I understood why the trainee monks all walked around with a perpetual smile on their faces – they had at their beck and call a harem of gorgeous young girls who did the cooking, laundry and cleaning for the monastery. My crew, Daniel Perry, duly arrived, and he too was mesmerised by the girls who came down to help with the glider.

I asked Michael whether there was anything I could buy for him at the shops and he cocked his eye at the bottle store. The bottle of Vodka I bought was quickly slipped up his cassock into some secret pocket as he gave the girls a wide grin. I assumed he was not going to take his vows too soon.

Lesson: Although I would have liked to be more presentable in such a humbling environment, I always make sure that in my glider I have warm clothes and shoes suitable for a long walk. It can turn surprisingly cold in hot climates after a thunderstorm shoots you down. I also religiously apply sun-cream to my neck in case of a long walk after an outlanding. j April 2021

59

BUMPPPFFF: People will always find new ways to crash a plane

During the development and testing of the F-14, flight tests were conducted by Grumman on the dangers of asymmetrical wing sweep

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April 2021

61

REGISTER REVIEW: RAY WATTS

MA R CH 2 0 2 1 Above: ZU-BLK is a Sling II exported to Australia. Photo Ray Watts

LAST MONTH I COMMENTED on the low number of aircraft being registered. However February is the worst I’ve ever seen with NO Type Certified fixed wing aircraft being registered and only two helicopters added.

to leave the aircraft on the US register. This shows just how slow our local CAA has become.

The Covid lockdown has created a slowdown which has also not helped either.

S OUT H A F R I CA I S ONCE AG A I N S EEI NG A MA S S I V E E X P OR T OF I T S F L EE T

South Africa is once again seeing a massive export of its fleet. A friend who works for one of the major importers and exporters of aircraft confirmed that this side of the market is absolutely flat. He also mentioned that a number of aircraft have been imported from the USA but remain on the American register due to the fact that the CAA is taking an exceptionally long time to register aircraft. It is easier for the new owners

62

April 2021

The two helicopters added were both Robinson R44s, one returning from Zimbabwe and one coming from the UK.

The NTCA side however is also suffering from CAA slowness with the issuing of documentation.

There have been many complaints on social media regarding this.

This section shows just eight more aircraft added which mighty indicate that the home building and/or NTCA market is

ABOVE: ZU-RVF a well known Vans RV4 was exported to Norway. Photo Ray Watts BELOW: ZS-SST, a late model Cessna 206H was exported to Madagascar. Photo Dave Becker

EXPORTS

reasonably alive. There is also a great number of different types being registered and this bodes well for our general aviation sector.

Even the Drone section is very slow with only fourteen having been added. Again, this is due, in part, to the slow pace of paperwork.

We are losing aircraft hand over fist to the export market with another five fixed wing TCA aircraft and two helicopters being exported. Three of the fixed wing aircraft have gone to the USA, a Robinson to Australia and a Cessna 206 to Madagascar. The two helicopters have gone to Qatar.

I have heard a rumour that Cessna 210s that were based on the coast of Namibia are being exported to the USA for use as spares – this is sad.

I see that four of our NTCA aircraft have been exported as well. Two to Australia, one to Norway and one to Estonia. There was much concern when it appeared that aerobatic champion Nigel Hopkins had sold his Extra LS April 2021

63

ZS-TIV was a Boeing 737. Exported to the USA as N283TM. Photo Andre Kok

to the USA. However two local pilots stepped in and bought shares which enables the Extra to remain in SA - good news indeed.

Unusual destination - ZU-TXJ a Vans RV10 was exported to Estonia. Photographer unknown

I really hope that the CAA come right with the speed at which paperwork is handled, but I’m not going to hold my breath for a quick solution. I had an e-mail from a certain person at CAA the other day asking if I had any history of a certain Tiger Moth as the CAA had no history at all. This shows the state of their filing system as this aircraft has been flying on the civil register in this country since 1957.

TAIL PIECE The weather seems to have gone completely bonkers of late – please make double sure to check your enroute and destination weather very thoroughly.

Also watch the density altitude – it has been very high of late up here in Gauteng. FLY SAFELY. j

64

April 2021

Another lost trainer - ZS-KUI a Cessna 152 exported to the USA. Photo Dave Becker

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FEBRUARY 2021 Reg New Registrations ZT-

Manufacturer

Type Name

Serial number

Previous Identity

ZT-HKS

ROBINSON HELICOPTER COMPANY

R44 II

11812

Z-…, ZS-AMC

ZT-RFI

ROBINSON HELICOPTER COMPANY

R44

0813

G-OTJB, N3957D

Aircraft Deleted ZUZU-ITP

FRANK ARTHUR FREDERICK GREEN

ZENITH STOL 801

8-7144

ZU-ITR

MICRO AVIATION SA

BAT HAWK R

00800

ZU-ITS

PETER J HOW

CX-4

537

ZU-ITT

IAN KEVIN BEATON

VAN'S AIRCRAFT RV-10

41049

ZU-ITU

ALAN KYNOCH

KFA SAFARI

054-05-20 SAF3

ZU-ITV

RAINBOW SKYREACH (PTY) LTD

CHEETAH XLS

CH-163C

ZU-ITW

THINUS KEMP

RAZZO GT 150

16281902

ZU-NES

SHADOW LITE CC

JABIRU J430

968

Aircraft Deleted ZSZS-KUI

CESSNA AIRCRAFT COMPANY

152

152-84448

UNITED STATES OF AMERICA

ZS-LBA

TEXTRON AVIATION INC

A36TC

EA-246

UNITED STATES OF AMERICA as N554BS

ZS-RIG

ROBINSON HELICOPTER COMPANY

R22 BETA

4067

AUSTRALIA

ZS-SST

CESSNA AIRCRAFT COMPANY

T206H

T20608597

MADAGASCAR

ZS-TIV

THE BOEING COMPANY

737-300

28869

UNITED STATES OF AMERICA as N286TM

Aircraft Deleted ZUZU-BLK

THE AIRPLANE FACTORY

SLING LSA

145

AUSTRALIA

ZU-FHF

VAN'S AIRCRAFT

RV-9

91688

AUSTRALIA

ZU-RVF

VAN'S AIRCRAFT

RV-4

2714

NORWAY

ZU-TXJ

VAN'S AIRCRAFT

RV-10

41505

ESTONIA

Aircraft Deleted ZTZT-HBL

LEONARDO S.P.A

AW139

31532

QATAR

ZT-HIA

AGUSTA WESTLAND S.P.A

AW139

31572

QATAR

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FUEL TABLE www.sv1.co.za

SA Flyer 2021|04

Fuel Prices at 01/02/2021 Fuel as Prices as at 01/02/2021 Pri ces i VAT nclude but exclude any ce servi ce fees Pri ces i nclude butVAT exclude any servi fees Jet A1 Ai rfi eld Ai rfi eld AvgasAvgas Jet A1 Baragwanath R 18,50 Baragwanath R 18,50 Beaufort West R 18,35 R 14,37 Beaufort West R 18,35 R 14,37 Bethlehem R 21,97 R 15,62 Bethlehem R 21,97 R 15,62 Bloemfontei n R 16,26 R 9,67 Bloemfontei n R 16,26 R 9,67 Brakpan R 20,50 Brakpan Brits R 20,50 R 16,30 Brits R 16,30 Cape Town R 21,91 R 8,37 Cape Town R 21,91 R 8,37 Eagles Creek R 18,98 Eagles Creek R 18,98 East London R 17,16 R 8,89 Ermelo R 19,55 East London R 17,16 R 8,89 R 21,00 Ermelo Fi santekraal R 19,55 Fly-In R 17,75 Fi santekraal R 21,00 Gari ep Dam R 19,90 R 13,50 Fly-In R 17,75 George R18,10 R9,26 Gari ep Dam R 19,90 R 13,50 Grand Central R 17,31 R 11,85 George R18,10 R9,26 Hei delberg R 16,80 Grand Central R 17,31 R 11,85 Ki mberley R 16,49 R 9,90 Hei delberg R 16,80 Kitty Hawk R 18,10 Ki mberleyKlerksdorp R 16,49 R 9,90 R19,01 R14,80 Kitty Hawk R 18,10 Kroonstad R 15,53 R 9,51 Klerksdorp R19,01 R14,80 Kruger Intl Nelspruit R 20,00 R 13,90 R 18,50 KroonstadKrugersdorp R 15,53 R 9,51 Lanseri a R 17,40 R 12,42 Kruger Intl Nelspruit R 20,00 R 13,90 Margate R 20,89 R 12,66 Krugersdorp R 18,50 R 18,95 Lanseri a Morningstar R 17,40 R 12,42 R 18,20 R 11,65 Margate Mosselbay R 20,89 R 12,66 Nelspruit R 18,86 R 13,05 Morningstar R 18,95 Oudtshoorn R 17,10 R 10,94 Mosselbay R 18,20 R 11,65 Parys R 17,60 R 11,30 NelspruitPietermaritzburg R 18,86 R 13,05 R 19,20 R 12,70 Oudtshoorn R 17,10 R 10,94 Pi etersburg Ci vi l R 16,10 R 11,80 Parys R 17,60 R 11,30 Port Alfred R 23,17 Pietermaritzburg R 19,20 R 12,70 Port Elizabeth R 18,90 R 12,96 Potchefstroom R 17,60 R 11,30 Pi etersburg Ci vi l R 16,10 R 11,80 Rand R 18,40 R 12,31 Port Alfred R 23,17 Robertson R16,15 Port Elizabeth R 18,90 R 12,96 Rustenberg R 16,20 R 11,20 Potchefstroom R 17,60 R 11,30 Secunda R 18,63 R 12,19 Rand R 18,40 R 12,31 Skeerpoort *** Customer to collect R 15,35 R9,00 Robertson R16,15 Springbok R 19,20 R12,07 Rustenberg R 16,20 R 11,20 Springs R 18,60 R 12,79 Secunda Stellenbosch R 18,63 R 12,19 R 17,00 Skeerpoort *** Customer to collect R 15,35 R9,00 Swellendam R 16,00 R 9,70 SpringbokTempe R 19,20 R12,07 R 16,40 R 11,39 R 18,09 R 11,77 Springs Thabazimbe R 18,60 R 12,79 Ultimate Heli (Midrand) *** R 18,79 R 12,47 Stellenbosch R 17,00 Upington R 17,18 R 10,59 Swellendam R 16,00 R 9,70 R 15,03 R 10,32 Tempe Vereeni gi ng R 16,40 R 11,39 Vi rgi ni a R 18,90 R 11,00 Thabazimbe R 18,09 R 11,77 Welkom R 15,53 R 9,51 Ultimate Heli (Midrand) *** R 18,79 R 12,47 Wi ngs Park EL R 18,50 UpingtonWitbank R 17,18 R 10,59 R 15,75 Vereeni gi Wonderboom ng R 15,03 R 10,32 R 15,85 R 9,50 Vi rgi ni a Worcester R 18,90 R 11,00 R 17,40 Welkom *** Heli copters only R 15,53 R 9,51 Wi ngs Park EL R 18,50 Witbank R 15,75 R 15,85 R 9,50 Wonderboom Worcester R 17,40 *** Heli copters only

Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015 Co-ordinates: S25°50’37 E27°41’28 66 GPS April 2021 Import/Export no. 21343829

Fuel Prices Pricesasasatat02/03/2021 02/03/2021 Fuel Prices ces i nclude nclude VAT any servi ce fees Pri VATbut butexclude exclude any servi ce fees Ai rfi rfi eld Avgas Jet A1 Ai eld Avgas Jet A1 Baragwanath R 18,56 Baragwanath R 18,56 BeaufortWest West R 19,20 Beaufort R 19,20 R 14,35 R 14,35 Bethlehem R 21,97 R 15,62 Bethlehem R 21,97 R 15,62 Bloemfontei n R 17,32 R 10,70 Bloemfontei n R 17,32 R 10,70 Brakpan R 20,50 Brakpan R 20,50 Brits R 16,75 Brits R 16,75 R 8,94 Cape Town R 22,20 Cape Town R 22,20 R 8,94 Eagles Creek R 18,98 Eagles Creek R 18,98 R 8,89 East London R 17,16 Ermelo R 18,64 East London R 17,16 R 8,89 Fi santekraal R 21,00 Ermelo R 18,64 R 18,50 Fi Fly-In santekraal R 21,00 Gari ep Dam R 20,50 Fly-In R 18,50 R 13,50 George R19,20 Gari ep Dam R 20,50 R10,43 R 13,50 Grand Central R 18,40 R 12,31 George R19,20 R10,43 Hei delberg R 18,20 Grand Central R 18,40 R 10,70 R 12,31 Ki mberley R 17,55 Hei delberg R 18,20 Kitty Hawk R 18,70 KiKlerksdorp mberley R 17,55 R14,80 R 10,70 R20,98 Kitty Hawk R 18,70 R 10,70 Kroonstad R 16,56 Klerksdorp R20,98 R 12,02 R14,80 Kruger Intl Nelspruit R 19,32 Krugersdorp R 19,40 Kroonstad R 16,56 R 10,70 LanseriIntl a Nelspruit R 19,21 Kruger R 19,32 R 13,46 R 12,02 Margate R 20,90 Krugersdorp R 19,40 R 13,00 Morningstar R 19,45 Lanseri a R 19,21 R 13,46 Mosselbay R 19,70 Margate R 20,90 R 11,65 R 13,00 Nelspruit R 18,86 R 13,05 Morningstar R 19,45 Oudtshoorn R 17,10 R 10,94 Mosselbay R 19,70 R 11,86 R 11,65 Parys R 19,90 Nelspruit R 18,86 R 13,05 Pietermaritzburg R 19,20 R 12,70 Oudtshoorn R 17,10 R 11,80 R 10,94 Pi etersburg Ci vi l R 16,10 Parys R 19,90 R 11,86 Port Alfred R 21,40 Pietermaritzburg R 19,20 R 12,98 R 12,70 Port Elizabeth R 20,36 R 19,90 PiPotchefstroom etersburg Ci vi l R 16,10 R 11,86 R 11,80 Rand R 19,33 Port Alfred R 21,40 R 13,06 Robertson R17,20 Port Elizabeth R 20,36 R 12,98 Rustenberg R 16,22 Potchefstroom R 19,90 R 11,20 R 11,86 Secunda R 18,98 R 12,19 Rand R 19,33 R 13,06 Skeerpoort *** Customer to collect R 17,66 R9,62 Robertson R17,20 Springbok R 19,20 R12,07 Rustenberg R 16,22 R 11,50 R 11,20 Springs R 19,20 Secunda R 18,98 R 12,19 Stellenbosch R 18,50 Skeerpoort R 17,66 R 10,00 R9,62 Swellendam*** Customer to collect R 18,00 Springbok R 19,20 R 11,74 R12,07 Tempe R 17,60 Thabazimbe R 20,40 Springs R 19,20 R 12,36 R 11,50 Ultimate Heli (Midrand) *** R 21,10 Stellenbosch R 18,50 R 13,00 Upington R 18,03 Swellendam R 18,00 R 11,19 R 10,00 Vereeni gi ng R 17,88 Tempe R 17,60 R 10,32 R 11,74 Vi rgi ni a R 20,36 Thabazimbe R 20,40 R 11,70 R 12,36 Welkom R 16,56 R 10,70 Ultimate Heli (Midrand) *** R 21,10 R 13,00 Wi ngs Park EL R 18,50 Upington R 18,03 R 11,19 Witbank R 18,26 Vereeni gi ng R 17,88 R 10,32 R 18,16 R 10,12 Wonderboom ViWorcester rgi ni a R 20,36 R 11,70 R 17,40 Welkom R 16,56 R 10,70 *** Heli copters only Wi ngs Park EL R 18,50 Witbank R 18,26 R 18,16 R 10,12 Wonderboom Worcester R 17,40 *** Heli copters only

SA Flyer 2016|11

• SKEERPOORT • THABAZIMBI • PARYS AIRFIELD • ULTIMATE HELIPORT, MIDRAND • POTCHEFSTROOM AIRPORT

Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015

WE ALSO HAVE AN ON-SITE HELI-PAD FOR CONVENIENT REFUELING. CALL US FOR A QUOTE OR VISIT OUR WEBSITE FOR MORE INFORMATION.

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April 2021

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Events by AEROCLUB AIRWEEK 24 April -27 April Middleburg Rob Jonkers 082 804 7032 rob@aerosud.co.za

AERO SA EXPO 8 July – 10 July Wonderboom www.aerosouthafrica.com Annelie Reynolds: Tel +27 10 599 6150

PRESIDENTS TROPHY AIR RACE

AVIATION AFRICA EXPO

20 May – 22 May Ermelo Rob Jonkers 082 804 7032 chairman@sapfa.co.za

7 July – 8 July Kigali Rwanda www.aviationafrica.aero Alison Weller: alison@accessgroup.aero

AERO FRIEDRICHSHAFEN GERMANY

EAA AIRVENTURE OSHKOSH

14 July – 17 July Germany www.AERO-EXPO.com Stephanie.keller@messe-fn.de

26 Jul - 1 Aug, Wisconsin, USA Tours: Neil Bowden: neil1@telkomsa.net Hotel accom: Calvin Fabig: calvin@designer.co.za

Flying in Africa – that’s what we love

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April 2021

Flying in Africa that’s what we love!

Middelburg Airweek 2017

©Mark Mansfield 2017

Comprehensive airfield information, up-to-date aeronautical data, friendly and efficient customer support, easy Flight Planning, electronic logbook, In-flight Navigation with EasyCockpit, Weather overlays, Weather cams, Events notification ... you have it all.

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LETTERS: DIRECT ENTRY CAPTAINS

C180 INSTRUCTOR NEEDED

Hi Guy

Hi Guy

What is your opinion on the over 65s from SAX and SAA hogging all the flying jobs here in SA? As much as I respect the experience and knowledge they can add to an operation... I feel that they had their glory days, fat salaries and should be sidelined.... In a training capacity only.

I'm hoping you can refer me to anyone who can help me with a C180 taildragger training.

Cemair, who I worked for, still has SAA and SAX retirees taking jobs meant for younger pilots who need the hours and income.

The whole thing with SAX and SAA crew jumping the queue makes me bitter and sad at the same time. The upcoming pilots don't stand a chance if the highly paid SAX and SAA staff don't step aside.

Keep up the good work.

Eugene Loock

I'm an Air Traffic Controller in Zambia and a PPL (SACAA). I've got 53.8 hours on a Sling 2 (variable pitch prop) and 22 on a C180 that I fly with an American instructor here in Zambia.

He's been training me for bush pilot flying and low level operations. But the airstrip is gravel, not best for take-off and landings training, and the aircraft is dedicated for work, so I can't take it to another airport just for training.

So I'm looking for someone in South Africa who can fly with me and train me more on the takeoff and landings and other skills necessary on a C180 taildragger and to become more proficient. I understand that insurance requires about 200 hours to fly taildragger. I'll not have to fly it solo if yet, I just want someone to help me get more confidence in the aircraft and become a more safe pilot. Would you please help me?

Ronniel Kwala

join • the • leader

Cape Town Flight Training Centre Private, Commercial & Advanced Pilot Training

+27 21 976 7053 or +27 84 440 7922 www.cape-town-flying.co.za | CAA/0188

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HELICOPTER

REVIEW

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HELICOPTER INDUSTRY

WOES CONTINUE

The Covid pandemic continues to decimate aviation and in particular the key trade shows. The latest victim is the HAI 2021 Heli trade show and expo which was scheduled to take place from 22-25 March in New Orleans USA. INTERNATIONAL OVERVIEW Just eight weeks before HAI 2021 the decision was finally taken to cancel this year’s Expo.

This was despite last minute optimism that this key calendar event would occur despite the stillraging pandemic.

In normal years the HAI Heli-Expo provides the opportunity for the attendees to connect with 730 industry suppliers, develop strategic connections with 18,000 industry professionals from 90+ countries, build partnerships with industry peers through 14 HAI committee meetings and other events, discover the issues that will shape the future by attending workshops, forums, and events, experience the latest the industry has to offer through demos and 60+ helicopters on the show floor and etc.

“While some in our industry have urged us to carry on with the show, the majority have recently expressed discomfort with the risks involved in business travel at this time. HAI appreciates hearing from our diverse VTOL community, and we are grateful for the honest feedback that we’ve received from our members, exhibitors, attendees, and other stakeholders. Leading up to mid-January, the majority of industry voices who contacted us supported holding Expo as long as health and safety protocols were in place. Pandemic conditions have changed, and the majority of our stakeholders have recently expressed discomfort with the logistics involved in business travel at this time,” said Voila.

THE REGULATOR IS STARVING THE INDUSTRY OF ESSENTIAL SKILLS

But in January the Covid-19 cases spiked into a second wave and major aerospace manufacturers confirmed they had decided against attending. Those manufacturers included Airbus Helicopters, Bell, Sikorsky and Robinson Helicopters.

In a bold move, the HAI organisers decided that they would not convert the 2021 show into a virtual show. Rather, it will redirect its efforts to producing next year’s show, to be held on 7-10 March 2022 in Dallas. “We did not make this decision lightly,” says HAI chief executive James Viola.

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THE IMMEDIATE FUTURE Oil and Gas operations are a major player in the helicopter industry. As the aviation industry recovers during 2021, the oil price is expected to strengthen in response to increased demand.

With the oil price having climbed from a low of US$23 a barrel to the current US$55 range, the industry, and the helicopter operators which service it, are seeing a recovery. But it isn’t just the oil and gas industry that is expecting a strong rebound. The rest of the industry is also showing signs of recovery.

The SA police has no serviceable helicopters in the Eastern Cape - most are down due to maintenance delays but this Squirrel is awaiting rebuild

Noise abatement is expected to be the big issue for 2022, driving innovation, while pilot and engineer demand is initiating a movement towards UAV technology and automation.

THE SOUTHERN AFRICAN MARKET A 2021 snapshot of Africa’s helicopter industry provides a picture of an industry faced with enormous pre-existing challenges. The Covid-19 virus aggravated the struggle of an industry already suffering from weak demand from South Africa’s long period of economic stagnation.

There is concern that long-term damage may be done to the industry.

Whilst growth in the helicopter charter and training industry remains hampered by the Covid lockdown and travel bans, the southern Africa industry remains heavily reliant on quasigovernment, oil and gas, military and security needs. These range from Air Force operations to offshore services, forest fire control, medevac and ground force security support such as for car tracking and anti-poaching operations.

REGULATORY OBSTRUCTION The current plight of the industry is vastly aggravated by the failures of the regulator.

Helicopter operations require specialist skills and knowledge on which to build a sustainable and safe environment. Helicopters are also capital and personnel intensive and their operation has to meet extremely high maintenance standards due to the often harsh conditions under which they operate.

However, the SACAA has managed to set back the essential process of developing qualified engineers. The South African regulator has determined technician qualification standards that are unique in the world. The SACAA is reportedly not prepared to accept a factory maintenance course as sufficient qualification.

It requires a further 400 hours supervised experience before a technician may sign a helicopter out. Given how few of certain types of helicopter there are in South Africa, this may be expected to take an absurd 400 years. And so the regulator is effectively starving the industry of essential skills development.

POLICE AND SECURITY OPERATIONS The South African Police operate around 35 aircraft and have been subject to their own budget restraints that led to the once unimagined acquisition of piston-engined helicopters eight years ago. The Police Air Wing are, despite critics, successfully operating Robinson R44s, although they retain a larger fleet of Airbus AS350 B3s. The force has no plans to acquire additional helicopters in the near future.

However, the weakness in state management of precious assets and the incompetence of the SACAA in enabling the throughput of qualified engineers is being felt most severely in the Eastern Cape where four helicopters were assigned to fighting crime.

Gang violence, stock theft and murder need to be curtailed in the Eastern Cape and eyes in the sky play a key role in doing just that. However, this is currently not possible. All the SAPS helicopters are grounded. In December 2020, the last helicopter was grounded for servicing.

One has been out of operations for more than two and a half years, and another for one year and nine months.

H125 Squirrel, ZS-RDH was sent in for its 12 year midlife service on September 2018 and has been on the ground for more than two years.

The other H125 Squirrel, ZS-RPA was involved in a forced landing accident in November last year resulting in damage to its engine.

A Robinson R44, ZS-RLD was booked in for inspection on July 12th, 2019, and is expected to resume service in July 2022 – and April 2021

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unbelievable three years. The fourth helicopter, another R44, ZS-RKN has been awaiting maintenance since December 2020, and may only be returned to service in July 2022.

“In a capable state, it cannot take two and a half years to fix a helicopter when we have an average of 13 people being murdered every day in this province,” said DA MPL Bobby Stevenson.

“It is not acceptable,” said Popcru provincial secretary Zamikhaya Sikade.

The Working on Fire Fleet of Hueys provides airborne resources for the South Africa’s two seasons: the Lowveld winter and Cape summer, which runs from June to November and December to April respectively. These active periods allow for an intensive maintenance regime during May before both helicopters and fixed wing aircraft are returned to service.

The Forest Fire Association (FFA-Assets) provides aerial firefighting capability to the government’s Working On Fire. Working on Fire has been a successful attempt at addressing the nation’s employment challenges by recruiting personnel to provide ground and air support services to counter highly damaging fires. Working on Fire Aviation flies an approximate 4,000 hours and responds to an average of 300 fires annually.

THREE TIMES AS EFFECTIVE AS THE HUEY, YET FOR TWICE THE COST

Five of the top 10 stations in South Africa for stock theft are in the Eastern Cape, and helicopters usually assist in fighting against this problem. Helicopters also assist in responding to farm murders, and tracking down criminals as they try to flee from the scene.

Helicopters are also necessary to help fight against gang violence, drug smuggling and many other crimes. Both helicopters and fixedwing aircraft could also be used to combat the escalating truck hijackings in the Eastern Cape, where in the past three months, 43 trucks were hijacked.

The need is there, the ability of government to fulfil that need is clearly lacking.

FIRE FIGHTING

A substantial rotary wing use in South Africa is for forest fire protection. The most significant operator is the Nelspruit-based FFFA Assets, which typically operates 10 Bell UH1H helicopters and contracts in additional helicopters as needed.

South Africa’s single Sikorsky UH-60 Black Hawk helicopter has now proven its worth and has become part of the mainstream firefighting operations. Its capability is now making headlines around the world with dramatic video footage assembled by our Robin Rabec. Leading Edge Aviation’s Mark Jackson’s bold investment in the UH-60’s unique South African fire-fighting capability has shown that it can be three times as effective as the Huey, yet for twice the cost.

It has proven its effectiveness both in the Cape and in Lowveld fire operations and the Black Hawk now has a number of secondary private sector contracts.

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CHARTER The charter industry is under particular pressure.

This activity embraces both government VIP use as well as corporate. Although the ad hoc charter industry services its clients with a mixture of mostly light single-engined helicopters, a small number of companies have invested in twin engined types like the Agusta A109 and Bell 222 and 230-series.

Given the lack of appetite and capital for investment, companies are adopting innovative approaches to equipment acquisition. One such is Rand-based Henley Air, which has built up a fleet of eight operational Bell 222UTs. These are used for medevac and charter. The Bell 222UT is the subject of our flight test this month.

PILOT TRAINING Many air forces and paramilitary organisations have adopted the civilian contractor route, which has been of great benefit to private contractors.

Starlite and others have been kept busy training pilots from all over Africa.

Starlite has achieved notable success wit its fleet of Guimbal G22 helicopters and is using this quality European helicopter for the training of helicopter pilots from around Africa and the world. The Guimbal Cabri G2 is the subject of this month’s flight test.

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SA Flyer 2021|04

CONTACT: craig6707@gmail.com or +27 82 560 9986

ROBINSON R44 II FOR SALE

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Contact: Jannie 082 355 5174

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The Guimbal Cabri G2 has achieved great success at Starlite as an excellent helicopter for ab-initio training. Images Cassie Nel

FLIGHT TEST: G2

FRENCH CHIC GUIMBAL CABRI

G2

The Guimbal Cabri G2 has developed a large and loyal band of followers across Africa. Many of these were students who learned to fly this endearing and very competent helicopter with Starlite Flight Training in Mossel Bay. 76

April 2021

HISTORY AND DEVELOPMENT The French might make quirky cars, but they build great helicopters. The Guimbal Cabri G2 is a product of the talented Bruno Guimbal, a Eurocopter engineer.

While designing the Eurocopter EC120 during the 1980s, Bruno Guimbal decided to independently pursue the development of a two-seat piston engine helicopter. Looking at the experiences of Robinson, Guimbal decided that his chopper would feature many of the safety and technological advances found in larger turbine-powered helis. These features included a 3-blade Spheriflex main rotor, Eurocopter’s Fenestron shrouded tail rotor and a strong, impact absorbing, composite body shell.

Eurocopter was so impressed with the concept and design that they funded the development programme and provided technical assistance during testing. In April 1992, the first prototype Cabri G2-01 conducted its maiden flight, which lasted for a total of 45 minutes. In 2000, Bruno Guimbal left Eurocopter to launch Hélicoptères Guimbal, in Aix-en-Provence Aerodrome, France, in order to certify the Cabri and get it to commercial production.

the Robinson R22 and the whatchamacallit Sikorsky/Schweizer/Hughes 300. So the expectation was for a modernized cross between a 300 and a 22, perhaps priced at the top end of the two seat helicopter market. and indeed the Cabri G2 is more expensive than a Robbie 22, but you get a lot more for the money.

The bottom-line is that the Cabri G2 is like a proper little Eurocopter; built with the latest technology. So it’s not really comparable to either the R22 or the 300.

THE PRE-FLIGHT Confirming the Cabri’s functionality as a trainer, there’s nothing unusual or difficult about the pre-flight, though you need a torch to check the main rotor gearbox oil level.

Eur ocopte r was impr es s e d w it h t he conce pt

ON THE GROUND A first glance it is small, yet clearly not a Robbie 22. On the ground the smooth aerodynamic lines just look right. Like an Italian sports car it is low, and the main rotor is about 25cm lower than a R22. This means that you have to be extremely cautious of loading or unloading pax while the blades are turning.

On closer inspection, the Cabri is – dare I say it – better built, and with obviously better European technology. Fit and finish is excellent, and it’s clear that there has been much attention to detail. Competing aircraft are obviously

The high rubber mounted skids are able to pivot like the EC120, which reduces the likelihood of ground resonance.

Cabris can also be specified with a hook attachment for sling training.

A mast inspection of the Spheriflex rotor head shows how similar it is to the far larger EC120 and even the Oryx/Super Puma. But this is not surprising as Bruno Guimbal and Eurocopter own the patents. The fully articulated rotor eliminates the risk of mast bumping, one of the primary reasons Robinson pilots have to undergo special training. The Cabri’s pilot cannot induce mast bumping by doing a low-g manoeuvre or by inadvertently flying into high turbulence. Having said that, a low-g pushover still is not recommended, since the Lycoming engine is not rated for low-g manoeuvres . In addition the Cabri rotor has a higher inertia than the R22’s 2-blade system, so autorotations are far safer.

The three composite rotor blades are manufactured with Eurocopter processes including their patented bonding methods for April 2021

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LEFT: Cockpit features latest technology EFIS, excellent visibility and functionality

ABOVE: With the optional high-spec, the Guimbal Cabri G2 is like a European sports car - with beautiful fit and finshes BELOW: Good design makes basics like the oil easy to check

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Inside is the bullet proof Lycoming 0-360. To give it an extra margin of safety it has been de-rated from 180 to 145hp. The old Lycoming carburetted clunker is in marked contrast to the modern technology employed everywhere else

by Guimbal. But as a concession to efficiency, the ignition system has one magneto and an electronic ignition unit for the other side.

Access to the engine is easy with everything pretty much at eye-level. Key items like the oil filler and dip stick are not in awkward, hard to reach places. Showing the attention to detail, the cowl latches include a safety lock that will hold them closed, even if they have not been latched properly.

Access to the engine bay for inspection and maintenanece is excellent, thanks to clamshell doors

the stainless steel leading edge caps. The blade attachment forks are integrated into the blades.

There are no life limits on the main rotor blades and the whole rotor system is exceptionally strong, as evidenced when Bruno Guimbal built a test blade with all possible defects built in. He then hammered it until there was a large hole at the root. They fatigue tested it for months before inspecting it and finding it was still more than strong enough.

Noteworthy are the engine baffles which can be removed in half an hour for maintenance, which is in marked contrast to the Robbie 22. Also in contrast to the other two, the engine pivots to engage the clutch and the main gear box carries the belt tension. This has the benefit of not changing the drive train alignment.

The Cabri uses a fuel bladder designed to Formula 1 safety standards. It holds 170 litres, giving about a 5-hour endurance.

Even the exhaust is a thing of beauty. It uses a 4 into 1 free-flow exhaust made of inconel (commonly used in F1 exhaust systems) which exits through the top of the tailboom to help reduce the aircraft’s noise signature.

And to show that they thought of everything the exhaust manifold has a u-bend so if it’s parked out in a rain storm the water cannot get down the exhaust to the valves.

a f uel bladde r des igne d to For mula 1 s af et y s t andar ds

To test the Spheriflex rotor head they failed the main hub and then demonstrated 200 hours of safe flight. The main rotor driveshaft is milled from a billet of stainless steel, eliminating quality control risks.

You inspect the engine by opening hinged clamshell cowls that are held up with gas struts.

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Moving back to the tail, Guimbal holds the rights to use the Fenestron on aircraft below 1200kg. The Cabri’s Fenestron uses fail safe injected plastic blades with high tensile stainless steel spars, so maintenance is minimal. The profile of the

Fenestron shroud has been designed to avoid tail rotor vortex issues.

The Fenestron also provides for significant bystander safety and greatly reduces the risk of tail rotor strikes in confined areas or during misjudged approaches and landings. And it’s a lot quieter than an open tail rotor. The shrouded tail rotor’s blade pitch range and alignment is easily checked according to markings on the tail shroud.

THE COCKPIT Getting in is easy and the doors are held open by pneumatic struts. Unlike the ‘garden gate’ door latch of the Robbie, the Cabri has elegant latches and are dual pinned to ensure flush closing and a good seal. You can even lock the doors with a remote key.

There is plenty of headroom for tall pilots – even wearing helmets. The cabin may look small, but it can comfortably accommodate big South African farmers. The cabin has plenty of shoulder room and is 15cm wider than an R22. Seats are comfortable and there are 4-point shoulder harnesses that are easily latched in one click. Of particular note are the seats which are designed to make a 2000fpm vertical impact survivable. Guimbal estimates that half of helicopter crash fatalities could be prevented by the crash protection features built into the Cabri and few examples crashed in the hands of students trying autorotations bear this out. Needless to say, it meets the very latest EASA safety standards.

monitoring which display on the Electronic Pilot Monitor (EPM). This digital display also includes a Multiple Limit Indicator (MLI) which combines several critical performance indicators (engine speed and power setting, fuel flow, oil temperature and ambient air pressure) into one instrument for the pilot to monitor. So the dangers of South Africa’s high density altitude take-offs should be reduced.

The display shows how much power as a percentage is available at any time. A read out of % of throttle on start-up is given, helping to reduce the likelihood of an over-speed on start. The EPM also displays fuel and flight time remaining as well as carburettor temperature (which is monitored and controlled automatically). It is even a flight logger. Should the EPM fail, there is an independent backup for rotor rpm management which uses three lights to show low, normal and high rotor speeds.

The controls are all beautifully built and finished and fall to hand as you would expect. The cyclic has a conical trim hat. Mixture and mag switches are located in an overhead console

Another improvement on the R22 and S-300 is the 200 litre baggage bay which is rated to hold a very useful 40kg. It is accessible from a hatch on the right side of the fuselage and also from inside the aircraft, meaning that a camera or flight bag can easily be stowed and accessed in flight. There is also a small compartment in front of the instrument binnacle to stow the removable dual controls.

The instrument binnacle features a normal set of instruments, except for the RPM and engine The Fenestron is safer and quieter than an open tail rotor

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Exhaust out the top of tailboom makes for better neighbours

– just like a big heli. The pilot’s pedals have an elegant two position adjustment available.

There’s even a cup holder, an auxiliary music input and that essential - a 12V accessory jack.

FLYING THE CABRI Start-up is straight forward carburetted Lycoming. With a warm engine you can have the clutch fully engaged and be off the ground in 15 seconds, which must be nice for car tracking and anti-crime operations. You run through the usual checks for mags, carb heat, clutch, and rotor horn, plus checking that the backup rotor rpm warning lights operate correctly. Then gauges green, caution lights off, power limit checks (displayed on the MLI), and you are ready for takeoff.

Having completed the start-up and checks, the first thing is to confirm which pedal will be needed as the Cabri rotor turns clockwise and it needs right pedal as power is added. The best technique in the Cabri seems to be to add in the

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amount of pedal you might expect, and then a good inch more.

Keeping it straight requires significant pedal offset, yet the heli still has full tail authority in 35kts for all directions at sea level. With half tanks and two up, a maximum performance vertical climb showed 2000fpm to 1000 feet.

The Cabri is light on the controls and nimble and thus a lot of fun to fly. You can flick it from one very steep bank to the other with no effort, climb and push over the top if you want to, and generally have a ball without feeling at all like you are approaching any limits of the aircraft.

You can point this helicopter wherever you want it to go, and if you happen to be not all that coordinated about it, doesn’t matter – the Cabri feels very forgiving.

As a good trainer, the Cabri feels robust and friendly, and not remotely like it’s just waiting for an opportunity to bite you. The footwell windows are great so you can look out past your feet – and that’s something you can’t do in the R22 or S-300.

Something you can do in both of those American helis though, is open a vent to let air in. This is noticeably lacking in the Cabri, except for a small vent in the door that doesn’t work very well and it can get sweaty inside if you’re in the sun without much airspeed. The challenge of cabin ventilation has however been cleverly solved as the doors are held open by a gas strut to about 5cm, when hooked onto a looped string. As the airspeed increases above 40kts, ram air closes the doors automatically. And of course, as you decelerate below 40kts, the door strut pushes them open again. So constant fresh air is available in the cockpit. And air conditioning is an option.

rotor head. These can also be retrofitted to earlier aircraft.

Out of wind slope landings are not the usual challenge as the Cabri pivots on the rubber mounted undercarriage so that the cabin doesn’t lean to the same degree as the skids.

It is a bette r, clas s ie r and mor e exclus ive he li

Early Cabris were noted as having a vibration on the pilot’s side at around the 85 kt mark.

However that vibration was eliminated by three vibration absorbing pendulums (VAPs) in the

For those used to learning to fly on Robinsons.

Pat Malone, writing for Pilot magazine provides interesting insights into the Cabri and its Fenestron. He observes that deceleration and spot turns are where you need to understand the Fenestron. Turning left, you need to understand the non-linear Fenestron response. The Cabri is the only piston-engined helicopter with a Fenestron, and the instant availability of torque without turbine lag speeds the yaw. The cure is to get your right foot all the way to the floor and sit there until it stops − and don’t touch the collective.

3-blade rotor has Eurocopter EC-120 based Spheriflex rotor head

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The OPV - Optionally Piloted Vehicle Cabri G2

Straight in and 180 degree autorotations to a power recovery are easy to execute without drama. You need to be quick with the yaw control on recovery though, as the Cabri governor tends to snap the throttle open – more than the R22 does.

Using claimed empty weight figures, the Robbie 22 offers a 519 lb usable load and the Cabri 597 lbs, meaning you can carry a good deal more fuel with you in the Cabri than the short hops that a 22 allows with two average people on board. The R22 however, wins the competition for IGE hover performance. The Cabri definitely prefers to be by the sea and not the highveld. With that 519 lb on board at ISA, the R22 offers 9400 feet IGE hover and the Cabri offers just 6000 feet. At 20 degrees C, the 22 is down to 8000 and the Cabri to 5000 feet.

With a light fuel load but the high inertia rotors and wide rotor rpm range (yellow extends from 450 to over 600rpm) there were no particular requirements for careful pitch adjustments to manage the rpm throughout the descent or flare.

Hover engine-off landings turned into a nonevent requiring no more than correcting the yaw, letting it settle, and then adding collective to cushion the landing. Into a light wind there seemed to be no chance of running out of collective and it was easy to hold the Cabri off the ground before a gentle touchdown.

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The Cabri G2 is also equipped for Sling training

Cabri even has a separate baggage compartment that may be accessed in-flight

The Cabri has no fatigue life limited components, with all components including blades and flight controls being maintained on condition. The engine and two gearboxes have 2200hr TBO lives specified and the fuel bladder has a 15 year finite life limit.

Whilst that isn’t to suggest the Cabri could be maintenance free, it does also mean that there is no calendar full strip and inspection required as with Robinsons. A Cabri G2 owner said that he loved the Cabri because as a former R22 owner flying a small number of hours, he said he could ‘feel’ the calendar time ticking away on his R22 every day he didn’t fly it.

The absence of hugely expensive calendar overhauls and life-limited components also means that there should be negligible devaluation of the aircraft taking place as time passes, regardless of whether it is used much or not.

CONCLUSION If you took all the desirable characteristics of the R22 and S-300, eliminated the niggles, and then added latest technology and safety measures as well as the look and feel of a Eurocopter, then the Cabri is the result. It sits somewhere between the two in terms of size and useful load, has the spacious cabin of the 300, and exceeds the cruise performance and Vne of the R22.

Where the Cabri wins massively in any comparison is in technology and safety features, though these do come at a cost. The Cabri is priced about US$100k higher than an R22 putting it in the same bracket as the R44 Raven, which of course has 4 seats and a faster cruise speed. However, Robinson helicopters require full overhauls at huge cost every 2200 hours – while the Cabri does not.

This has to be a huge advantage for private owners who aren’t likely to fly according to the Robinson formula of 2200 hours every 12 years, diligently saving U$100 an hour to fund the pending overhaul. The disadvantage though is that there will never be ‘cheap’ Cabris on the market such as there are for entry level R22 owners buying nearly timed out machines.

A big question is how often you need the two extra seats in the R44. In practice R44s are seldom flown more than two up. This makes the extra fuel burn and hourly cost of the R44 hard to justify.

It’s fair to say that the Cabri isn’t likely to be produced in Robinson volumes, but this is not Guimbal’s intention. It is a better, classier and more exclusive heli. For owners who are willing to spend more to get more, who place fair value on the technology and safety that the Cabri helicopter offers, and who want to avoid a traditional calendar maintenance cost regime, the Cabri G2 is likely to find a new market niche all of its own.

For more information please contact Klara: klaraf@starliteaviation.com Office: +27 31 571 6600 Mobile: +27 83 324 8530 www.starliteaviation.com April 2021

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April 2021 Starlite

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

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

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

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

Companies

LEADING EDGE AVIATION

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

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April 2021

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Companies

F. GOMES UPHOLSTERS F. Gomes Upholsters is a family based upholstery company. Established in 1979, the company specialises in aircraft, as well as motor vehicle, boat and furniture upholstery.

F. Gomes Upholsters will refurbish your aircraft interior to look like new, giving it the class it deserves.

They use only the best quality materials, and their craftsmanship is outstanding. Mr Gomes, the founder of F. Gomes Upholsters, has been in the upholstery business for close on 40 years and as such brings many years of experience and professionalism to the company.

A Dynamic team to meet all your requirements.

Refurbish your aircraft and / or helicopter.

Best prices guaranteed

F. Gomes Upholsters provides an expert re-upholstery and upholstery service that caters to any upholstery need. No job is ever too small or too large.

F. Gomes Upholsters is based in Johannesburg. For exceptional craftsmanship at the best prices, contact F. Gomes Upholsters on: Tel: (011) 614 2471 Fax: (011) 614 9806 Email: gomesuph@netactive.co.za

Landline: 011 614 2471 Mr. Gomes: 082 412 6669 Carla: 083 602 5658

LITSON & ASSOCIATES AVIATION TRAINING Litson & Associates agrees with ‘There is no time like the present’.

With so many within the aviation industry at large working at either half capacity or worse, now would be the right time to take advantage of this quiet period and attend required training/refresher training courses to remain current and/or enable them to be better qualified when seeking employment.

L&A’s SACAA approved ATOs scope of training includes the 5-day Safety Management System, 5-day Quality Management System and Auditing to one day ERP and Dangerous Goods. There are a range of other courses also available, with all L&A courses (excluding SEPT) continue to be undertaken in a ‘virtual’ classroom with their Facilitator on-line

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at all times. One benefit of this type of training is that virtual training allows easy access globally at beneficial rates due to accommodation and travel costs not being required.

On-line classes require a minimum of 4 to a maximum of 16 delegates to enable everyone to receive the best individual instruction. Training materials are emailed to delegates in advance of their day’s training, with Certificates for successful delegates emailed directly to them. Virtual training allows easy access globally at beneficial rates.

Corporate courses remain our specialty.

Contact details: info@litson.co.za Phone: +27 21 8517187 Web: www.litson.co.za

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AERO ENGINEERING AND POWERPLANT ENGINE OVERHAUL Based at hangar number four, at Wonderboom Airport, Aero Engineering’s scope of supply covers maintenance, service and repair of Lycoming and Continental aircraft piston engines and associated components.

C) Propeller shop, covering: • The supply and overhaul of Hartzell and McCauley fixed and variable pitch propellers • Propeller dynamic Balancing

There are three workshops within Aero Engineering and Powerplant:

Their client base are mainly private operators of piston twin and single engined aircraft, as well as insurers. This includes clients based over the borders in Botswana and Zambia who bring their aircraft or ship their engines and props to AEP for maintenance work.

A) Engine shop, covering: • Overhaul – Lycoming & Continental engines • Applying shock-loads • Bench-testing • Re-boring and honing of cylinders • Repair on starter clutch gears B) Component shop, covering: • The overhaul of components - CSU for McCauley, Hartzell, PCU 5000 and Woodward • The servicing of Fuel system - TCM, Romec carburettors and turbo-controllers

The business was founded in 1996 and was taken over in 2006 by partners Andre Labuschagne and Derek van der Westhuizen. They have seven qualified engineers and a loyal clientele.

Contact Andre Labuschagne on: Tel: 012-543-0948 Email: aeroeng@iafrica.com 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

AMO No: 227

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We at AEP offer full engine maintenance on Robinson R44 & R22 helicopters

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This include but is no limited to: • PISTON ENGINE OVERHAUL • ENGINE BENCH TESTING • MAGS April 2021

Call us today, let us see what we can do for you.

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AMO 1184 Ryan: +27 83 233 2057 Mark: +27 82 450 2097 ryan@leheli.co.za | tasha@leheli.co.za Tel: +27 13 741 5582 | Fax: +27 13 741 8188

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SA Flyer 2021|04

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Aircraft Powerplant Co. (Pty) Ltd Tel: +27 12 543 0775 / 0181 Fax: +27 12 567 3630 Hangar 5A, Wonderboom Airport

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tonyrodrigues@mweb.co.za Cell: +27 82 558 9388 henkjoubert@mweb.co.za Cell: +27 83 258 5272 www.apcosa.co.za

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HELICOPTER OPERATIONS IN ALL CONDITIONS,

NO COMPROMISE CAPE TOWN BASED AGA HELICOPTERS SETS THE SAFETY STANDARD FOR THE MOST DEMANDING OFFSHORE HELICOPTER OPERATIONS AND MEDEVAC RESCUES. • Using our fleet of H145 twin engine IFR approved helicopters we can service moving ships 130nm out to sea in all weather conditions.

• We also provide VIP tours of the ‘Fairest Cape in all the world’, with our vast experience in offshore operations.

AGA Helicopters has its own world-class specialist maintenance operation in FliteTech which can look after your helicopter needs.

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TO FIND OUT MORE: Office: +27 21 934 9127 Operations: +27 60 971 3556 email: Opsmanager@aeriosglobal.co.za

www.aeriosglobal.co.za 93 April 2021

A GREAT FLIGHT DESERVES AN ENCORE

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Records video, audio, and GPS position

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FlightCm African Commercial Aviation Edition 149 | April 2021

HOW AIRLINK IS OPENING UP AFRICA

The New Cape Winelands Airport!

Darren Olivier – Denel’s white label bombs!

TEWOLDE GEBREMARIAM ON SAA PARTNERSHIP AND BOEING MAX! 1

FlightCom Magazine

AMO 227

FLIGHT SAFETY THROUGH MAINTENANCE

Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines

Hangar no 4, Wonderboom Airport, Pretoria PO Box 17699, Pretoria North, 0116 Tel: (012) 543 0948/51, Fax: (012) 543 9447, email: aeroeng@iafrica.com

SA Flyer 2021|04

Overhaul Engine Components Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers

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CONTENTS

TABLE OF

Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear Patrick Tillman

APRIL 2021 EDITION 149

ADMIN: +27 (0)83 607 2335 TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0)15 793 0708

06 12 16 20 23 24 28 31 32 37 38 42

Airlink: How it enables Intra African trade and tourism Bush Pilot - Hugh Pryor Airline Ops - Mike Gough Obituaries Starlite Directory Face to Face Pt 2 - Ethiopian Airlines CEO Airports - Fisantekraal Atlas Oil Charter Directory Defence - Darren Olivier AME Directory AEP AMO Listing Backpage Directory

© FlightCom 2021. 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.

A NOTE FROM

THE EDITOR: S O FINALLY, after 16 months, SAA’

business rescue practitioners (BRPs) have decided that their job is done.

The BRPs claim that the airline is now solvent and liquid. Yet it is far from being able to return to operations. As ‘evanb’ on forum avcom.co.za notes, SAA is left with nothing, other than an AOC, an IATA code, a brand (which is in tatters) and a bunch of obsolete aircraft.

integrated within SAA. Running it separately was necessary to exploit the lower cost base, however, its strategy has never been highly integrated in the way many other dual brand operations are. For example, the schedule integration and cross selling that occurs between Kulula and BA is far more effective than between SAA and Mango. Keeping Mango will allow them to compete in more market segments and segregate higher- and lower-yield traffic better, but this will require far more nimbleness in terms of scheduling, routes, etc.

SAA is far from dead – yet

Other than the SAA brand, ‘evanb’ argues that it would be much more efficient to start from a clean slate. The upside for any start-up is that aircraft are very cheap and there is an abundance of crew globally. The question then is – is it worth breaking SAA up?

SAA Technical (SAAT) is worth something as a going concern, but it's not going to fetch much.

Evanb argues that selling SAAT to a global player would be best as SAA v2 lacks the scale to make SAAT viable, especially since they're losing the Comair business over time. Selling to a global player would bring in expertise and new business from abroad. SAAT won't be able to do that on a large enough scale by itself to make itself viable. The alternate would be to dramatically downsize.

Evanb posits that while Mango is worth something as a going concern, it's also not going to fetch a big price. However, it would probably have a lot more value to SAA if it were properly

The big question is who will continue to fund the SAA debacle? It is too much to hope that any other airline would be prepared to pump in cash. Every airline is in a cash squeeze and they simply don't have cash to invest in high-risk ventures.

The probable outcome is then a partner leasing aircraft on behalf of SAA. They will probably wet lease to avoid having to re-employ SAAPA pilots and in particular Training Captains.

Johannesburg Global Airways is building up a core of ex-SAA pilots and will be happy to provide ACMI leases – as they have done for Lift.

Government has the political will to force the resurrection of SAA V2, and it still seems willing to pursue the resurrection of its airline ‘no matter what it costs.’ So SAA is – unlike Air Namibia – far from dead – yet. 

AIRLINES

AIRLINK: HOW IT ENABLES INTRA

AFRICAN TRADE AND TOURISM Airlink is rapidly growing into the role of key enabler of air connectivity across southern Africa.

B

Y PROVIDING regional Intra-African links to relatively unserved regional centres, Airlink is providing essential connectivity to enable the development of Intra-African trade and tourism that is essential for the continent’s economic growth.

In just the past few months, Airlink has vigorously expanded its route network and the number of flights and thus seats available to Walvis Bay, Maputo and Lubumbashi.

The importance of Airlink opening up feeder routes such as these cannot be overstated. One of the key challenges faced by the African air transport industry is that it is fragmented, due to almost all of the 53 African states owning their own airlines. Africa covers 30 million square km, (including adjacent islands, mostly Madagascar). To succeed in opening up these underserved and protected routes requires fortitude and patient negotiation with the many African states that wish to protect their own airlines – even when they are not operating.

“Since launching services linking Johannesburg with Maputo and with Lubumbashi last October In this regard Airlink’s opening up of the Johannesburg and November - Windhoek and Cape respectively, we have Airlink has specialised in opening air routes to Town - Walvis Bay seen a steady increase remote places - in this case with the first commerical routes are notable in passenger traffic on flight to St Helena island on 14 October 2017 victories for African those two routes. This economic growth. reflects an uptick in In both instances the trade and economic market needed the activity between South airlift capacity. In the Africa, Mozambique former it took Airlink and the D.R Congo. several years to wrestle By increasing our a dormant designation schedule on these away from a protected routes we will cater to competitor in order to the increased demand while providing more choices to customers wanting activate traffic rights, and in the latter the absence of a to travel to destinations across South Africa and hibernating airline that previously operated the route throughout Southern Africa,” says Airlink CEO and was flagged by the Namibian Airports Company, which called on Airlink with a positive collaborative Managing Director, Rodger Foster.

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FlightCom Magazine

Airlink is now Africa’s second largest airline with 63 routes

outcome. There are other examples of where working together yields results, such as Airlink’s close cooperation with IACM in Mozambique and CAAZ in Zimbabwe, and this highlights the important role of privately owned airlines in sustainably operating these regional routes and contributing to achieving the “Single African Air Transportation Market”.

Each nation’s respective civil aviation authority (CAA) has oversight responsibility for their aviation sector. However often regulatory oversight includes over protection as the regulator is also the owner of infrastructure such as airports and ground handling, and it may often be seen to be favouring the national airline, even if it is moribund. Thus, when an efficient and privately owned competitor such as Airlink wishes to expand into a new regional destination, it often has to pay extremely high ground handling charges – in some cases more than ten times greater that the local state-owned airline pays. Frequently the national airline pays fees in local currency and the competitor has to pay in US dollars.

The anti-competitive approach of governments to protect their state owned airlines is compounded by the way in which the current transport patterns mitigate against the development of Intra African trade.

Economic geographers have described the colonial road and railroad system as ‘dendritic’ – which is a leaflike vein pattern originating from the main outlets of international trade into the African interior with few if any links between the interior region.

As a consequence of the dendritic transport pattern, almost no railways were built to move goods or people intra-Africa; that is between and within states inside Africa. Almost all colonial transport links were built from the interior to the port, primarily for the then purpose of exporting raw materials to the colonial power.

Airlink has quietly persevered

There is also evidence that civil aviation regulators impose what are deemed to be excessive or questionable bureaucratic restrictions on the industry, particularly in the granting of licences, rights and aircraft operators certificates, and this further deters investors.

This vein-like transport pattern hampers intra-African transport and makes trade between countries in Africa very difficult. Often the only way to get from a mid-size town in one country to another mid-size town in a different country is to travel overland to the capital city, often on rough roads. These capital cities are usually located on or near the coast, and from there one flies to the next capital city and again travels on bad roads to get to the secondary city.

To show how poor African air connectivity is, a Google search for flights between the two cities of

FlightCom Magazine

7

Very high airfare costs for Intra-African connectivity

Tripoli and N’Djamena, which are 2281 km apart, showed that the quickest route took 37 hours and cost a staggering R91,602.

In comparison, Lisbon to Prague, which is slightly further at 2,300 km, costs one fortieth the price and takes one tenth of the time.

A liberalised 'Open skies' market has far cheaper airfares 8

FlightCom Magazine

Despite this massive failure of the airline industry to provide affordable and frequent flights, the transportation challenges caused by political differences and requirements between countries have grown since the end of the colonial era. Many African states protect their airlines by restricting airline connectivity using bilateral agreements and the ‘Freedoms of the Air’ to limit foreign carriers.

its ability to negotiate and mobilise bilateral agreements It is its ability to negotiate and mobilise bilateral agreements and the Freedoms of the Air that has made Airlink a particularly valuable part of the broader southern African transport infrastructure.

Before an airline can operate international services to another country, the governments negotiate a bilateral

air services (bilateral) agreement. Bilaterals provide for traffic rights in terms of the routes airlines can operate; capacity, in terms of the number of flights and passengers; specific airlines permitted to operate the routes; the ownership criteria of the airlines, which generally limits non-resident ownership; conditions regarding safety and security; and ticket prices. Many Air Services Licencing Councils (ASLCs) and Bilateral Agreements require airlines to submit ticket prices for approval.

The Chicago Convention established the rules under which international aviation operates. It also established the International Civil Aviation Organization (ICAO), the United Nations organisation responsible for fostering the planning and development of international air transport.

Bilaterals are now used to define the removal of restrictions on routes, capacity, and airline ownership.

In the past ten or so years, many other airlines that had hoped to benefit from Africa’s oft-stated commitment to ‘Open Skies and air route liberalisation have fallen by the wayside, yet Airlink has quietly persevered and thus has found itself very well positioned to take advantage of the vacuum in air services created by the Covid pandemic. 

Airlink has succeeeded in vastly increasing the air connectivity of places such as Lubumbashi

FlightCom Magazine

9

The freedom of the widest network in southern Africa. Use it.

Airlink now flies to Lubumbashi, the DRC’s mining capital, and Dar es Salaam, the largest city in East Africa.

Only Airlink can connect you to 11 African countries and St Helena island, offering you the widest network and choice of flights.

flyairlink.com

Dar es Salaam

Lubumbashi

Nosy Be Pemba

Ndola Lusaka Victoria Falls Livingstone Kasane

St Helena

Maun

Walvis Bay

Windhoek

Harare

Bulawayo

Gaborone

Antananarivo

Beira

Polokwane

Vilanculos Hoedspruit Skukuza Nelspruit Maputo Sikhuphe

JNB Sishen Kimberley Upington Bloemfontein

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Magazine 11 Contact: Nicola +27 83 449 5868 |FlightCom nicola@penguinpalace.co.za

BUSH PILOT HUGH PRYOR

FRANK

ABUKUTSA

PART 2

After having met Peter, Moses and the enormous Frank, who were the new catering team for our remote seismic camp in Oman, we walked out to the Pilatus Porter and after some fairly rudimentary security checks we heaved the heavy cool boxes with our food into the passenger cabin.

T

HE SLIDING DOOR conveniently opens up the complete side of the aircraft in the Porter, even when airborne. It has, in fact, been said by some of the more disparaging members of the PPF (Porter Pilot Fraternity) that this feature provides an ideal platform from which to converse with the wife, because she can hear every word you utter from on high, but you cannot hear a word she says in reply.

I secured the big boxes to tie-downs in the Lockheed seat tracks. Arranging the rest of the cabin for Frank’s anatomy to fit in, with enough space left for Moses was challenging, but finally they both looked comfortable enough to survive the trip. Peter would join me in the front. Tony, ever-thoughtful, had provided a large bag full of alimentary surprises for us, from the kitchens of the hotel. Fortunately, the surprises turned out to be mostly pleasant. Even Moses approved.

I introduced my guests to the niceties of the Pilatus Porter, including the safety features and the lack of toilet facilities, which led Big Frank to attend to the liquid refreshment required by a small parched shrub behind a container.

And so, after a grateful “’Bye!” to Tony, it was time to go.

The trip back was one of those great aeronautical experiences which are slowly being legislated out of existence. Here we were, in our own wraparound, fully interactive cinema, with rather too

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much Surround Sound for some tastes.

The weather was as perfect as only the desert weather can be, during the magic months of winter.

Not a cloud in the sky. Not a ripple in the air.

Horizontal visibility until only the curvature of the Earth deprived us of a view of our destination. Well, that’s not quite true, actually. If you are exploring, as we were, the lower twenty feet of a thousandfoot-deep canyon, the visibility is limited by the pillar of rock which sits on the corner as you sweep into the majestic corridor of the Wadi Douan. Its stately Baroque Palaces built ten stories high, out of mud, range themselves magnificently against the crumbling walls of the barren cliffs which keep this treasure-trove of Hadrami architecture secret from all but the prying eyes of the satellites… and, of course, us.

The wadi trails off, past a little flat-topped remnant of the plateau which sits obstinately in the middle of the canyon. The settlement on top of it is known as Hufah and access to its reclusive inhabitants was originally limited by a rope and a basket. Their sanitary arrangements created a certain malodorous reputation among the first British visitors to the area which inspired them, rather disrespectfully to bestow the nickname of ‘Ted’ on the Shiekh of Hufah, as in ‘Who-far-Ted’.

We swooped up past the now-deserted ramparts of the outcrop, to level off over the last undulating folds of the plateau, before touching down at the camp site, within view of where the Arabian

peninsula tumbled down to the coastal plain and the distant waters of the Gulf of Aden.

when discussing anything which is not French. For example;-

We were greeted by Danny, our Swiss engineer, and Renée, the Chef d’Ēquipe who had protected me from the dish-washing. While Danny and I secured the Porter on the concrete hard-standing by our workshop container, Renée introduced Peter and his team to the camp. Most of the crew were still out on the line and would not be back until around six-ish that evening. But William the cook, and his assistants, looked on, still trying to take on board the fact that their bluff had been called and they were now not just on strike, they were on the jobs market. Renée appeared to take obvious pleasure in showing Frank and Moses around what had, until this very morning, been William’s empire.

For, “Why have we got this terrible Kenya Coffee this morning?”

Peter left the next day and we flew down to Aden together, together with a disconsolate William and his helpers. I was to pick up a couple of visiting surveyors who specialised in a new technology called ‘3-D Seismic’ which was in its infancy in those days. When we got back, the camp was already transformed. Six new showers had been constructed from scrap iron, rocks and canvas and Driss’s expertise with the dynamite had been used to open up an underground cavern to accommodate the anticipated products from the three new sit-down toilets which Frank had constructed.

Read, “Wow! Where did they get this great Kenya Coffee from this morning?”

For, “What’s with these new African showers then?

I preferred the old one. Then you only needed to take one shower a week.”

Read, “Wow! Look at these great new showers. I bet those African guys thought that up! Now I can take two showers a day! Why didn’t anybody think of doing that before?”

It sticks in your throat a bit to begin with, but with practice, you get used to lying, bare-faced, to the little translator in your brain, and things become easier to handle. One thing is important to remember; don’t ever contemplate moaning yourself, particularly about anything French! This will lead you into uncharted territory and nobody really knows how long it takes to redeem yourself from the ‘Ostracise Bin’ in a situation like that. There has never, as yet, been a case recorded of anybody being reinstated after a crime of this severity.

My Mum was not a Frog

The dinner that night consisted of the tenderest roast beef with crusty-coated fluffy Yorkshire Puddings, roast potatoes whose crispily browned exteriors hid the softest of centres, just right for mopping up the classic brown gravy, all set off by leaks in a delightfully delicately-spiced little white sauce. The Apple Crumble and hot custard which followed would have put my mother to shame, god rest her soul.

My Mum was not a Frog though. Unfortunately, the menu which Moses had laid on was not built for French palates …and you should have heard how they moaned! It didn’t stop them eating it, of course, but Heavens, how they moaned!

And when they’d finished moaning about the food, they moaned about the toilets. They even moaned about the showers, can you believe?

After years of working with our French cousins from the other side of the English Channel, I just take moaning to be a part of the French language

Frank was having problems acclimatising to the French Attitude Syndrome. He was taking it all to heart. His was a jolly soul who reacted well to expressions of appreciation. “Thank you!” was the cheapest and surest way to make the colossus smile. Starved of appreciation, his morale was liable to shrivel and once that goes, the physical stamina quickly follows. Moses seemed to be comparatively unaffected. Most of the French flak seemed to fly over the comparatively low top of his head. It was Frank that worried me. A frame the size of his looked as though it needed lots of stamina just to keep it going.

One day, Danny and I were cleaning the aircraft, a job which must be good for my soul, because I loathe it with a passion. Over the years of loathing, I have developed an unbeatable technique which I feel I should pass on for the benefit of the younger generation. When the engineer proposes an aircraft cleaning session, I chivalrously insist that I do the oily, messy bits under the belly, while the engineer handles the easier bits like the wings, for example.

The belly job does indeed sound unpleasant, but what is not immediately obvious is that, with surprisingly little practice, you can keep one arm

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wiping while the rest of you goes to sleep, in the coolest out-door spot in the camp.

One day, about two weeks after Frank and Moses had taken over, Danny and I had a no-fly day.

Danny, with puritanical determination, suggested that we should cleanse our souls by going out and washing the plane. I reluctantly agreed. We filled the buckets with soapy water and threw the rags in. I had a store of old newspapers under my bed. There’s nothing like an old newspaper for getting the worst of the oil off an aircraft. Then the cosmetics can be done with the valuable rags without ruining them. Supplies of rags are strictly limited in the desert.

I took up my customary position, lying on my back, between the main wheels and began to wipe away the dust-laden oil which streams back from the PT-6’s breather and fuel dump. Some years ago, the engineers had tried attaching a piece of hosepipe to the breather in order to redirect the oil. It worked fine and I thought that I was going to have to find a new ‘technique’, until we discovered that a vacuum was building up around the end of the hose which was sucking the oil out of the engine. After that I was allowed to resume my traditional position under the belly.

Danny was busy polishing each rivet on the tail, in typical Swiss watchmaking tradition, when Frank suddenly appeared. He looked as though his morale had seeped out through the souls of his shoes. He was almost in tears.

I leapt out from under the ‘plane. “Frank! What’s up? You look terrible! Come…take a seat. Sit down.” I led him over to a couple of little chairs we had made out of two-inch piping. An old wooden cable drum served as our table and I borrowed the parasol which was supposed to protect the fire extinguisher and mounted it in the drum’s axle hole, to provide Frank with some shade.

“Now! What’s the problem, Frank?” I looked into his face enquiringly, now that it was down to my level. “Do I detect evidence of French Attitude Syndrome?”

The great head nodded. “I can’t seem to do anything right, Hugh. Whatever I do, the guys complain. They even complained about having the rooms cleaned this morning. They never had their rooms cleaned before and now they’re complaining because we’re cleaning them! Where’s the logic?

What am I doing wrong? What am I going to do to get it right?”

“How about starting with a cold beer?”

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“A cold beer?” he brightened, “Have you got one?”

“I’ve got an air conditioner-full of them.” I said, turning towards the workshop container, “Let me get you one.”

On my way back, with Frank’s morale-booster, I could not help being struck by a scenario which needed to be recorded on film for my in-laws who inhabited the pariah State of Apartheid South Africa.

“Frank,” I said, as I handed him his beer. “Just relax for a moment while I get the office Polaroid camera.”

I ran back to the camp, Serge handed me the camera with a grin, “What are you up to? Looks like No Good to me!”

“Just give me a minute!” I shouted, as I rushed back out to the ‘plane.

I lined up Moses with the camera so that Big Frank was in the foreground, with his beer and his parasol, Danny was standing on the tail of the Porter in the background. “Just point up at the top of the tail Frank.” I indicated with my finger and ran round to be in-shot, in my traditional place under the belly of the ‘plane. “Go for it Moses!” I shouted. CLICK!...

The photo motored out of the front of the camera. ”and again!” CLICK! Again a photo trundled out of the mouth of the camera.

The resulting photos were minor classics. The enormous black person appeared to be relaxing in the shade, in his garden, beer in hand while two white slaves cleaned his aircraft for him. There was no mistaking what the pointed finger was saying “Hey! You stupid Mzungu (Swahili language for Khawaja,) You missed a bit up at the top of the tail there!”

I sent one to my in-laws and wrote on the back, “This is how things work in the real world!”

But there was an unexpected bonus from the photosession.

The second photo, I stuck on the wall in the Mess Trailer and, as the crew filtered in, after their showers that evening, I inadvertently discovered something which tickled the French sense of humour irresistibly. As you are probably aware, they don’t have a lot of time for the British or the Swiss, and to see one of each being ordered around by a big beer-swilling black man appealed inexorably to the French Attitude. Pay-back for Waterloo, or Trafalgar, or Abukir? Maybe not, but Frank became the hero of the hour and the level of moaning became almost inaudible. 

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AIRLINE OPS MIKE GOUGH

MAKING SENSE OF IT ALL I was recently asked to assist an ex-colleague from our nonfunctional, previously flag carrying airline for a brief overview of the marshy swamp that comprises our aviation regulations and publications, as he is working as a flight instructor (again) in Cape Town and was required to do a presentation of said swamp to a PPL class.

I

T STRUCK ME how cocooned we were in the airline environment. From dispatch right through to post-flight paperwork, every aspect of the operation was taken care of for us in minute, exacting detail.

We even had someone read us the weather forecasts…

Having always stayed involved with General Aviation training, specifically as a Designated Flight Examiner, I have been obliged to keep tuned into the ‘real world’ of the jungle of official references.

There are in total 13 Acts, covering various aspects of all forms of aviation in South Africa. We are specifically concerned with the Civil Aviation Act, as FlightCom Magazine

This is the pre-amble of the Civil Aviation Act and can be a little ‘heavy going’ for us non-legal types, but it does encapsulate the purpose, and starting point for understanding our framework of aviation legislation.

CAA will gleefully point a finger at us in the accident report

First, we have the Civil Aviation Act of 2009. This is, as the name implies, an Act of Parliament, and essentially allows all other legislation to be promulgated, signed into law and given legal standing.

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a starting point. For those interested, there is an Act for SAA and SA Express, and despite this ‘blessing of Parliament’, we can see just how well laws can be disregarded for the benefit of the corrupt, and the demise of long-standing institutions…

To repeal, consolidate and amend the aviation laws giving effect to certain International Aviation Conventions; to provide for the control and regulation of aviation within the Republic; to provide for the establishment of a South African Civil Aviation Authority with safety and security oversight functions, to provide for the establishment of an independent Aviation Safety Investigation Board in compliance with Annexure 13 of the Chicago

Staying up to date in airlaw and regulations is a complex challenge for every pilot

Convention, to give effect to certain provisions of the Convention on Offences and Certain other Acts Committed on Board Aircraft; to give effect to the Convention for the Suppression of Unlawful Seizure of Aircraft and the Convention for the Suppression of Unlawful Acts against the Safety of Civil Aviation; to provide for the National Aviation Security Program; to provide for additional measures directed at more effective control of the safety and security of aircraft, airports and the like; and to provide for matters connected thereto.

As South Africa is an ICAO member (International Civil Aviation Organization), we have to comply with the various conventions that are created and amended to provide international conformity to global aviation.

Let’s consider the Civil Aviation Regulations or CARs, for short. These are groupings of legislation, that follow the international numbering sequence in conformity to ICAO convention.

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Prof Philipe Salazar's book is an excellent guide to planning a flight under SA's complex air law requirments

The CARs are numbered from 1 to 188, which covers pretty much every aspect of aeronautical operations in this country, although not every number is ‘active’, so to speak.

We are currently bound by the Civil Aviation Regulations of 2011, and the accompanying amendments, of which we currently have 22. These are published by Government Gazette and have to be read in conjunction with the specific regulation being amended. So, we need to be aware of both the regulations and the current amendments at all times to stay on the right side of the law!

This we can find on the CAA website, through the Nexis Lexus service provider. Take a look at “Information for the Industry” >> “Legal and Aviation Compliance” >> “Legislation”. There, you will see the current Acts, and below, select “Regulations” >> “Civil Aviation Regulations 2011”.

Here is an example of the CARs numbering: Part 1 Definitions Part 11 Procedures for making Regulations and Technical standards.

Part 12 Aviation Accidents and Incidents And so on. For simplicity, we will look at the aspects that control our lives as pilots.

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Part 43 General Maintenance Rules Part 60 Flight Simulator Training Devices Part 61 Pilot Licensing Part 62 National Pilot Licensing Part 67 Medical Certification Part 91 General Aviation Operating and Flight Rules Part 121 Air Transport Operations – Carriage on Aeroplanes of more than 19 Passengers or Cargo Part 127 Commercial Helicopter Operations: Passengers, Cargo, and Mail Part 135 Air Transport Operations – Carriage of less than 20 Passengers or Cargo Part 141 Aviation Training Organisations Part 145 Aircraft Maintenance Organisations Part 185 Enforcement Part 187 Fees and Charges Part 188 Administration Now, all of these are important in terms of what is legal, and what would constitute and offence, in terms of our operations.

Bear in mind, all of this comes through Parliament, and is a significant process to promulgate. Thus, to enable some flexibility, each CAR has an associated CATS, or Civil Aviation Technical Standard, which provides the granular detail to the CARs. For example, in Part 91, we would find the legal necessity to carry a fire extinguisher in our aircraft.

The CATS, with the same numbering as the CARs, will tell us what type and quantity must be carried, according to aircraft type.

These can be easily amended by the Civil Aviation Authority, without having to go through Parliament.

So, in summary, we look for a particular aspect (for example in Part 61, pilot licencing) we will find: SUBPART 3: PRIVATE PILOT LICENCE (AEROPLANE) 61.03.1 Requirements for a PPL(A)

And this will contain the legal requirements for the PPL, but then we must check the amendments, and then refer to the same CATS number for specifics.

Simple, hey?

In a nutshell, that is the CATS and CARs.

We also have several official publications that we must be aware of, and know how to access through the CAA website, under “Information for the Industry” >> “Aeronautical Information”.

Namely:

IAIP Integrated Aeronautical Information Publication.

Let’s find this on the CAA website and take a look at all of the South African specific information for the entire aviation infrastructure in this country.

This is normally referred to as the AIP, or Aeronautical Information Publication.

Aviation law is a fine balance between practicalities and control

AIC Aeronautical Information Circular

These are essentially information notices published as guidelines for the industry by CAA. These are not legally binding, but CAA takes a dim view if they are not followed to the letter.

Let’s look at the AIC index on the CAA website.

AIP / AIC Supplements: As the name implies, this is supplemental information, to be read in conjunction with the relevant AIP or AIC. These publications are published and updated according to a very specific schedule, referred to as the AIRAC cycle, which is essentially every three months, or quarter. Thus we should check the CAA website at least before each flight (NOTAM) or every three months at a minimum, for the other publications.

For example, while we are preparing our flight planning from (for example), Cape Town to Upington, we need to check we conform to all relevant CATS and CARs, that we have consulted the AIPs and AICs relevant to our operation, and that NOTAMs have been read for our departure point, en-route, destination and destination alternate (s).

We might find in the NOTAMs that there is Work In Progress (WIP) on a taxi-way, and that Avgas is unavailable in Upington.

Should one miss the WIP NOTAM, and taxi into the hole being repaired and damage the aircraft, insurance will tell us to jump in the lake and CAA will gleefully point a finger at us in the accident report. This could make a serious dent to our plans, so best we start here while doing our planning.

then we would have let The System beat us

Another very important and relevant aspect of the CAA’s AIM (Aeronautical Information Management) is a daily updated information source, referred to as NOTAMs, or Notices to Airmen.

Gender specifics do prevail here…

This is relevant information about all aspects of aircraft operations in the country that may be affected by day to day occurrences.

The best way to understand all of these aspects is through practical examples, so let’s have a good look at all references while we are planning our next flight, whether this is a ‘simple’ circuit session, or a complex navigation exercise.

These references are applicable from the moment we embark on any planning, to the time we close our hangar doors after a flight. It may well be safer to never open those hangar doors, but then we would have let The System beat us. 

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OBITUARIES Three giants of South African flying were felled in two separate accidents on one terrible day in mid-March. Maj Gen Desmond Barker and Col Iyer Rama were killed on the morning of 17 March when the Patchen Explorer aircraft they were flying for the museum crashed. Capt Alan Slade was killed given instruction in a microlight at Ballito Durban.

Maj Gen Desmond Barker SM, Hon FRAeS. 1949 - 2021 Des Barker retired from the South African Air Force after 40 year air force which included being Chief Test Pilot, air attaché in London, air base commander, and a member of the Silver Falcons aerobatic display team.

In recognition of his enormous accomplishments, he was awarded the Southern Cross Medal and made an Honorary Fellow of the Royal Aeronautical Society.

Wiki records that Des Barker was born on 25 August 1949 in Pretoria and attended Lyttelton Manor High School. He was the third generation in his family to join the South African Air Force (SAAF). He joined the SAAF in 1968 and completed his pilot training in 1969. His first posting was to Combat Flying School SAAF from 1970 to 1983 before moving to Central Flying School at Langebaanweg, flying the Impala. He also flew Canberras at 12 Squadron.

Recognising his abilities both as a pilot and as an aerodynamicist, he was selected for training as a test pilot and graduated in 1985. He was posted to 1 Squadron and flew the Mirage F1AZ. During this time he was seconded to Armscor, testing the Cheetah.

For his contribution to flight-testing he was awarded the Southern Cross Medal in 1990. A year later he was appointed Chief Test Pilot at the Test Flight and Development Centre in the Overberg base.

After attending the Senior Command and Staff Course in 1995, he was appointed Officer Commanding of the Test Flight and Development Centre and on 30 January 1996.

In 2000 he was posted to South Africa’s High Commission in London as Air Attaché, returning

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in 2003 to attend the Executive National Security Programme at the South African National Defence Force College. In January 2004 he was appointed General Officer Commanding Air Force Base Makhado as a brigadier general. He was assigned as Chief Director Force Preparation in June 2006, and promoted to major general.

Maj General Des Barker retired from the SAAF in May 2008. After leaving the SAAF, he joined the Council for Scientific and Industrial Research as the Manager of Aeronautics Research until March 2017.

He had 7200 flying hours on 58 aircraft types. At the time of his death Barker maintained his flying career as a civilian experimental test pilot. He was vice president of the South African Society of Experimental Test Pilots (SETP). In 2011 he was awarded the SETP European Flight Test Safety Award. Gen Barker became the world authority on air show safety. He published a number of books, including Zero Error Margin – Display Flying Analysed (2003).

General Barker died on 17 March 2021, in the crash of a Patchen Explorer short or Runway 02 at Swartkop Air base.

Des Barker was married to Benni and had two sons; Kevin and Dean. The family spent considerable time in Israel where the children attended school, which was according to Des Barker a life changing experience from the strictures of the South African schools at Caledon in the Western Cape. Kevin went on to become an accomplished Corporate jet pilot, photographer and the Editor of Airnews magazine before going fishing in Belize, while Dean is in management at Apple Corporation in California.

TOP LEFT: Maj Gen Desmond Barker SM, Hon FRAeS. 1949 - 2021 TOP RIGHT: Colonel Rama Iyer: 1950-2021, image Dean Wingrin LEFT: Alan Slade

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Colonel Rama Iyer: 1950-2021

Alan Slade

Colonel Rama Iyer was a fighter pilot for the Indian Air Force, but when it became clear that his opportunities for further advancement were limited he realised it was time to make a move to an air force that could better use his skills.

Captain Alan Mark Slade was killed, also on 17 March 2021, when a weight shift microlight he was giving instruction on in Ballito crashed under unknown circumstances.

Col Iyer met Col Rodney Pennel, the South African Air Force attaché to India, and Pennel soon saw the opportunity for the SAAF to recruit a fighter pilot with much to contribute to the SAAF. Rama Iyer emigrated to South Africa in 1999 to share his knowledge of air combat and he was posted to the SAAF’s 85 Squadron based in Hoedspruit as a Major – the equivalent to the Indian Squadron Leader.

Colonel Iyer’s SAAF call sign was “Dynamite” and, according to his close friend and colleague, Lt Col Koos Kieck, Iyer soon earned the respect of his peers and superiors at the SAAF thanks to his rigorous Indian Air Force training and British-based disciplines.

He had completed the Staff Officer’s course in England and was an Air Warfare Instructor on MiG 21s.

In South Africa Col Iyer was responsible for setting up the flight training and class work for the Hawk. He stayed on at Hoedspruit where his wife, Anita and their children loved the environment. The children attended school in Phalaborwa. Iyer’s daughter Meenakshi has gone on to become a dentist and his son Ankit a chartered accountant, both remaining in South Africa.

Both have married and have children.

After Hoedspruit, Rama Iyer moved to Pretoria where he headed Training Command and, according to Lt Col Kieck, he did a great job. Iyer retired from the SAAF aged 65 as a full colonel in 2015 and continued to fly for the SAAF as well as for the museum's Historic Flight, where he impressed with his displays of the museum's De Havilland Vampire jet.

After leaving the SAAF he became a senior inspector at the CAA where he provided much-needed improvements and security to the CAA’s written exams system.

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Captain Slade was awarded the Honoris Crux (Silver) for his actions on 1 and 2 April 1989, during Operation Merlyn. The citation reads: “He and Sergeant Theo Fredrikson, as his flight engineer, while performing special duties at Air Force Base Ondangwa during March and April 1989, flew a troop-carrier transporting casualties.

Their Alouette came under severe fire but this did not deter the crew from completing the flight. They

displayed an exceptionally high standard of proficiency.

Although they were under fire, the wounded were lifted but the helicopter had to return to base because of severe damage. There Fredrikson worked almost throughout the night to get the damage repaired and the aircraft serviceable. The next day they again they came under severe fire, on two occasions, but with complete disregard for their own safety they remained calm and carried out the emergency actions necessary for the completion of their task. Through the bravery and unselfishness of the crew, the seriously wounded men were safely lifted and their lives were saved. ... Their deeds of bravery while in danger reflect great credit on themselves and on the SA Air Force.

After the Border War, Alan Slade joined Court Helicopters for two years and then moved to the airlines where he spent a year with Comair before joining Air Mauritius in 1996, where he rose to become an A330 and A350 Training Captain, before being furloughed due to Covid-19. He spent his time away from the airline giving back to the Durban flying community by amongst other things giving instructions in microlights. He leaves behind his wife Karen, son Josh, and daughter Samantha. 

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FACE TO FACE

E C A F O T E C A F E T HI OP I A N A I R L I NE S CE O PART 2

In this second 2 of an interview with CAPA’s Peter Harbison (PH), Ethiopian Airlines CEO Tewolde Gebremariam (TG) talks about the Boeing Max and the challenges of co-operating with SAA.

Tewolde GebreMariam, Group CEO talks on the Max and SAA

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PH: There have been so many agreements to liberalise air traffic in Africa which have gone nowhere.

Talking about Ethiopian in particular, in Africa, are you progressing with airline partnerships? You’ve been looking at investing in other airlines, and really establishing something of a network. How is that proceeding now?

TG: We have mixed feelings on this. To make real progress in terms of collaboration, consolidation, and also creating the critical minimum volume to find economies of scale, it would have been much better if the existing airlines can work together, can cooperate, can stablish meaningful partnership.

strong to go and form partnership with governments, with airlines. And also there is a vacuum created in many pockets in the continent, so I think we are in the right position.

PH: That sounds very interesting. Obviously there has been an increasing gap because of South African Airways steep decline over the years. Is that market of interest to you?

That would have been the right way to go, and that would have been economically beneficial for everybody in the continent.

But unfortunately, that is not possible. Well, at least thus far it has not happened for many reasons. So in the absence of a big liberalisation bang we have been trying to establish hubs here and there. Some of them are successful like Accra in West Africa. Some of them are not very successful because the markets are very small, like Malawi and Chad. We are now on the final stage in Zambia, which we think will be another success story like Accra, because Zambia is centrally located for Southern Africa. Zambia is also a bigger and very successful economy and a relatively successful democracy. So we are hopeful on that.

TG: South Africa is a very different market. When you take the total market of Sub-Saharan Africa, 40% of Sub-Saharan Africa market is in South Africa. So it’s a huge market. But in terms of serving as a hub, the geographic location is not suitable. So it is O&D, to and from South Africa. When you look at it from O&D, to and from South Africa, between European and South Africa, North America and South Africa, Asia, and so on, it’s a big market. To succeed in that market one has to be inside South Africa. But at the same time, let’s also face it that it is a very competitive market, because every mega carrier in the world is already there: European carriers, Middle East carriers, Delta in the US, and so on. So for us, the only way we can look at it as an opportunity is if we can cooperate with South African Airways. And to be honest with you, that has been a challenge so far. We are still discussing, but I would say it has not met the expected progress.

DRC is a very challenging market. A very large market, but it has been challenging for us. We are still discussing, and we hope we’ll succeed to establish a hub there. We are now also talking to TAAG Angola, another big market. As you know, Emirates was there for a few years and then they withdrew. So we want to cooperate with TAAG also, we have started some preliminary, initial stage discussions. So in a nutshell, I think I would say we have a better opportunity now, post-COVID recovery, because we are internally

TG: Yes we had that tragic accident. Now it is proved beyond reasonable doubt that the reason of the accident was a design defect. Many investigations have proved that. Boeing has also signed a deferred prosecution agreement with the US government. So, first and foremost for us is to settle the claims that we have with Boeing. We are almost on the final stage. It has taken us about 10 months to reach at an amicable settlement.

And then the next stage will be to decide on the Max.

SAA has been a challenge to cooperation so far

We have also established an airline in Mozambique, that is on a good foundation now that airlines in South Africa have problems. It will operate between Mozambique and South Africa, and within Mozambique. And Mozambique, as you know, is a very long country, north to south is around three hours flying. I’m very hopeful on that.

PH: That sounds like a very nice understatement of anything to do with South African Airways. Let’s conclude on the difficult topic of the 737 Max. We all know the troubles you’ve been through with that. You still have 25 orders of the 737 Max. How do you see the future? Are you going to be operating that in the near future? Are you going to take all those aircraft on?

How are you talking to Boeing about this?

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A moribund SAA has been challenging to deal with

Ethiopian is still committed to Boeing and the 737 Max

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What do we do in the future of the Max? We have been concerned, but now it has been cleared by the FAA in the US and by EASA in Europe and so on. Our experts, technicians, engineers, and pilots seem to be satisfied that the modifications will fully address the flight control system that was creating a problem on the airplane. But again, as we have always maintained, we will not be among the first carriers to fly the airplane because we are an airline that has been severely affected by the accident. So we need to take time to convince our pilots, our crew, our technicians, and also our passengers that this airplane is safe beyond any reasonable doubt. As a result of that, we have made a thorough analysis, technically, operationally, commercially, and we decided to continue with the airplane because we have about 20 737NGs. So that means we are committed to the airplane.

PH: July. That’s fairly close. Do you think there’ll be passenger acceptance? I mean, not just in Ethiopia?

TG: My sources at Boeing are telling me that the airplane has so far done about 30,000 flights or something like that. And the reception of passengers has been good. There was no significant number of passengers who declined to fly on that airplane. So we will build on that in the next few months, by June, July, then it will be a universally accepted airplane all over the world, which will make it easier for us to convince our passengers here in Ethiopia and in the region.

no significant number of passengers declined to fly on the Max

We have explored our options. Diversifying to another airplane in that category is not economically feasible for us, as long as the airplane is good. So our final decision is to continue with the airplane. But again, we have to discuss how we achieve that objective going forward. So I would say that we may be able to start flying the airplane by July.

PH: You’re firmly a Boeing customer 787’s, 777’s, and 737’s. And that’s the way things will stay. Obviously you’ve had some very fruitful discussions with Boeing in the meantime, too.

TG: It’s very interesting in the past year, we must have taken 10 new airplanes when not many airlines were taking new planes. We took two Airbus A350 and two 787-900s, and then five Bombardier Q400s. So yes, we have passed through a very challenging time in our relationship, but now I think we are in a better shape.  Tewolde GebreMariam controversally got right into the accident scene of his airline's 737 max crash

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AIRPORTS

FISANTEKRAAL BECOMING THE CAPE WINELANDS AIRPORT

A group of venture capitalists is pushing ahead with the redevelopment of Fisantekraal airport into the major secondary airport for Cape Town, to be called the Cape Winelands Airport The proposed new entrance to the Cape Winelands Airport

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EVELOPMENT PLANS are expected to stretch over a number of phases and years. The first step is to resurface the existing runways and build more hangars and modern facilities.

Nick Ferguson, as one of the project leads, notes that, “Based on our in-depth market analysis and case studies on travel into and out of Cape Town, Cape Winelands Airport (CWA) has identified its strengths and unique characteristics that place it in a strong position in relation to its peers and the smaller airfields around the city.

“From a General Aviation (GA) perspective, the facilities of our competitors fall short in one way or another. Cape Town International Airport (CTIA) is too busy with scheduled commercial operations to properly facilitate flight schools and private aircraft owners. Morningstar and Stellenbosch Airfields have space restrictions, are at capacity, have no guaranteed longevity with short leases off the city, have safety issues and low-level infrastructure.

“CWA is extremely well positioned to become the de facto hub for GA in the region. It has room for growth, and the ability to provide cost effective professional facilities for flight school operations, private aircraft owners, professional facilities for aircraft parking, maintenance and fuelling, as well as club house hospitality facilities.”

Ferguson argues that “In terms of commercial passenger traffic, CWA can differentiate itself from CTIA as other secondary airports such as Lanseria (in Johannesburg), City (in London) and Girona (in Barcelona) have done.

Each of these airports offers connectivity for specific market segments that benefit from the airport’s location (close to business or tourism destinations) and from the faster processing time compared to their larger (hub) counterparts.

For CWA this means business travellers to and from Cape Town and surrounds benefit from a lack of traffic congestion or disruption around the airport and fast and convenient passenger facilities.

Compared to CTIA, the airport is located closer to the catchment areas of Paarl, Wellington, Stellenbosch and at equidistance from the Cape Town northern suburbs of Durbanville and Kraaifontein. A short time from ‘plane to curb’ and high-quality facilities can persuade business travellers to choose CWA over CTIA. For inbound leisure tourists, the airport’s location close to many Cape Winelands cultural, culinary and winerelated attractions is a major benefit. The airport could also facilitate outbound leisure tourism by providing connectivity to local ‘bush’ destinations, as well as regional destinations such as the Sossusvlei and Skeleton Coast in Namibia, the Okavango Delta in Botswana and Victoria Falls in Zambia or Zimbabwe.

The airport’s location in between the three major regional growth centres of Cape Town, Stellenbosch and Paarl and along north-south and east-west road networks, provides opportunities for transport- related developments.

Multimodal transport linkage connectivity and landside facilities are important considerations for passengers.

Facilities for public transport, car hire, fuelling and parking are key success factors for attracting commercial passenger traffic at the airport. Commercial developments such as retail, food & beverage and even

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The new Cape Winelands Airport is ripe for redevelopment with its four wide runways

offices can support business traffic in particular by providing complementary and convenient services.

The combination of transport linkages and commercial activity can galvanize demand for light-industrial facilities such as logistics, warehousing and even air freight (depending on sufficient flight connectivity).

Each of these activities generates non- aeronautical revenue that can support the development of the airport and create a diversified and stable business.

The strategic positioning of the airport described here are captured in the following mission and vision statements, as well as the strategic pillars related to the various product-market combinations.

The airport’s Mission statement notes that it aims to provide the most efficient and enjoyable flying environment for schools and private aircraft owners and to provide the most seamless and pleasant passenger experience for business and leisure travel within Southern Africa.

A strategic pillar is that it will enable the growth of flight school operations and attract private aircraft owners to the airport. By creating and maintaining a supportive, professional environment, the airport can become the regional hub for GA activities. This includes private recreational flying, as well as chartered operations targeting business and leisure passengers.

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Ultimately the mission statement envisages the airport handling scheduled commercial traffic. Being a relatively small airport, with high-quality facilities to be installed, it will in the future create a convenient and pleasant passenger experience. Modern, innovative and seamless passenger facilities are key to differentiation.

Inbound business travellers will be attracted by fast access to major business destinations in Cape Town and Stellenbosch. Outbound business travellers that live towards the north and east of Cape Town may find CWA more convenient than CTIA. The developers believe there is significant growth potential in the region for secondary industries such as agriculture, as well as tertiary industries such as tourism, trade, logistics and (financial) services.

Multimodal connectivity and synergistic landside activities turn the airport into an economic node and growth catalyst for the region. Based on its location, the airport has the potential to become a destination in and of itself.

An attractive landside precinct, or ‘plaza’, is beneficial for both passengers, meeters & greeters, visitors and local business. 

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DEFENCE DARREN OLIVIER

WHITE LABEL WEAPONS DEVELOPMENT

A white label missile being tested on a Hawk of SAAF 85 CFS Squadron 32

FlightCom Magazine

France’s Armement Air-Sol Modulaire (AASM) ‘Hammer’ modular precision-guided bomb kit is an impressive weapon, without any doubt one of the best of its kind in service anywhere in the world.

I

T STANDS OUT in a crowded field by virtue of its flexibility, being able to fit on everything from lightweight 125 kg Mk81-style bombs all the way through to mammoth 1 000 kg Mk84style bombs, while having up to 70 km of stand-off range thanks to a built-in rocket booster, and all with a sub-1 metre circular error probability (CEP) accuracy.

The French Air Force and Navy have operated the AASM for nearly fifteen years, with excellent operational results reported from theatres like Libya and Mali. They’re so satisfied with the kit that it has become the mainstay precision-guided munition for both forces. And it has now been exported to the Moroccan, Egyptian, Qatari, and Indian Air Forces.

By all measures the AASM is a successful programme.

Yet few people know that it wasn’t actually developed in France, but in South Africa, by the then-Kentron (now Denel Dynamics) under Project _Green_.

work. It chose Denel, apparently because of the company’s proven success with the H2 and H4 standoff weapons, which were exported as the Raptor I and Raptor II respectively to countries like Pakistan, along with its other weapons like the MUPSOW and TORGOS long-range stand-off weapons. Importantly, the H4 was fitted with a rocket motor to boost its stand-off distance and both the H2 and H4 already incorporated hybrid GNSS/INS guidance for accuracy to around a 10 m CEP as well as an imaging-infrared (IIR) sensor with target recognition to bring that down to around 1 m.

Even with that experience Project _Green_ was a difficult undertaking for Kentron, with a tight deadline of less than four years between the contract awarding date and the expected date of delivery in 2004, and strict acceptance criteria.

Moreover, the required modularity of the design presented its own unique problems that the team had never before encountered.

Middle Eastern companies have poached dozens of key Denel staff

In 2000, Sagem won the French government contract to develop what would become the AASM, but lacked some in-house expertise in the aerodynamics and systems engineering of precision-guided munitions. Given the intense time pressure of the contract, Sagem decided to look for a company with ready-made experience to which it could outsource the initial development and testing

Nonetheless Denel succeeded despite a few hiccups and the first launch tests, from a South African Air Force (SAAF) Cheetah C at the Test Flight and Development Centre (TFDC) at AFB Overberg, kicked off in September 2004. By June 2005 France’s Délégation générale pour l’armement (DGA) was able to carry out the first launches from a Mirage 2000 at its test site in Biscarosse. Sagem

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took over the rest of the development programme and Project _Green_ came to an end, with all of Denel prevented by the terms of its contract from ever revealing its role in the project.

However, the experience that Denel’s engineers gained on the AASM project convinced both the SAAF and Denel to transfer those lessons into a new product, and so the team soon went to work on what would become the Umbani precision-guided munitions kit with technology development funding from the SAAF under Project Katleho.

Like the AASM, Umbani was designed to be modular so as to allow it to fit a wide range of bomb sizes, have multiple guidance and seeker options, and have optional range extension. But unlike the AASM, which opted for only fin-based control, the Umbani was to have a pair of optional folding wings that extended the stand-off range to 120 km without rocket boosting, and up to 200 km with a rocket booster fitted.

The SAAF’s initial Project Katleho development funding took the Umbani to live subsonic launch tests from a Cheetah at TFDC, then a Mirage F1, and finally a SAAF Hawk Mk120, but was insufficient for supersonic integration on the Gripen or acquisition into SAAF service.

With that funding coming to an end, Denel looked elsewhere for customers and partners. It found the United Arab Emirates’ Tawazun, a rapidly growing state-controlled defence firm looking to acquire projects and technology from elsewhere to build up their local defence industry. Denel and Tawazun formed a joint venture company around Umbani, soon renamed ‘Al-Tariq’, called Tawazun Dynamics and set about integrating the weapons system on United Arab Emirates Air Force (UAEAF) Hawks and Mirage 2000s under Project MBARC. That joint venture still exists today, and the Al-Tariq is in active service with the UAEAF.

Denel displays its Al Tariq missiles

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An extremely rare and unknown origin pic of the AASM prototype being dropped from a Cheetah C. It’s the clincher that proves the argument

Project Green, and to a lesser extent Umbani after the Al-Tariq joint venture was formed, are examples of ‘white label’ weapons development, where companies are contracted to anonymously design and develop new products on behalf of other companies which then market and sell it as their own. It was also not the first or only time that Denel and its subsidiaries have quietly engaged in white label development: Over the years it became a fairly substantial portion of the company’s business.

Amongst the many projects and products that Denel, in particular Denel Dynamics, worked on are the P2, P3, P4, and Sejeel precision guided munitions projects for EDGE, the Saqr armed drone for Saudi Arabia’s King Abdulaziz City for Science and Technology (KACST), Pakistan’s Ra’ad cruise missile programme, and many others.

Denel Spaceteq even designed and launched at least three satellites for Saudi Arabia: SaudiSat-3 in 2007 and SaudiSat-5a and -5b in 2018.

Nor is this limited to Denel, but over time has become almost standard practice for many parts of the South African defence industry which have tried to offset the rapid shrinking of local orders from the South African National Defence Force with similar white label developments and technology transfers with mostly Middle Eastern countries going through industrialisation drives. One recent example is the RW24 smart loitering munition recently unveiled by the EDGE subsidiary ADASI, which bears an uncanny resemblance to Paramount Advanced Technology’s RoadRunner drone. There are many others.

However, while this sort of white labelled development has undoubtedly been profitable, it is not without risks

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and downsides. First amongst them is that it’s a practice with a finite lifespan: While it works well at first, when one or more countries or companies are building up their own skills in an area, before long that demand comes to an end and the opportunities cease. Worse, you have now created a competitor, and introduced that competitor to your key engineering staff who they can poach as soon as the contract is over. Second, it can become too easy to rely on this source of revenue rather than further developing and enhancing the production capabilities and marketing of your own products, leaving you in a bad place when the white label development orders dry up.

Third, it’s bad from a cash flow perspective as it creates a feast or famine situation, even more so than the uneven cash flow that comes from typical weapons system sales.

Rheinmetall, which is extremely similar to the Cheetah C-RAM system which Denel Dynamics had previously developed with Rheinmetall for the exact same purpose and role. Virtually the entire Cheetah C-RAM team left Denel Dynamics in the past two years and at least some have been confirmed to have worked on SkyKnight.

To be clear, both Rheinmetall and EDGE, as well as the engineers involved, are insistent on stating that the SkyKnight missile differs from the Cheetah and that it should not be seen as an unauthorised copy.

It is certainly slightly larger and differs in other significant ways, but it’s difficult to not reach the conclusion that it’s at the very least a continuation of the Cheetah C-RAM project in spirit, with many of the same people, but outside of Denel and without Denel being able to benefit from it.

serious doubts as to whether Denel Dynamics can even be saved

By all indications, all of these risks hit Denel Dynamics hard, along with other factors such as State Capturerelated corruption and deep cuts in SANDF acquisition funding, and have been a substantial contributor to its current extremely dire state.

While it had a few years of plenty, as it helped to design and develop entire families of products for companies like EDGE, SAMI, and KACST, it was unprepared for how swiftly that dried up once those companies developed a sufficient level of local capability to continue on their own.

Those Middle Eastern companies have also poached dozens of key Denel engineering staff, some with decades of experience. Most of the other remaining key engineering staff, especially at Denel Dynamics, have left for companies like Incomar which perform substantial work on behalf of companies like EDGE in any case. One can hardly blame them, given that Denel’s cash crisis has meant that none have received full salaries for nearly two years.

Emblematic of this process is the recent unveiling

by EDGE of their SkyKnight C-RAM missile defence system developed in co-ordination with

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Given the level of skills loss, there are now serious doubts as to whether Denel Dynamics can even be saved at this point. So many key people have left, so many capabilities and divisions now left unstaffed, that it may be impossible to rebuild.

Amongst the affected projects is the A-Darter, which Denel Dynamics is meant to be building at scale for the SAAF (under Project Kamas) and the Brazilian Air Force, but which is years behind schedule and now potentially postponed indefinitely. There have been rumours that Incomar, Hensoldt, and other companies have been in discussions to take over the A-Darter production contract but none have the requisite in-house infrastructure, the data packs, or enough of the expertise to do it alone.

It’s sad to believe that, quite soon, Denel Dynamics and its illustrious history might be no more. It’s also disappointing that much of what it developed over the years, projects just like the AASM, the various SaudiSats, and Saqr, will likely never be known about as they were developed under confidential white label terms. This piece is an attempt to lift the lid on at least part of that history. 

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FlightCom Magazine

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FlightCom Magazine

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FlightCom Magazine

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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 Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz

Alpha One Aviation Opelo 082 301 9977 on@alphaoneaviation.co.za www.alphaoneaviation.co.za

Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za

AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za

AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za

Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.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 C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za

Dart Aeronautical Jaco Kelly 011 827 8204 dartaero@mweb.co.za

Atlas Aviation Lubricants Aerocore Steve Cloete Dart Aircraft Electrical Jacques Podde 011 917 4220 Mathew Joubert 082 565 2330 Fax: 011 917 2100 011 827 0371 jacques@aerocore.co.za Sales.aviation@atlasoil.co.za Dartaircraftelectrical@gmail.com www.aerocore.co.za www.atlasoil.africa www.dartaero.co.za

Aero Engineering & PowerPlant ATNS DJA Aviation Insurance Andre Labuschagne Percy Morokane 011 463 5550 012 543 0948 011 607 1234 0800Flying aeroeng@iafrica.com percymo@atns.co.za mail@dja-aviation.co.za

www.atns.com www.dja-aviation.co.za Aero Services (Pty) Ltd Chris Scott Aviation Direct Dynamic Propellers 011 395 3587 Andrea Antel Andries Visser chris@aeroservices.co.za 011 465 2669 011 824 5057 www.aeroservices.co.za info@aviationdirect.co.za 082 445 4496

www.aviationdirect.co.za andries@dynamicpropeller.co.za Aeronav Academy www.dynamicpropellers.co.za Donald O’Connor BAC Aviation AMO 115 011 701 3862 Micky Joss Eagle Aviation Helicopter Division info@aeronav.co.za 035 797 3610 Tamryn van Staden www.aeronav.co.za monicad@bacmaintenance.co.za 082 657 6414

tamryn@eaglehelicopter.co.za Aeronautical Aviation Blackhawk Africa www.eaglehelicopter.co.za Clinton Carroll Cisca de Lange

011 659 1033 / 083 459 6279 083 514 8532 Eagle Flight Academy clinton@aeronautical.co.za cisca@blackhawk.aero Mr D. J. Lubbe www.aeronautical.co.za www.blackhawk.aero 082 557 6429 training@eagleflight.co.za Aerotric (Pty) Ltd Blue Chip Flight School www.eagleflight.co.za Richard Small Henk Kraaij 083 488 4535 012 543 3050 Elite Aviation Academy aerotric@aol.com bluechip@bluechip-avia.co.za Jacques Podde www.bluechipflightschool.co.za 082 565 2330 Aircraft Assembly and Upholstery Centre info@eliteaa.co.za Tony/Siggi Bailes Border Aviation Club & Flight School www.eliteaa.co.za 082 552 6467 Liz Gous

anthony@rvaircraft.co.za 043 736 6181 Enstrom/MD Helicopters www.rvaircraft.co.za admin@borderaviation.co.za Andrew Widdall

www.borderaviation.co.za 011 397 6260 Aircraft Finance Corporation

aerosa@safomar.co.za Jaco Pietersen Breytech Aviation cc www.safomar.co.za +27 [0]82 672 2262 012 567 3139 jaco@airfincorp.co.za Willie Breytenbach Era Flug Flight Training www.airfincorp.co.za admin@breytech.co.za Pierre Le Riche 021 934 7431 Aircraft General Spares Bundu Aviation info@era-flug.com Eric or Hayley Phillip Cronje www.era-flug.com 084 587 6414 or 067 154 2147 083 485 2427 eric@acgs.co.za or hayley@acgs.co.za info@bunduaviation.co.za Execujet Africa www.acgs.co.za www.bunduaviation.co.za 011 516 2300 enquiries@execujet.co.za Aircraft Maintenance @ Work Celeste Sani Pak & Inflight Products www.execujet.com Opelo / Frik Steve Harris 012 567 3443 011 452 2456 Federal Air frik@aviationatwork.co.za_ admin@chemline.co.za Nick Lloyd-Roberts opelonke@aviationatwork.co.za www.chemline.co.za 011 395 9000 shuttle@fedair.com Aircraft Maintenance International Cape Aircraft Interiors www.fedair.com Pine Pienaar Sarel Schutte 083 305 0605 021 934 9499 Ferry Flights int.inc. gm@aminternational.co.za michael@wcaeromarine.co.za Michael (Mick) Schittenhelm www.zscai.co.za 082 442 6239 Aircraft Maintenance International ferryflights@ferry-flights.com Wonderboom Cape Town Flying Club www.ferry-flights.com Thomas Nel Beverley Combrink 082 444 7996 021 934 0257 / 082 821 9013 Fireblade Aviation admin@aminternational.co.za info@capetownflyingclub.co.za 010 595 3920 www.@capetownflyingclub.co.za info@firebladeaviation.com Air Line Pilots’ Association

www.firebladeaviation.com Sonia Ferreira Capital Air 011 394 5310 Micaella Vinagre Flight Training College alpagm@iafrica.com 011 827 0335 Cornell Morton www.alpa.co.za micaella@capitalairsa.com 044 876 9055

www.capitalairsa.com ftc@flighttrainning.co.za Airshift Aircraft Sales

www.flighttraining.co.za Eugene du Plessis Century Avionics cc

082 800 3094 Carin van Zyl Flight Training Services eugene@airshift.co.za 011 701 3244 Amanda Pearce www.airshift.co.za sales@centuryavionics.co.za 011 805 9015/6 www.centuryavionics.co.za amanda@fts.co.za Airvan Africa www.fts.co.za Patrick Hanly Chemetall

082 565 8864 Wayne Claassens Fly Jetstream Aviation airvan@border.co.za 011 914 2500 Henk Kraaij www.airvan.co.za wayne.claassens@basf.com 083 279 7853 www.chemetall.com charter@flyjetstream.co.za Algoa Flying Club www.flyjetstream.co.za Sharon Mugridge Chem-Line Aviation & Celeste Products 041 581 3274 Steve Harris info@algoafc.co.za 011 452 2456 www.algoafc.co.za sales@chemline.co.za www.chemline.co.za

42

FlightCom Magazine

Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za Foster Aero International Dudley Foster 011 659 2533 info@fosteraero.co.za www.fosteraero.co.za

Gemair Andries Venter 011 701 2653 / 082 905 5760 andries@gemair.co.za GIB Aviation Insurance Brokers Richard Turner 011 483 1212 aviation@gib.co.za www.gib.co.za Gryphon Flight Academy Jeffrey Von Holdt 011 701 2600 info@gryphonflight.co.za www.gryphonflight.co.za

Guardian Air 011 701 3011 082 521 2394 ops@guardianair.co.za www.guardianair.co.za

Heli-Afrique cc Tino Conceicao 083 458 2172 tino.conceicao@heli-afrique.co.za

Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za

Integrated Avionic Solutions Gert van Niekerk 082 831 5032 gert@iasafrica.co.za www.iasafrica.co.za International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za Investment Aircraft Quinton Warne 082 806 5193 aviation@lantic.net www.investmentaircraft.com Jabiru Aircraft Len Alford 044 876 9991 / 044 876 9993 info@jabiru.co.za www.jabiru.co.za Jim Davis Books Jim Davis 072 188 6484 jim@border.co.za www.jimdavis.co.za

Joc Air T/A The Propeller Shop Aiden O’Mahony 011 701 3114 jocprop@iafrica.com Kishugu Aviation +27 13 741 6400 comms@kishugu.com www.kishugu.com/kishugu-aviation

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

Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

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

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

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

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

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

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

FlightCom Magazine

43

A GREAT FLIGHT DESERVES AN ENCORE

44

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Records video, audio, and GPS position

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Makes an excellent training tool, maintenance aid, or souvenir

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Robinson’s New 4K Cockpit Video Camera

Standard on R66 helicopters Optional on R44 and R22 helicopters

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www.robinsonheli.com