September 2019

CA TRA RE IN ER ING GU & ID E

FlightCÞm African Aviation

Africa’s Biggest Selling Aviation Magazine

PAT DAVIDSON’S

GAMEBIRD – FULL TEST!!!

RED BULL AIR RACE: PAT DAVIDSON LOOKS BACK

DRONE SWARM ATTACKS!

OSHKOSH FULL REPORT AND PICS!!

JIM DAVIS: TAMING TAILDRAGGERS!

Edition 287 September 2019 Namibia $N49.50

Cover: Justin de Reuck

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FACE TO FACE: SAFAIR’S ELMAR CONRADIE

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Edition 287

CONTENTS COLUMNISTS SA FLYER

16 Guy Leitch - ATTITUDE FOR ALTITUDE 20 Peter Garrison - LEADING EDGE 24 Jim Davis - PLAIN TALK 30 George Tonking - HELI OPS 34 Johan Walden - A SLIM LOGBOOK 38 Jim Davis - ACCIDENT REPORT 40 Barry Lewis - INSURANCE 42 Ray Watts - REGISTER REVIEW

4

FLIGHTCOM

7 Hugh Pryor - Bush Pilot 11 Airlines - Mike Gough 21 Defence - Darren Olivier

48

FC 15

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Edition 287

CONTENTS FEATURES SA FLYER

48 54 62 65 72 75

OSHKOSH AIRVENTURE 2019 FLIGHT TEST: Gamebird AOPA: Taildragger Taming The 60-Day African Aha!

76

Red Bull Air Racing Training & Career Guide Feature

REGULARS 10

FLIGHTCOM

15 25 29 31 33

Maputo Airshow Face to Face: Elmar Conradie

Opening Shot

43 M&N Acoustics Register Review 46 SV Aviation Fuel Table 71 Market Place

ICAO Update Bat Hawk into Indian Market

FLIGHTCOM African Air Traffic Management

FC 21

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

POSITION REPORT

I

had hoped to give the CAA a longer

to get their aircraft registered, or a medical

break from my criticism in the

passed, and are Àying without a license.

‘WUCAA’ series. But the cacophony

6ometimes these are deliberate Àouting of

of noise in my ears is increasing

the law – as appears to be the case of the

again – and from quality sources that

lawyer who crashed his Cessna 210 and

I cannot ignore.

killed his gardener as well – while others are

The issue of the day is the CAA’s

inadvertent failures of compliance due to a

appalling turnaround times. Even when

piece of paper not having been delivered by

talking to the airlines, which must maintain

the dysfunctional post ofÂżce. The pilot who

a good relationship with the CAA just to

Ă€ew into a mountain and had his life insurance

survive, the issue of turnaround times tops

repudiated because his medical renewal was

their list of complaints.

not recorded by the CAA, is but one of many. a

The ‘jobsworths’ (as in: ‘it’s more than my

keyboard while thinking about their tea

job’s worth to push this through for you’) are

break sandwiches, time might not be critical.

quietly strangling aviation. But enterprise will

But to an airline or business jet operator

Âżnd a way around. It says much of the doltish

who has invested hundreds of millions of

intractability of the CAA jobsworths that there

Rands in an aircraft, to have it standing idly

are increasing moves to own and operate

For

CAA

bureaucrats,

poking

aircraft in South Africa on a foreign register.

on the ground while one person at the CAA from a chain of ten goes on leave, costs the operator more than the

For recreational pilots the hassles cause many to just give up

bureaucrat earns in a year – and they are arguably already overpaid.

Ă€ying. For the die hards in the more e[treme sports the good news

I know of two stories of vitally needed air ambulances that sat idle

is that their representative bodies in the Aero Club are not giving up

for months waiting for the CAA to add them to the AOC. Of greater

without a struggle. MISASA, SAGPA, PASA, SSSA & SAMAA have

concern, I am increasingly hearing stories of desperate owners Àying

teamed up to tackle CAA service – and the irony is that they have the

their aircraft illegally while they wait for some or other long delayed

least at stake. Their parachutes cost a tiny portion of the cost of a

approval. I heard of a newly imported business jet being chartered

business jet sitting idle on the ground.

out, yet operated under Part 91. Not only is the charter illegal, and

Guy Leitch

thus not covered by insurance and so on, but the legitimate operators who persevere with the CAA at great cost are undercut by the illegal operators.

And this is just one aspect of the problem. The rumour mill

EDITOR & PUBLISHER

continues to buzz with stories of pilots who have given up trying

SALES MANAGER Wayne Wilson wayne@saflyermag.co.za +27 72 900 2023 TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za ACCOUNTS accounts@saflyermag.co.za DEPUTY EDITOR Owen Heckrath owen@saflyermag.co.za

8 5GRVGODGT ^ YYY UCĆƒ [GT EQO

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

guy@saflyermag.co.za

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Important

Opinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of XLI EYXLSV SV EHZIVXMWIV ERH HS RSX VIž IGX XLSWI SJ XLMW NSYVREP RSV SJ MXW TYFPMWLIV 8LI QIRXMSR SJ WTIGM½ G companies or products in articles or advertisements, does not imply that they are endorsed or recommended F] XLMW NSYVREP SV MXW TYFPMWLIV MR TVIJIVIRGI XS SXLIVW SJ E WMQMPEV REXYVI [LMGL EVI RSX QIRXMSRIH SV advertised. Š SA Flyer 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

OPENING SHOT

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Send your submissions to guy@saflyermag.co.za

T

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COMPANIES

M & N ACOUSTIC SERVICES: Calibration of vibration and balancing measuring equipment

T

HE most important function

to measure all the different functions and

of M & N Acoustic Services

ranges of the vibration analysers/balancers

is

to prove compliancy to the manufacturer’s

to

provide

accredited

SANAS

calibration

specification.

in the field of vibration

Every vibration measuring instrument/

to the aircraft industry of

transducer has a functional lifetime and a

South Africa, inclusive of Africa, on their

lot of certified operational periods where the

portable vibration and balancing measuring

unit must comply with the manufacturers’

equipment.

specifications. Regular yearly calibration will

This laboratory is accreted according

be able to verify it for the end users by

to the ISO/IEC 17025 Specification for

a SANAS accredited calibration laboratory

the competence of calibration laboratories

which is accredited in the vibration field.

and according to the requirements of the

The whole rpm range, with all the

South African National Accreditation System

different functions/sections should be

(SANAS). (Acoustic and Vibration laboratory

measured and the vibration/balancing

accredited number 1302 and DC Low

measuring instrument complete with

Frequency laboratory accredited number

its connection cables and vibration

148.)

transducers calibrated as a unit.

Issued certificates are in accordance

The vibration transducers are

with the Conditions of Accreditation granted

specified to a selected input

by SANAS, which is a signatory to the mutual

channel of the measuring

recognition agreement of the International

instrument.

Laboratory Accreditation Cooperation (ILAC).

Measuring

instruments

These certificates can be used for legal

older than fifteen years will

purposes, law enforcement, Civil Aviation

start to fail their manufacturer’s

Authority requirements, quality assurance

stated

programmes (ISO 9000), etc.

the drift and failure of internal

The following manufacturer’s vibration

specification

electronic

due

components.

to

These

measuring equipment is calibrated by

old instruments can’t be repaired due

M & N Acoustic Services for the aircraft

to the unavailability of certain electronic

between 7 10 work

industry and mostly proves compliancy to

components, and these electronics can’t be

days), otherwise the rule of ‘first come first

their manufacturers stated specification for

modified because the manufacturer no longer

served’ will apply and a waiting queue can

the different functions inclusive with level

e[ists, or does not support discontinued

develop.

and rpm (frequency) ranges: Aces, Briiel

models anymore. When M &N receive faulty

M & N also perform calibration on multi

& Kjaer, Chadwick & Helmuth, Endevco

vibration measuring instrumentation from the

meters, amp meters, high voltage probes etc.

and Honeywell. M & N use the Back to

aircraft industry, it is referred to their South

and on noise measuring equipment, such as

Back calibration method, which is described

African distributors for repairs before the

sound level meters, noise dosimeters, sound

in the ISO 1 0 3 21: 2003 International

calibration can be done.

calibrators and microphones.

Vibration

Booking for the calibration of your

M& N Acoustic Services (PTY) LTD:

Calibration to perform the required calibration

measuring equipment is necessary to

Call (012) 689 2007/8 email: admin@

to the above stated manufacturers’ products

ensure a quick turn around period (estimated

mnacoustics.co.za

Specification

for

Secondary

14 5GRVGODGT ^ YYY UCĆƒ [GT EQO

M

ATTITUDE FOR ALTITUDE GUY LEITCH

FLYING MISSIONARIES IN AFRICA Love them or hate them – missionaries have done a huge amount to open up the ‘dark continent’. And general aviation has been an essential tool to get missionaries into and out of dark places.

H

ENRY Morton Stanley’s epic travels to ¿nd the missionary David Joseph

Livingstone, Conrad’s

The crashed Gemini on a Burundi hillside in 1948.

and ‘Heart

of Darkness’ brought the

travails of travel into central Africa to the attention of the world. You had to be nuts – or called by God – to want to travel far into Africa.

It was the call of God which was the strongest, as undaunted, the missionaries kept coming. They lived, procreated and died in the most inaccessible places. Some fervent

evangelists

won

souls,

others

learned the native lingo, opened schools and translated the Bible, and others – well they achieved nothing much more than train thousands of women to crochet the large

on to get to the most remote missionaries, if

underpowered Miles Gemini light twin and

their hosts could be persuaded to carve an

Ă€ew it out to Africa. It became a nine month

airstrip out of the jungle or mountainside.

survey Ă€ight across Africa, “armed with a

The most signiÂżcant of the air transport

calling from God and only ÂŁ250 in our back

support services to missionaries is Mission

pockets! The sight of Africa was moving and

The life of many of these missionaries

Aviation Fellowship – MAF. In the 75 years

impressive: desert and swamp, later jungle

was often unimaginably tough. They would

since its founding MAF has grown to provide

and mountains. That Âżrst pioneering survey

travel by boat, train, mule and on foot into

aviation support for missionaries around the

was e[citing, tough and dangerous.�

the most inaccessible places – the more

world.

tablecloths which you can still Âżnd in the rural markets.

A big reality check hit them when they

inaccessible the better – and start a new

MAF was founded by aero engineer

were Àying over the mountains of Burundi

mission station far from the comforts of

Stuart King and a handful of other pilots who

and were caught in a lee downdraft. They

home or civilisation. Particularly difÂżcult

had been demobbed after World War 2. As

could not outclimb the mountain and

was what to do in case of sickness. And

fervent Christians they responded to the call

crashed. Luckily without serious injury and

many got sick with malaria, blackwater

of God to use their aviation skills to improve

they were able to get back to Nairobi by road

fever, dysentery, sleeping sickness, and

access to the most remote mission Âżelds.

without too much trouble.

the myriad other tropical diseases they had

For the seventieth anniversary of MAF,

The little four seater Gemini had served

never been e[posed to in Europe.

Stuart King, aged 94, was interviewed. He

them well as they had by then surveyed

And then the World Wars happened.

recounts; “Although we were professionals

much of Sudan, Uganda, Burundi, Rwanda

The legacy these wars left for remote

in aviation, we were all amateurs in mission!

and the Congo.

missionaries was a sudden huge increase

We just felt the call to go. We didn’t think

need for fast and efÂżcient air transport was

in air transport capability, and the availability

ahead to what it might become, we didn’t

essential if the backwaters of Africa were

of e[perienced pilots. The aeroplane had

analyse it; we just went.�

to be opened up. And it also became clear

come of age and could be reasonably relied

16 5GRVGODGT ^ YYY UCĆƒ[GT EQO

They pooled their funds, bought an

It was evident that the

that this service was not just needed by

COLUMNS missionaries, but by the governments and

so the Yabus stretcher bearers refused to go

had two days on the boat to get to the rail

colonial authorities.

any further. The mission at Doro hired new

head at Kosti, 180 km south of Khartoum. A

That Âżrst crash was a huge setback

stretcher bearers and some donkeys from

further day on the train got them to hospital

and they brieÀy questioned whether they

the Sudanese police post. The slogged on,

in Khartoum. The journey had taken 10

really had heard God’s call. They convinced

sometimes chest deep in the swamps. They

impossibly gruelling days.

themselves that they had, and carried on,

rode the animals until they could no longer

King writes that such stories were

but reduced to surveying potential air strip

bear them and then walked until they could

only too common, some of them ending in

sites by mule and on foot. King says, “I

walk no further. They slept in the Mabaan

tragedy. They made missions, as well as

remember once trekking for two days looking

villages and boiled water from mud puddles

the Sudan government, reluctant to allow

for airstrips and reaching missionaries who

for the baby on a Primus stove. And the ne[t

people to work in such remote situations. A

hadn’t seen white people for si[ months.

That was the isolation they faced. The change the plane made was startling. We

Modern C208 operations.

served, prayed and cried with these brave people. It was such a joy.�

Back in England they managed to put the insurance pay out on the Gemini towards an already vintage 1930s De Havilland Dragon Rapide Mk 2. They needed the two engines to satisfy the government, and the performance was adequate for the Àat Sudan. But their Rapide Mk 2 had ¿[ed pitch props and thus had no single engine performance to speak of. It was one of those twins where an engine failure meant that the other engine would have just taken them to the scene of the accident.

They had taken a huge leap of faith in trying to start an air service in remote parts

day they did it again. And again.

better means in and out was essential.

of Africa, and it was soon evident that there

As they moved on into the Dinka

When MAF arrived with the Rapide they

was a desperate need. In his book ‘Hope

marshlands it became harder and harder to

based it in Malakal in Sudan, where it lasted

has Wings’ Stuart King describes the plight

Âżnd carriers. They had hoped to catch the

just three years before the harsh conditions

of a sick missionary at Yabus in Southern

paddlewheel steamer on the Nile but after

deteriorated the wood and canvas aeroplane

Sudan. Betty Guth had been desperately

si[ days they were still a day short of the

to an unÀyable condition.

ill for two weeks. They suspected sleeping

river and the stretcher bearers refused to

A year later Betty Guth had to be

sickness and knew she would die without

continue. The missionaries prayed and were

evacuated from Yabus once again to have

help, so they despatched a runner to the

answered when the four strongest Dinkas

her second baby. But by now they had made an airstrip at Yabus and the Rapide

government post at Kurmuk, 110 km away,

That first crash was a huge setback and they questioned whether they had heard God

made the journey to Khartoum in four hours,

the Nile which would take two weeks and

agreed to go on. The ne[t day they heard a

independence from Britain. As in much of

would have to traverse the Dinka swamps,

truck pushing through the long grass. It had

post colonial Africa, the missionaries were

where two other missionary children had

received the runner’s telegram and come

driven out and, as Nigerian Chinua Achebe

already died. They made a rough stretcher

looking for them. But they still had a frantic

famously quoted, ‘Things Fall Apart.’ The

for Betty and the baby and covered it with a

40 km dash on the truck, bouncing through

aftermath can be read in Hugh Pryor’s

mosquito net.

potholes in trackless bush, to get to Melut to

wonderful stories of Àying for the Red Cross

catch the post boat.

in Southern Sudan.

with a telegraph message.

The nearest

hospital was 800 km away in Khartoum, and it was the rainy season.

Betty and her husband Chuck had been able to drive to Yabus (with their three month old baby and a year’s supplies) before the rains set in. But they could not drive out in the rainy season as the trails were swamped and the sticky cotton spoil was treacherous.

Its soon became evident to the Sudanese authorities, and indeed governments across Africa, that general aviation could provide essential and safe air transport to their remote regions. The Sudanese government increasingly called on MAF to transport ofÂżcials quickly and safely.

And then, in 1956, Sudan got its

It was a fearsome 250 km journey west to

The ¿rst hard day’s slog took them 50

instead of ten tortured days.

km to the nearest mission station at Doro.

Their prayers were again answered

This was in the territory of the Mabaan tribe,

as they made the boat in time. They then

M

guy@saflyermag.co.za

17 YYY UCĆƒ[GT EQO ^ 5GRVGODGT

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

Gerhard Mouton Tel: +27 (0) 82 458 3736 E-mail: herenbus@gmail.com

1992/3 Maule MX7-180

2006 Piper 6X

1956 Cessna 180, Wing X, Sportsman

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

600 Hrs TTSN, A & E; Avidyne with Storm Scope; As new, no damage; R4,200,000 excl VAT

4,200 Hrs TT, 550 hrs SMOH Beautiful; many options; R1,000,000 Excl VAT

3200 Hrs TT, 285 SMOH King IF equipped, R1,550,000 Excl VAT

1982 Piper Saratoga TSP

1981 Bonanza A36TC

1981 Baron E55

1978 Turbo Arrow III

3500 Hrs TTSN, 100 SFREM King IF equipped. Neat & clean.

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2000 Hrs TT, 440 Hrs SMOH Outstanding low hour aircraft R980,000 Excl VAT

1978 Cessna 185F

1971 Cessna 182

1981 Cessna 182 RG

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5700 hrs TT, 1500 SFRM King VFR, clean; PLEASE ENQUIRE

4350 Hrs TT, 523.0 Hrs to overhaul Fresh paint & Interior; Std King VFR; R750,000.00 excl VAT

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1990 Mooney Bravo

1967 Baron 56 TC

1984 Baron B58

1978 Cessna 172 Reims

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3300 Hrs TT; 350 Hrs SMOH Well equipped, very clean; R1,150,000 Excl VAT

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1980 Cessna 210

2007 Malibu Meridian

2010 Calidus Gyro

1800 Hrs TT s/new, 150 Hrs SMOH Well equipped: King & Garmin; Very Neat; R3,200,000 excl VAT

2900 Hrs TT, 300 SFRM on engine Good avionics with GNS-530; S-Tec 55, LR Tanks. Recent Paint & Interior. Please enquire.

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282 Hrs since new Com, Transponder, GPS. Outstanding condition; R1,050,000 excl VAT

Brian Spurr

Gary Shephard

1981 Saratoga TSP

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19 YYY UCĆƒ[GT EQO ^ 5GRVGODGT

LEADING EDGE PETER GARRISON

AND THE WINNER WAS The news cycle is like a carousel whose riders are ever changing. Who remembers that in 2011 NASA handed a prize of $1.35 million to an aeroplane that had achieved an efƂciency of 400 passenger miles per gallon! Huh! said the World – and here come ,en and Angie!

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HE Green Flight Challenge,

test equipment to measure minimum and

non polluting and affordable to operate,

which

this

ma[imum speed and rate of climb, was the

should have standardised controls, and

ephemeral

Lycoming IO 360 powered RV 4 of Dave

should incorporate robotic and all weather

result was set in motion by

Anders, which managed to stay aloft at less

capabilities that reduce the skill level

the CAFE Foundation, which,

than 39 knots, hit a top speed of 218, and

required of pilots to, or below, that needed to

climb at over 3,300 fpm.

operate a rented Toyota.

surprising

produced but

until it underwent a management shakeup a

most

A tall order, certainly; but the future

reÂżnement in general aviation with a series

successful contestants in the CAFE races

is permitted to approach incrementally.

of programs and competitions. It started

and the Triaviathons were not purpose

The ¿rst step – the one, I suppose, that

with the CAFE races, efÂżciency contests

built

seemed most nearly within reach in 2011 –

that took place in northern California from

instances of stock designs. If this means

is to achieve very high, and pollution free,

1981 to 1990. Based on an evolving formula

anything, it seems to mean that persistent

efÂżciency.

combining speed, fuel consumption and

e[perimentation and fanatical attention to

Aviation has a long tradition of spurring

payload, they had quite an impact: Several

detail, rather than basic design, are the keys

innovation with cash prizes. The Spirit of St.

aeroplanes, including Burt Rutan’s Catbird,

to e[ceptional performance.

Louis, the Gossamer Albatross, the Solar

few years ago, encouraged innovation and

It

is

interesting

aeroplanes

but

that

highly

the

optimised

were specially designed as CAFE racers.

In recent years, the founders of the

Challenger and SpaceShipOne were all

But toward the end it seemed as though the

CAFE Foundation have been agitating

engendered by prizes. The purse at the old

universe of hyper efÂżcient CAFE winners

for a paradigm shift in aeroplane design.

CAFE races was a paltry $2,000, but things

had been reduced to the VariEzes of two

To suggest a clean break with all that we

have changed. The purse at last year’s

monomaniacal modiÂżers, Gary Hertzler and

take for granted, they call these new, and

Klaus Savier.

still imaginary, aeroplanes of the future

After

the

CAFE

races

came

the

PAVs – Personal Aerial Vehicles. They

Triaviathon. The all time champion of that

should be capable of operating out of tiny

contest, which used highly sophisticated

airports or no airport at all, should be quiet,

Green

Flight

Challenge,

co sponsored

by NASA, Google and CAFE, was $1.65 million, of which 1.35 million would go to the Âżrst place Âżnisher and smaller amounts to a few others.

The rules of the contest were simple.

To qualify at all, an aeroplane had to Ày a

The freakish looking Pipistrel G4 won a $1.35 million dollar prize.

200 statute mile course in less than one hour using less than one gallon of fuel per occupant, and land with a 30 minute reserve. electrically

The

“fuel

propelled

consumption� aeroplanes

of was

de¿ned in terms of the energy equivalence of gasoline and electricity: one gallon of fuel was equal to 33.69 kilowatt hours, or 45 hp hr. (It’s interesting that the costs of a gallon of auto gas and its equivalent in electricity were about the same at the time.) There

20 5GRVGODGT ^ YYY UCĆƒ[GT EQO

COLUMNS

were some details; for e[ample, entrants had to be able to Âżt into the 44 foot wide CAFE hangar for weighing, but folding and removable wings were permitted, and so this was not a severe constraint. The winner would be determined by a simple formula combining speed and mileage.

Thirteen entrants registered. Though the contest, originally scheduled for July, was postponed because several teams were not ready, one after another dropped out until in the end only four remained. One of these, a gasoline electric hybrid sponsored by

Embry Riddle,

participated

but

did

not compete because it could not obtain insurance for anything remotely resembling an “air race� – this was in the aftermath of a terrible P 51 accident at the Reno Races.

That left three: a Phoeni[ motorglider; the e Genius, an adaptation of a German design intended eventually to incorporate a hydrogen fuel cell; and the Taurus G 4, a freakish looking one off four seater from the

for payload and speed, not efÂżciency. Even a Skyhawk, which is optimised neither for speed not for efÂżciency but rather for safety and ease of operation, gets 60.

The

most

aerodynamically

efÂżcient

aeroplanes are sailplanes. Their efÂżciency basically consists of minimizing parasite drag with a very clean shape and small surface area, and minimizing induced drag with a very low span loading. To generalise, therefore, the formula for aerodynamic efÂżciency is a clean airframe with a wing that combines a large span with a small area. Aerodynamic efÂżciency is most readily e[pressed as the lift drag ratio, or L/D. Most sailplanes have values around 30 to 40; a few claim 60.

Propulsive efÂżciency is a different matter. It has two components: the engine and the propeller. (In the present state of the art, only propellers, not jets, can achieve high efÂżciency at low speed.) Propeller efÂżciency, at best, is around 85 90 . The

to store the energy to do so is not. The same principle applies to additional passengers.

For

a

liquid fuelled

aeroplane,

more

passengers are almost pure gain under the GFC formula. For an electric aeroplane, however,

more

payload

means

more

batteries, which mean still more weight, and so on.

The contest results were interesting.

The two seat Phoeni[ with its Rota[ engine

achieved

94.3

passenger miles

per gallon; e Genius, also with two seats, made 376; the G4, with four seats, edged e Genius by a very slender margin, scoring 404 p mpg. (Reduced to aeroplane miles per gallon, these values are 47, 178, and 101 respectively.) That the simple and conventional appearing e Genius lagged only a few percent behind the huge and specialised G4 was very impressive.

What did it all prove? Electric power yields superior efÂżciency, but the weight (not

Âżrm of Pipistrel in Slovenia.

Of these the Czech built Phoeni[, with a 15 metre wingspan, was the only commercial product. With ¿[ed landing gear and a featherable propeller, it had a 32:1 glide ratio. It was supposed to have an 80 hp electric motor, but that wasn’t ready, and so it appeared with a 100 hp Rota[ 912 instead.

The e Genius was a battery powered version

of

Hydrogenius,

a

University

of Stuttgart program for developing an aeroplane powered by a hydrogen fuel cell.

A motorglider with a 17 metre wing partly

And the winner is The E Genius motor glider.

made in Pipistrel tooling, it has an 80 hp electric motor mounted at the top of the vertical Âżn. It reported a glide ratio of 34:1, which seemed so conservative as to border on gamesmanship.

The Pipistrel entry was something quite different, consisting of portions of two two seat Taurus sailplanes spliced to a centresection packed with half a ton of batteries and sprouting a 195 hp electric motor in a central nacelle. Freakish looking, with a wingspan of 75 feet and a gross weight of 3,300 pounds, it was said to be the largest electric aeroplane yet to Ày.

Two hundred passenger miles per gallon is not an e[tremely high bar. A si[ seat A 36 Bonanza, cruising at 175 knots on a lean 14 gph, gets 75. Plenty of homebuilts, including my own (so I know this to be true), get between 80 and 100. And they are optimised

efÂżciencies of internal combustion engines range from 25 to 35 . What this means is that of the energy in the fuel you use, only about one Âżfth propels your aeroplane; the rest merely warms the atmosphere in your wake. Some of the heat lost is in the e[haust; some e[tracts a double penalty, because it adds cooling drag as well.

Electric motors, on the other hand, are 95 efÂżcient.

It would seem at Âżrst glance that electricity has an insuperable advantage over liquid fuel, because the electric motor gets three times as much work out of a given amount of stored energy. The problem, however, is weight. The weight of gasoline required to carry two people 200 miles at 100 mpg is negligible; the weight of batteries

to mention the cost) of batteries severely limits payload. EfÂżciency and practicality are competing, not to say internecine, criteria.

And most aeroplanes can’t be completed on schedule even for a million bucks. In other words, nothing we didn’t already know.

The 200 p mpg criterion may have been motivated by a desire for newsworthiness; it’s too high to be meaningful in global warming or oil depletion terms, because the amount of fuel saved by getting 100 mpg rather than 50 is much smaller than what would be gained by getting 30 rather than 15. And although the electricity used for the GFC was said to have come from nearby geothermal plants, for the foreseeable future most electricity will be generated by coal or oil burning plants whose thermal ef¿ciency

M

is – you’ll never guess – 33 .

21 YYY UCĆƒ[GT EQO ^ 5GRVGODGT

Jabiru It's a lifestyle

KÇ€ÄžĆŒ ĎŽĎŹĎŹĎŹ :Ä‚Ä?Ĺ?ĆŒĆľ Ä‚Ĺ?ĆŒÄ?ĆŒÄ‚ĹŒ Ć?ŽůĚ Ç Ĺ˝ĆŒĹŻÄš Ç Ĺ?ĚĞ͘

SA Flyer 2019|07

&Ĺ˝ĆŒ ĹľĹ˝ĆŒÄž Ĺ?ĹśÄ¨Ĺ˝ĆŒĹľÄ‚Ć&#x; ŽŜ ŽŜ Ĩƾůů ĆŒÄ‚ĹśĹ?Äž ŽĨ Ĺ?ĆŒÄ?ĆŒÄ‚ĹŒ Θ ÄžĆŒĹ˝ ĹśĹ?Ĺ?ŜĞĆ? Ä?ŽŜƚĂÄ?ƚ͗ ^ĹšÄ‚ÄšĹ˝Ç >Ĺ?ƚĞ ƚ͏Ă :Ä‚Ä?Ĺ?ĆŒĆľ Ĺ?ĆŒÄ?ĆŒÄ‚ĹŒ ^ ^ DK >Ď­Ď° Θ ϾϏϾ WŚ͗ ϏϰϰͲϴϳϲϾϾϾϭ Ĺ˝ĆŒ Ğůů͗ ϏϴώϴϴϭϴϰϾϾ tÄžÄ?Í— Ç Ç Ç Í˜ĹŠÄ‚Ä?Ĺ?ĆŒĆľÍ˜Ä?Ĺ˝Í˜ÇŒÄ‚ žĂĹ?ĹŻÍ— Ĺ?ŜĨŽΛŊĂÄ?Ĺ?ĆŒĆľÍ˜Ä?Ĺ˝Í˜ÇŒÄ‚

TOP TURBINE BONANZA 1988 Turbine Bonanza 36 in great condition for sale for US$520 000 (excluding VAT).

(Owner retiring).

Engine: Allison Rolls Royce C250 B17 Total time: 4000 hours 256 since turbine overhaul

Contact Jean at 083 675 3103 or email: jean@law.co.za Specifications on request.

22 5GRVGODGT ^ YYY UCĆƒ [GT EQO

SA Flyer 2019|09

All the bells and whistles. All logbooks.

No accident / incident history

PLAIN TALK JIM DAVIS

TAMING TAILDRAGGERS - PART 2

UNCAGING THE TIGER

9GoNN UVCTV CV VJG DGIKPPKPI s IGVVKPI KV QWV QH KVU ECIGe UQTT[e JCPICT 'XGP JGTG KV UJQYU KVU VGGVJ

T

AILDRAGGERS get more

a Mars bar. This is a temporary tailwheel

hangar rash

trikes.

chock to stop it from rolling away while you

Most tailwheel aircraft have no forward

There are two reasons: Âżrst,

gallop round to organise the park brake or

visibility on the ground. To see in front,

you can’t see where you are

the main wheel chocks.

you must zigzag all the way while throwing

than

long before you get to the holding point.

going when you steer from

The idea is to get it outside and chocked,

your head from left to right in order to catch

the back. And second, the tailwheel castors

facing into wind, and in a position where the

alternate glimpses either side of the nose.

and lets the tail move in any direction. So if

slipstream is not going to cause nonsense.

I know of two well respected pilots who

you push one wing forward the tail swings

Even at this early stage, before you

sideways and the rudder becomes impaled

mount the brute, you must do some

on the prop of a nearby Comanche while the

planning. If your tailie is a modern one with a

Also, the slipstream from the prop tries

other wing scrapes backwards up the nose

reliable park brake, you are okay. Otherwise

to lift the tail. The rule is have the stick fully

cowl of a 210.

a problem presents itself immediately —

back all the time you are on the ground.

both caused major damage recently by not getting this quite right.

Most taildraggers are manoeuvred by

particularly if you are alone and the aircraft

Forget this and you will dig the prop in —

a handle on the side of the fuselage just

has no starter — in other words it needs to

particularly if you brake.

in front of the tailplane. Otherwise use the

be prop swung.

Like all good rules it has an e[ception.

tailplane lift strut. If you are on your own,

If you are in this situation and you have

If you ta[i with a strongish tailwind and

this is where you do the donkey work and

not been trained in the gentle art of prop

your god given intuition tells you that the

the steering. If there are helpers, assign one

swinging, push the aeroplane back in the

wind from behind is stronger than the prop

to each wingtip, or to the lift struts.

hangar and close the doors.

slipstream over the tailplane, then you

Think before you push it into the open.

The Gleitch won’t give me the space to

must have the stick fully forward so that

If there is a 15 knot wind, the tail will be

discuss prop swinging today — so we will do

the elevator is down and the wind pushes

whipped out of your hands, she will swing

that some other time.

the tail onto the ground. So whether you

round and the aileron will be crushed against the hangar door; or the tail will knock you

have the stick back or forward depends on a combination of the wind and the amount

TAXYING

down and run over you. Also, before pushing

A 15 knot wind can ruin your day. The

it into the elements, equip yourself with a

brute will weathercock in the blink of an eye.

stone or chunk of wood about the size of

If you have far to go one brake will be nuked

of power you are using at that moment. You need to be aware of this all the time.

And that’s not the only tricky bit about

Because the CofG is behind the wheels it forces the tail down if you land too fast and you Ćƒy again or bounce .

4

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24 5GRVGODGT ^ YYY UCĆƒ[GT EQO

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25 YYY UCƃ[GT EQO ^ 5GRVGODGT

PLAIN TALK a tailwind. Again, you have to use your

until it’s ready to Ày. Some pilots just let her

enough rudder to sort it out. It only happens

intuition about the direction and strength

run and wait for the tail to come up when it’s

for a couple of seconds while the tail is

of the airÀow over the tail when using the

ready. I prefer to put the stick well forward

actually rising.

rudder. A good strong tailwind will reverse

and get the tail up as soon as possible.

Balancing on two wheels during the

the way the rudder works. In other words

This lets you see where you are going, and

take off run is much easier than it sounds.

right rudder will turn the nose to the left —

the aircraft produces less drag in the level

Of course you can get the tail too high and

unless, of course, you give a burst of power.

attitude, so she accelerates more quickly.

even put the prop into the ground, or to have

If you feel I am encouraging you keep

A word of warning. As the tail comes up

it so low that she Àies off early in a semi

your wits about you while ta[ying, you are indeed interpreting my meaning accurately.

Some

years

ago

a

newly

rebuilt

Staggering wound up on its back while

The reason Harvards were such good trainers is that the tailwheel taught precision and discipline.

ta[ying downwind at PE. My worst thing is to see a tailwheel aircraft ta[ying with the elevator bouncing up and down over the bumps. This means the pilot is asleep and you shouldn’t trust him to open a tin of tuna.

Obviously you do the run up with the stick fully back. This can be awkward because it requires three hands. You have to hook one arm round the stick while using that hand to work the throttle, and the other to switch mags. But it’s not half as awkward as becoming inverted.

Taildraggers

have

a

couple

of

advantages on the ground: the prop is further from the gravel and doesn’t easily pick up stones, and you can swing it round

You need to zigzag and look out alternate sides of the cockpit to see where you are going when taxying.

on one wheel if you are in a tight spot – but it’s not great for the tyres.

A ¿nal word of warning – if you ta[i on a lateral slope, or camber, the tail will run down the slope and turn you facing uphill.

TAKEOFF Before you open the taps, it’s important to get the brute e[actly on the centreline and pointing dead straight. Don’t skimp on this.

You can’t see ahead so you have to make sure that both edges of the runway look the same. Let her run forward a couple of paces before stopping. This allows the tailwheel to castor straight and the steering to engage.

Also, some aircraft have a tailwheel lock which only clicks in when the wheel is straight.

Now you are ready to go. Check the windsock, release the brakes and open the throttle slowly and smoothly. Initially it feels a bit dodgy and you need big rudder

there is a strong gyroscopic force that yaws

stalled condition, but you will soon get a feel

movements to keep straight. But things

the aircraft to the left, if the prop rotates

for it.

quickly get better as the airspeed and

clockwise from the cockpit. Be ready for this

For taildragger conversions I like to lift

slipstream over the rudder increases.

and e[pect to use more rudder as the tail

the tailwheel on to a drum or something that

moves to the level attitude.

puts the aircraft into a level attitude. Then

So much for the direction. Now let’s think about the elevator. You need to pick up the

When I say be ready for it, I mean don’t

you can sit in it and get used to how it looks

tail so that the aircraft runs in a level attitude

be surprised when it happens — just use

from the cockpit. It will be the same attitude

26 5GRVGODGT ^ YYY UCĆƒ[GT EQO

COLUMNS as when the main wheels touch during a wheeler landing.

Initially you will need to glance at the ASI to lift off at the correct speed, but once you ¿nd the right attitude she Àies gently off when she is ready. You don’t need to pull her off the ground as sometimes happens with tricycle aircraft.

warning chirping, then the touch down is going to be easy for you.

If you don’t usually do fully stalled landings, then the taildragger is going to make your life miserable until you learn this e[cellent habit.

This is why learning to land a taildragger is so good for your landings in ANY aeoplane. If you don’t get it right it tells you instantly and it keeps telling until you do get it right.

THE CIRCUIT

Just treat a three pointer like a normal nose high landing in a

As soon as the wheels leave the ground you are Àying an ordinary

conventional aircraft. Do it e[actly the same – close the throttle and

aircraft – so just climb away and do a normal circuit. On the downwind

keep easing back just enough to hold her a couple of feet above the

leg you have to decide what sort of landing you want to do. If it’s to be

ground until the stick is fully back and she settles gently on the mains.

a three pointer you can go for a normal approach, or even a glide. If

Two things can go wrong – you can stall it too high, and drop it, or

it’s to be a wheeler then you must plan for a longer, Àatter approach.

you can let the mains touch while you still have Àying speed. Newton

Let me e[plain the difference.

will pull the tail down, and away you go with bunny hops.

A three point landing is one where all three points (wheels) touch

If it does bounce (Ă€y again) you have to make a snap judgement.

the ground at the same time. The nose is high and the wings are

If it is a serious bounce – take full power, like a gentleman, or lady,

stalled. This is the normal way to land most taildraggers – you touch

and off you go for another circuit. If it’s a minor bounce, wait until she

down at the slowest possible speed. It is spectacularly se[y if done properly. But you can only use it in ordinary winds.

In strong gusty conditions or crosswinds you will need to do a wheeler — you Ày the aircraft on to the ground in a level attitude and touch on the main wheels only, so you are well above stall speed.

The tailwheel must be straight before takeoff and if possible locked.

Wheelers give you more control in difÂżcult conditions. There is no prescribed speed for the touch down, it might be 10 knots above the stall or 30 knots if it is seriously gusty. Because of the higher speeds, wheelers are not good in short Âżelds, but then the strong wind that calls for a wheeler may still give you a shortish landing in any case.

ALL LANDINGS Remember, aeroplanes don’t bounce.

When you see one apparently bouncing, it is alternately smiting the planet and Àying. To smite the planet all you need is a clumsy pilot. And to Ày again you need airspeed and angle of attack. These two are at the heart of all bouncing problems in all aircraft.

If you have Àying speed when the wheels touch the ground then you had better not have a Àying angle of attack – otherwise guess what happens.

This is how bounces work. You touch down while you still have Àying speed (which is asking for trouble). Then for some goofy reason

starts to sink and then hold off for another landing – this time with the

you decide to yank the stick back, so she Àies, you think sod this and

stick fully back.

move the stick forward, so the wheels hit the runway. This gives you

Under no circumstances should you try to rescue bounces with

a fright and you yank back – and so on until you run out of runway or

partial power – believe me, it will end in tears. Okay you might do

airspeed – or break the aeroplane.

it when you have a thousand hours on taildraggers — but please

In a nutshell: aircraft don’t bounce, pilots meddle with the angle of attack while there is still Àying speed. With a taildragger this is very easy to do.

Look at the diagram. If the aeroplane is descending and the main wheels meet the ground and stop descending, the C of G – the heavy

not now! The hallmark of a good tailwheel pilot is that he or she recognises trouble and uses full throttle for a go around.

After your orgasmic touchdown, don’t allow one millisecond for self congratulation, you must immediately start the taildragger tap dance to prevent a groundloop.

bit – keeps going down (because Newton says it will). As the tail goes

Keep the stick fully back and your hand on the throttle. If you

down this increases the angle of attack and she Àies again. Your

¿nd yourself heading for the ditch it’s sometimes best to take full

instinct is to push the stick forward and she comes down again on the

power and do another circuit. The power gives you instant directional

mains, Newton tugs the tail down and you Ày again – and so on. We

control.

call it bouncing, but it isn’t.

Now we are equipped to look at the two different types of landing, Âżrst the three pointer.

Try not to touch the brakes during the landing run – they increase the groundlooping tendency. If you ¿nd full rudder is not holding her straight, then you may have to dab the brake but do it with caution.

Not only do brakes affect direction but if you are too bold they will

THE THREE-POINTER If you normally land properly – with the nose high and the stall

cause you to nose over.

Also, after touch down, don’t forget the ailerons. Many

27 YYY UCĆƒ[GT EQO ^ 5GRVGODGT

PLAIN TALK

taildraggers have a narrow undercarriage,

trickle of power. Keep descending until the

to settle and make it a full stop. Be careful

which makes them a bit wobbly laterally.

wheels are a couple of feet off the ground.

about directional control as the tail comes

So keep Àying the aircraft even when the

Now, without closing the throttle, level off

down. Gyroscopic forces from the prop tend

wheels are on the ground. You may need

and gently feel your way down until the

to cause a bit of yaw, so e[pect direction

massive aileron inputs after a crosswind

main wheels kiss the runway. At this e[act

problems as the tail comes down.

touchdown – particularly as the speed

moment check forward on the stick to

bleeds off.

prevent Newton from pulling the tail down

For a touch and go, do not use the

and starting a series of bounces.

normal technique of resetting the trim

It is vital that you check forward at

and Àaps on the run — I promise you will

precisely the right instant. If you do it too

groundloop! You have three options:

early the mains will hit the ground hard, the

1.

Take off with them wrong,

tail will go down and you will be Àying again.

2.

Make a full stop and back track,

And if you check forward too late, Newton

3.

Have the instructor reset them.

has already increased the angle of attack

I suggest you use the Âżrst option, so long as the aircraft is happy to climb away

and you are Àying again.

In short, if you check forward too early,

What if she bounces?

If you get a wheeler wrong and she starts to bounce, you have two options: 1.

If it’s serious, take full power and off you go for another circuit.

2.

If it’s minor, wait till she starts to sink, then hold off and turn it into a three pointer.

WARNING. You can only correct a bouncing wheeler if you are very sharp, and if you have ten miles of runway. The fact that you bounced it means that you are not very sharp — be sensible and use one of

Tailwheel planes always look ready to jump into the sky.

the above options. We have all tried to stop wheelers from bounding and all made fools of ourselves. Have some dignity – climb away for another circuit and think about your sins.

CROSSWINDS A ¿nal word on wheelers. If you do one because there’s a crosswind, then make sure you understand how to touch down on one wheel. Kicking it straight and hurling it at the ground doesn’t work with a taildragger. Just trundle her gently down so that the into wind main wheel touches ¿rst. Obviously crosswinds increase your chances of a groundloop – particularly as the tail is down and you lose airspeed and rudder authority.

Also, with crosswinds, remember that

with landing Àap. I say this because that’s

she will bounce, and if you check forward

you have to keep Àying the aeroplane after

what you will do when you are solo. It is

too late, she will bounce. Also, if you don’t

the wheels are on the ground. Use aileron

also what you will do if you have to do a go

check forward enough she will bounce, and

to prevent the up wind wing from lifting, and

around after you mess up a landing – which

if you do it too much you will put the prop

the rudder to stop her from weathercocking

you will. It’s good to get used to taking

in the ground. No one said this was going

into wind.

off with the trim and the Àap not set — it

to be easy!

teaches you to be Âżrm with the aeroplane and make it do what you want, WHEELERS E[tend the downwind leg to give yourself

So

that’s

it.

Your

Âżrst

tailwheel

Close the throttle once you are on the

conversion should take you around ten

ground. This tends to make the tail drop, so

hours – perhaps a bit more – depending on

ease forward a bit more to keep her level.

the aircraft type and your own ability.

It’s not critical when you close the throttle, but do it soon after the wheels touch.

Don’t worry about the cost – ten hours in a taildragger is worth a hundred in anything

a longer, Àatter approach. Wheelers are

If you get it right, you can either smoothly

else. You are also going to have more fun

often done Àapless to cope with crosswinds

take full power, using enough rudder to keep

than you did on your Âżrst solo, and, once

and turbulence.

straight, and go off again for another circuit.

you have Àown taildraggers you are entitled

The plan is to come over the fence at

Or you can keep her running straight, wait

to feel just a little smug about your Àying.

least 5 knots faster than normal, using a

for the airspeed to decrease and the tail

28 5GRVGODGT ^ YYY UCĆƒ[GT EQO

M

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29 YYY UCƃ[GT EQO ^ 5GRVGODGT

HELI OPS GEORGE TONKING

Coming down to earth WITH A BUMP is not always a bad thing Most pilots are heroes in their own eyes as evidenced in the stories they tell around their braai Ć‚res. But eventually hopefully they will have a moment that brings their narcissistic over inĆƒated egos Ćƒoating into low earth orbit before crashing down in a blaze of shame. The humiliation is not always public, thankfully.

T

HIS is one of those stories about a mortifying mistake that I made.

The day started much the same as many I was used to. I was up early to prep my bird with all the equipment I would need for a quick pick up

and transfer for a colleague to a far Àung town in the Lowveld.

The plan was to drop off the pa[, who had a set appointment,

and then, instead of counting blades of grass while waiting for them, to make myself available for any crime prevention Ă€ights in the area. All went to plan and everyone arrived on time for the transfer. We had a pleasant Ă€ight, with mostly serene weather. Blankets of purple yellow haze hung heavy over the winter Highveld and a windless, wispy sky made for ‘skipping across the pond’ kind of Ă€ying. We kept good time and arrived as planned. Things were going well. A quick road transfer to town saw me enjoying a refreshing cup of coffee – always a smile producer on the cool deck of the Mpumalanga Highlands.

I half noted how crisp the air felt as I returned to the L= for take off. It’s amazing what a keen sense of temperature the human body has. Our skin is constantly sampling the environment around us. For instance, when people step out of a warm room into a chilly wind, they usually comment on it, whereas if someone was prepared for the cold weather with a heavy coat, a scarf and beanie, they probably wouldn’t say a word. But I digress. As I was saying, I had noted the crispness of the air.

A nagging voice in my head was trying to tell me about the risk it might hold for Àying. I pushed it aside and didn’t give much thought to the evident change in the ambient temperature in my short time on the ground. After a quick start, I was airborne in

30 5GRVGODGT ^ YYY UCĆƒ [GT EQO

Keeping the bird out of sight while we stand observing movement.

COLUMNS

the Robbie. It was still relatively early in the

return. In the meantime, I had contacted a

nearly always apprehends the suspects; our

morning and the helicopter lunged into the

stalwart (and good friend) in the local SAPS,

job is to spot the target and to follow any

sky without the e[tra burden of passengers.

Captain JJJ, otherwise known as Triple J, to

possible runners. In this particular case, we

I may have even sung a little ditty as I

assist as crew. He kindly obliged and I set up

tracked the target for almost 2 hours from

headed out, “Heigh ho, he ro, off to Âżght

a quick L= to fetch him. He’s always willing

the air, which is uncharacteristically long,

crime I go‌�

and just a phone call away when there’s a

considering the terrain he was travelling

As always, I had let all the crime Âżghting

chase a brewing. As I approached the L=,

through. With one eye on the fuel gauge,

role players know that my ship would be

the wind was fairly whipping the aircraft

we knew that we simply needed to sit tight

in the area should assistance be required.

around.

and wait for the chase vehicles to catch

it is practically impossible to apprehend vehicles from the air

Off to an early start.

The Robinson R44 Raven II has a useful fuel load of 175 litres of Avgas, which allows almost 3 hours of Àight time. It’s always a good operational consideration to know how far you’ve Àown into that 3 hours.

As my fuel approached quarter tanks I received a WhatsApp call. “George, are you

“Pretty rough, eh,� the Captain remarked

up. Added to my diminishing fuel concerns

in the area? A car was stolen during a house

dryly as he climbed aboard. We departed

were the undulations of the approaching

robbery,� it said.

well armed, not only with an assault riÀe but

escarpment and the howling wind, making

with some adrenaline in our veins for the

it difÂżcult to maintain visual contact with the

chase to follow.

stolen vehicle while remaining covert. You

Once I had been notiÂżed of the probable whereabouts of the vehicle, I thought to let the handler know by phone that I intended

When a vehicle is being tracked, there

need to be creative in your hiding places

refuelling. The stolen vehicle was moving

can be as many as 50 people (if not more)

and think like the criminal you are chasing.

towards me from 80 km away, and so I had

in the network. These include civilians

But with all the challenges we were dealing

plenty of time to top up.

who man communications and process

with in the air, all I could think was, “If he

the updates, as well as specialised SAPS

sees us will he ‘make us’ or just think we

In the meantime, along with the colder temperatures, the wind had started to

members

change. Within 30 minutes, the glassy pond

assist with following the target

like air had morphed into a 30 knot plus,

and with suppression. Every

south westerly. A raging squall was turning

member is a crucial part of

the horizon into a murky dust bowl. My inner

the team, which needs to work

voice was shouting profanities.

against the clock to apprehend

I raced to the airÂżeld to refuel. In the high wind, coming into land was trickier

the

and

aircrew

that

sometimes well armed

thieves.

Contrary

than e[pected, with less grace and more

to

My inner voice was shouting profanities.

Hollywood

meaning. I signalled the attendant to start the

chopper chases, it is practically impossible

are a passing chopper doing wildlife work?

pumps as quickly as possible, using a kind of

to

Maybe? ‌ Hopefully!�

hand Morse Code. Ten minutes was the time

considering the risk of overhead lines,

When tracking, there is a sweet spot

to beat if he could, and he did. I left the fuel

buildings and other such obstacles. This is

which allows one to stay out of sight while

card with him as collateral, promising my

where teamwork comes in. A ground team

maintaining constant visual contact with the

apprehend

vehicles

from

the

air,

31 YYY UCĆƒ[GT EQO ^ 5GRVGODGT

HELI OPS GEORGE TONKING

target vehicle. Some old Ma[ Immelmann tricks work well, like staying up sun, and when down sun, to avoid glinting onto the target. Always staying out of the peripheral sight of the driver and passenger as well as their rear view mirrors is another one. Also, when identifying a target, you should try to Ày over them in a constant direction and high enough to avoid suspicion.

We kept eyes on the target for hours, under trying weather conditions. We tried everything to stay out of sight of our quarry.

But in the end, with our fuel gauge fast edging south, and with the ground team still 25 km away, as the suspect’s vehicle entered a town, it sped up, swerved and parked in a side street. We had been made. With nowhere for me to land, Triple J couldn’t even pursue the driver. Defeat. Driver gone.

It’s at times like this that one feels the weight of the world on one’s shoulders. And one realises one can’t always be the hero.

Stewie always has an encouraging word to share from his Afghanistan experiences.

I turned our parched Robbie around, setting course for the airÂżeld for more fuel.

some encouraging words of wisdom won on

Sure enough, the following week, we

Triple J was quiet; we felt the pain of the

the battleÂżelds of Afghanistan years earlier.

had multiple successes against some of

team that I had let down. These are the

He’d gone through this kind of defeat but had

SA’s most violent hijackers. As usual, I

moments of grounding and recalibrating for

lost some of his best mates in the process. It

played a small role in a much bigger team.

a tactical member. I don’t know what alerted

is said that the mistake itself is not important,

I got to try it all again, to hone my skills and

the car’s driver. I just knew I hadn’t been

but rather the lesson. It’s alright to feel bad

to put into practice what I had learned from

good enough. The constant buffeting by the

after making a mistake, one just can’t set up

those who had done the hard yards before

cold front wind had also played a large part.

camp there.

me – real heroes, not just social story tellers

Triple J and I were both e[hausted.

Thankfully, my fellow pilot, Stewie, had

“Get up,� he said. “Dust off and train

and legends in their own lunch times.

harder.�

M

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32 5GRVGODGT ^ YYY UCĆƒ [GT EQO

A SLIM LOGBOOK JOHAN WALDEN

A SCARY SOLO NAV Bubbling with just 28 hours of inexperience, + prepared to embark on my Ƃrst solo short nav. My worst fear was that a technical issue might strand me, alone and far from home. And that’s exactly what happened.

+t was a hot dry day, but that wasn t why + was sweating.

HE morning was hot, but that

lifted off without hassle and after a smooth

metre runway crests a hill and disappears

wasn’t why I was sweating

climbing 180 degree turn my heading was

down the other side when viewed from

– nervousness did that. The

set for Porterville. The temperature receded

the northern threshold. I smiled at my little

solo nav objective was to

as e[pected but still, I kept an eagle eye on

victory and ta[ied onto the grass to shut

Ă€y a Sling 2 on the standard

the gauges all the way up and was relieved

down.

triangular cross country from Morningstar to

to reduce power as soon as I hit cruise

I closed the Àight plan and phoned

Porterville (a clay strip about 15nm southeast

altitude. I wasn’t happy though to see that

my instructor to let him know I was still

of Piketberg), then on to Saldanha, and back

the engine didn’t cool all the way, and so

alive, then rewarded myself with a sip of

home again. I was acutely aware of the word

breathed the throttle back a touch more to

disgustingly warm water from my bottle. The

‘solo’ in the e[ercise description and as a

keep the needles showing a comfortable

airÂżeld, in the middle of a wheat Âżeld, had a

Âżrst timer I hardly saw it as ‘standard’ but,

number of green pi[els.

hangar, kitchen and fuel pumps at one end

T

with some bravado, I put my large cushion

Eventually, Porterville airstrip was in

where the Âżre Âżghters are based. A group

onto the Sling’s seat – it’s designed for pilots

sight and I landed uphill – one end of the 800

of them were chatting in the hangar, sipping

taller than me.

During

the

pre takeoff

checks

the

engine temperature was on the high side.

Squinting at the bars in the EFIS showed the needles only a few pi[els off the yellow line and I decided this was probably because it was idling and therefore not getting much cooling. My plan was to takeoff, and if it didn’t cool down I could simply stay in the circuit and be safely down again in two minutes.

With a serious case of the butterÀies, I lined up on Runway 20 and smoothly eased the throttle forward, taking care not to increase power too quickly. The yellow Sling

34 5GRVGODGT ^ YYY UCĆƒ[GT EQO

The yellow Sling lifted off two zero without hassle.

COLUMNS

instructor again.

coffee and waiting for some action. They

cockpit. Almost losing my balance, I hauled

would soon get it.

myself out and plonked gracelessly onto the

While the engine cooled, I Âżlled in the

I went to say “Hi� and take a breather

ground. First step was to call my instructor

Ă€ight folio for the trip from Morningstar to

before ¿lling in the Àight folio. It was noticeably

to tell him what had happened and inform

Porterville and drank some more hot water

hotter in Porterville than at Morningstar, but

him that I would ask the Âżre Âżghters to help

which went straight through my pores to

hot or not, I was more or less on time with

me push the plane up the hill after which I

further wet my clothes. After discussion with

my ETA and it was time for the ne[t leg.

would call again. I didn’t have to go ask the

my instructor and the ÂżreÂżghters, I decided

After the pre Àight, the ¿rst thing I noticed

¿re¿ghters – there was a bakkie full of them

not to attempt another takeoff. It was decided

as I climbed in was how blisteringly hot the

coming from the hangar. They had seen

that the high temperatures and the heat soak

seatbelt buckles were. I gingerly strapped

me descend the slope, heard the engine

on the ground had probably caused the fuel

in and began pre start checks. Soon I was

abruptly cut, and watched the Sling’s tail ¿n

to vaporise. I was simply too hot and there

lined up for the downwind takeoff roll which

emerge sideways out of a cloud of dust. My

was no guarantee that the Rota[ wouldn’t

would be brieÀy uphill before the crest, but

controlled right turn at the end of the roll out

fail again – even if it did manage a full power

downhill after that.

had looked very much like a ground loop

runup. So the Âżre Âżghters hangared the

from their perspective.

Sling until it could be fetched in cool air early

One last check that the electric fuel

the ne[t morning.

pump was on and I powered the Sling for

As they kindly came to help, they were

takeoff. I gradually eased in power and was

probably disappointed to see that the gear

That evening my instructor drove the

soon over the hump and on my way downhill

had not snapped off and that I was still right

four hour round trip to fetch me. On the

with gravity helping out. I constantly glanced

way up. They told me to get back in and

way home, we discussed the day’s events,

at the engine instruments in anticipation

steer while they pushed. As they heaved

including why the hours in the Àight folio

of a cough or splutter, but eventually the throttle lever was almost fully forward and everything still sounded and felt Âżne.

I squinted at the bars in the EFIS.

In the middle of my sigh of relief things went wrong.

The last two centimetres of throttle didn’t serve up the e[pected increase in engine noise. In fact, as the throttle hit the forward stop the noise decreased as the RPM dropped. I was horri¿ed, yet strangely not surprised, and immediately slammed the throttle to idle. The prop shuddered to a stop in that ungraceful, clunky way Rota[es have.

I wasn’t planning to ¿nd out how strong the air¿eld fence was, so I pushed the tops of the pedals as far as I could reach. The stick was in my gut all the way through the roll out and my overly aggressive use of the brakes must have locked the wheels, because as I backed off the pressure, I felt the wheels grip again.

I ended up about half way down the runway with the fence still a comfortable

the aeroplane up the slope in the hot dry

didn’t add up. It was only the following day

conditions, I couldn’t help feeling rather

that I realised I had ¿lled the Àight folio in

useless sitting doing nothing but steer.

twice, and also forgotten to sign the aircraft

distance from my spinner and turned the

We pulled onto the concrete apron

back in. I was alarmed to see these simple

Sling perpendicular to the runway before

in front of their hangar, set the brake and

mistakes and so decided that the decision

stopping so as to avoid it rolling again once

discussed what to do. One of the pilots

not to Ày again that day was probably a good

I released the brakes – which would have

asked me to try a full power runup. I told

one. Even if the problems had been sorted,

made for a difÂżcult conversation with my

him I couldn’t because the Sling would start

I was clearly still shaky and not yet ready to

instructor. A cloud of brown dust caught up

creeping at anything above four thousand

Ă€y again.

to me from behind as with shaky hands I

RPM and full power is upwards of Âżve

I haven’t returned to Porterville but,

switched off the magnetos and master and

thousand. He suggested chocking the

funnily enough, the whole incident had a

set the park brake. I yanked my headset

wheels, but images of the chocks slipping

calming effect on the butterÀies before my

off and heard the familiar buzz of the gyros

on the smooth concrete and the aircraft

ne[t solo nav. Something that I had dreaded

winding down.

scooting into the fuel pumps Àicked through

had happened and perversely, it gave me a

I popped the canopy open and a wave

my mind. I had never been in this situation

little more conÂżdence.

of hot, dry air and dust wafted into the

before, so I was hesitant, and called my

But I don’t Ày in hot weather anymore.

M 35

YYY UCĆƒ[GT EQO ^ 5GRVGODGT

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ACCIDENT REPORT JIM DAVIS

TIGER SPIN This discussion contains extracts from the SACAA’s accident report. It is compiled in the interest of promoting aviation safety and not to establish legal liability.

WRECKAGE AND IMPACT

SYNOPSIS The pilot departed from Bethlehem on

INFORMATION

JIM’S COMMENTS Having owned a Tiger Moth for nearly

a private Àight in daylight and ¿ne weather

Evidence on the site indicated that the

half a century I can identify with this

conditions to Nottingham Road Aerodrome

aircraft was in a spin manoeuvre from which

unfortunate pilot. His lack of total Àying

in Kwa =ulu Natal.

the pilot was unable to recover. This was

e[perience (only 140 hours) and lack of

supported by a cell phone video that was

Tiger e[perience (only 14 hours) combined

As the pilot turned onto the crosswind leg after take off, still in the climb, he

recorded by a witness.

with lack of currency no Àying at all in the last 90 days, made him e[tremely vulnerable

allowed the aircraft to stall and entered a

Shortly before the right hand wing made

spin manoeuvre from which he was unable

contact with a 4 ft wire fence, the aircraft was

to recover. The aircraft crashed ne[t to the

in a steep nose down (–30ƒ) conÂżguration,

He would have been far less vulnerable

aerodrome.

with the right wing low by appro[imately 60ƒ,

in a Cherokee or a 172. There are two main

Ă€ying in a southerly direction.

differences: ¿rst is the Tiger’s low speed.

The pilot sustained fatal injuries. The aircraft sustained e[tensive Âżre damage

under the prevailing conditions.

When the nose impacted the ground, the

Second is the fact that the pilot of an open

aircraft spun around, Âżnally coming to rest,

cockpit aircraft is far more conscious of the

any

facing a direction of 005ƒM. The fuel tank

environment outside the cockpit. Don’t panic

mechanical failure on any of the primary

was ruptured during the accident sequence

— I will e[plain.

Ă€ight control systems or any evidence of

and the aircraft erupted into Àames.

during the accident sequence.

Investigation

did

not

reveal

structure, nor any evidence of engine malfunction due to mechanical reasons prior

We are dealing with four speeds that are important to this accident:

structural failure elsewhere in the aircraft PROBABLE CAUSE The pilot applied poor take off technique,

1.

to the accident.

The aircraft took off from runway 11, turned out to the right, entered a spin and

The speed of the aircraft through the air (its airspeed).

causing the aircraft to stall and enter a spin manoeuvre from which the he was unable to

2.

The speed of the wind. (14 knots)

recover.

3.

The speed of the aircraft over the ground (its groundspeed).

crashed just outside of the aerodrome 4.

perimeter

The aircraft’s stall speed (around 35 knots).

The pilot s perception of wind is key to this accident.

A Tiger takes off at around 40 45 knots and climbs out comfortably at 60 knots. So let’s assume that after takeoff he started climbing out at 60 knots on his ASI. The wind of 14 knots was coming from 40 degrees left of the nose. Just to keep it simple let’s call that a 10 knot headwind component. So after takeoff the pilot climbs out with the ASI showing 60 knots, and he sees the ground going past at 50 knots and it feels good.

Now he turns right until the wind is behind him. Let’s see what happens to his groundspeed – it shoots up to 74 knots. But he was happy a moment ago when it was only 50 knots. Now suddenly the ground is rushing by and he has a pathetic angle of

38 5GRVGODGT ^ YYY UCĆƒ[GT EQO

COLUMNS

climb. In his head, he has allowed the nose to drop in the turn, and this accounts for the increased speed and the poor climb.

How does he respond? Unfortunately, he does what FEELS right – he pulls the nose up.

This may all sound a bit theoretical – but it is e[actly what

Aircraft Registration: <5 1%5 Date of Accident: &GEGODGT Time of Accident: J < Type of Aircraft: &* #

happens, and it is so easy to do. Particularly in an open cockpit near

Type of Operation: 2TKXCVG

the ground you are not Ă&#x20AC;ying on instruments you are Ă&#x20AC;ying by the

Pilot-in-command Licence: 6[RG 2TKXCVG

seat of your pants and by looking outside. Sadly thatâ&#x20AC;&#x2122;s what killed this

Age:

poor guy.

Licence Valid: Yes

We will look at the Âżgures again. Letâ&#x20AC;&#x2122;s say he eases back on the stick so his 74 knot groundspeed comes back to that 50 knots which was very comfortable a moment ago. This means he has actually knocked 24 knots off his 60 knot airspeed. In other words he has brought his airspeed back to 36 knots â&#x20AC;&#x201C; precisely where a Tiger stalls.

To make matters worse, because of the anticlockwise prop

Flying Experience Total Flying Hours: 139.1.

Hours on Type: 1 . &WTKPI VJe RCsV 9 FC[s JQWTs. Last point of departure: $eVJNeJeO #eTQFTQOe

(#$/ (Tee 5VCVe 2TQXKPEe

rotation, he should have been using left rudder in the climb, but when

Next point of intended landing:

you are looking out of the side, the wind causes an apparent slip into

0QVVKPIJCO 4QCF #eTQFTQOe -YC <WNW 0CVCN 2TQXKPEe

the turn â&#x20AC;&#x201C; well naturally you rela[ the left rudder and put in a bit of

Location of the accident site

right boot. Of course this makes the aircraft bank too steeply to the

GPS co-ordinates: 5 Â&#x152; 1 . o ' Â&#x152; .1 1o PeCT

right, so all you need to do is hold off bank with the aileron.

STOP. Time to look at the whole picture. We are low level at around stall speed with right rudder and left stick perfectly set up for a spin with no room to recover.

If you have followed me so far you will no doubt be saying â&#x20AC;&#x201C; yes, caught out by the dreaded downwind turn!

We donâ&#x20AC;&#x2122;t have the time or space to go into that discussion at the

$eVJNeJeO Aerodrome Information: Elevation o. Runways 11 9 1 3 . Runway Used 11. Surface: 6CT Meteorological Information: Wind Â&#x152; 1 MVs. Temp 19Â&#x152;%. Dew Point Â&#x152;%. Cloud cover ('9 CV 3 o No. of people on board: 1+ 0

moment. BrieĂ&#x20AC;y, you are correct. If he had turned left â&#x20AC;&#x201C; into wind â&#x20AC;&#x201C;

No. of people injured: 0

there would have been no problem. So he was indeed caught out by

No. of people killed: 1

the dreaded downwind turn. But think carefully. If he had watched the instruments â&#x20AC;&#x201C; instead of outside references â&#x20AC;&#x201C; would he have been in trouble? NO. He would have maintained his 60 knots and kept the ball in the middle.

The inexperienced pilot stalled and spun the Tiger turning downwind at low level.

This man was caught out â&#x20AC;&#x201C; not by the aerodynamics of a downwind turn, which are harmless, but by the ILLUSIONS that come with a downwind turn. He was trying to relate his aerodynamics to what he saw on the ground â&#x20AC;&#x201C; thatâ&#x20AC;&#x2122;s what killed him.

As an aside, I have recently been chatting with a VERY e[perienced pilot about the dreaded downwind turn and we are not on the same page. Maybe the Gleitch will give me space to revisit this much debated subject again ne[t month.

WHAT CAN WE LEARN? Three things: â&#x20AC;˘

By looking at the position of the crash site this guy turned out at low level, very soon after getting airborne. This accident demonstrates that there is good reason why we are taught NOT to turn before 500â&#x20AC;&#x2122; agl, after takeoff.

â&#x20AC;˘

â&#x20AC;˘

The density altitude was 7500â&#x20AC;&#x2122; which gives any aircraft

ground you have to be very aware of your surroundings

anaemic climb performance. You only aggravate the

so you can avoid hitting wires or other obstacles, but you

problem by easing back on the stick. Donâ&#x20AC;&#x2122;t do it â&#x20AC;&#x201C; regardless

must not let their perceived movement, caused by the wind,

how strong the temptation.

inĂ&#x20AC;uence you into reacting to groundspeed and the illusions

Any low level Ă&#x20AC;ying has its own set of dangers. But a wind introduces some really hazardous deceptions. Near the

of skid or slip.

BrieĂ&#x20AC;y, beware of low Ă&#x20AC;ying particularly in wind.

M

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

WHO HAS

CONTROL? When an aircraft is equipped with dual controls, the pilots need to be very clear on who KU KP EJCTIG D[ UVCVKPI p[QW JCXG EQPVTQNq CPF VJG QVJGT CHĆ&#x201A;TOKPI p+ JCXG EQPVTQN q

I

N my early days doing training touch

single control wheel, when a single engine

The situation can be aggravated when

and goes in a Tiger Moth, we did an

overshoot was attempted on short Âżnals

there are trees near the end of the runway

overshoot and my instructor and I

after the pilot/s realised that they had not

that have to be cleared after takeoff. This

misunderstood the situation. When

e[tended the undercarriage. The trainee

introduces an apparent horizon that is

the Tiger assumed a high nose up

pilot was at the helm, but the speed was low

higher than the real horizon and leads to the

attitude and I grabbed the stick we

and reaching Vmc. The instructor closed the

temptation to lift off too early, at a speed on

realised our mistake â&#x20AC;&#x201C; no one had actually

throttles, and the aircraft sank back onto

the wrong side of the drag curve.

been Ă&#x20AC;ying the plane!

the grass adjacent to the runway collapsing

I e[perienced this after I stopped Ă&#x20AC;ying when sitting in the co pilot seat of a

A Cessna 210 loses climb performance when the gear cycles.

Cessna 210. The pilot was a fairly low time Commercial Pilot and was intimidated by the trees; instead of holding his nerve, he took off prematurely. Fortunately we were only three occupants, but the temptation to interfere was enormous. We only just cleared the trees with the stall warning blaring, I e[pecting to strike branches at any second. At such a time an aircraft is very vulnerable to gusts or any other atmospheric disturbance.

In the conte[t of the apparent horizon, a terrible accident occurred in the USA in the early 70s. A privately owned F86 Sabre took off after an airshow, the pilot having very low time on type. The airÂżeld had trees on

Many aircraft have dual controls, with some variations just to add interest. The

the partly e[tended gear. The aircraft was a

the end. The pilot rotated prematurely two

write off, but no one was injured.

or three times, on each occasion, due to

Baron and Bonanza have one that has two

Another issue is when two qualiÂżed

the swept wing conÂżguration, losing speed

control wheels which is used to replace

pilots are at the controls, and the co pilot

to drag. The Sabre failed to get airborne,

the single throw over one that is standard.

becomes concerned that a situation is not

went through the boundary fence, crossed

An instructor should ensure that this very

being handled correctly and tries to do

a highway hitting a car and plunged into an

e[pensive item is installed during training,

it â&#x20AC;&#x153;hisâ&#x20AC;? way. Accidents have occurred on

ice cream parlour, killing 22 people.

as it is not easy, or legal, for him/her to have

takeoff when the Captain elects to continue

During a take off in a Cessna 206 in the

to reach over from the right seat when a

well down the runway with obstacles ahead;

Okavango Delta things went awry. Some

problem occurs. Retractable rudder pedals

the co pilot is not happy and both pilots end

206s are equipped with retractable rudder

are Âżtted on the right side, but have no

up wrestling with the controls, one trying to

pedals on the right side, also with no brakes.

brakes.

keep the throttle/s open and lifting the nose,

There are two control wheels. Without

An accident occurred on a 55 Baron during conversion training with only the

40 5eRVeODeT 019 ^ YYY.sCĆ&#x192;[eT.EQO

the other wanting to close the throttle/s and

properly brieÂżng before takeoff the captain

keep the nose down.

summarily handed control to the highly

COLUMNS

e[perienced co pilot seat occupant, who

in landing on one engine on a short runway

was caught by surprise. The right rudder

after receiving a false Âżre warning.

rolled inverted, crashed and burned.

pedals were stowed, the aircraft departed

The aircraft was observed shutting down

Another accident occurred involving

the runway on the left, and eventually the

one engine in the circuit, but got into difÂżculty

a 58 Baron in the cruise at FL 110. The aircraft was witnessed from the ground to suddenly nose up and then apparently spin into the earth. It was not a training Ă&#x20AC;ight.

Investigation revealed that the right front seat back had previously been snagged for suddenly collapsing backwards. It seemed possible that the front seat pa[ had grabbed the centre column as the seat collapsed, and thus pulled the nose up before the pilot could take action.

A problem not necessarily associated with dual controls is if a pilot seat is not properly latched into the seat tracks. Some aircraft conÂżgurations require considerable seat travel to allow occupants to embark and disembark, resulting in wear and tear of the seat rails. If a seat slides backwards during,

Beech s throw over yokes caused plenty of problems they have now dropped them.

or soon after, takeoff a pilot can rapidly lose control. When this has been known to happen, manufacturers have issued appropriate bulletins, but nevertheless be

nose gear collapsed.

on Âżnal approach, which could have been

A nervous passenger seated at the

due to a known downdraft in this area. It

controls can be a disaster waiting to happen.

could not be proved due to the absence of a

The owner of a Rockwell 690 turboprop

cockpit voice recorder or Ă&#x20AC;ight data recorder,

had placed such a pa[ in the co pilot seat

but it was also possible that the nervous pa[

in order to reassure him that Ă&#x20AC;ying was not

interfered with the controls. In any event the

as hazardous as he thought. The owner

aircraft attempted an overshoot, the speed

had shortly before demonstrated his skill

deteriorated below Vmc and the machine

sure to check your seat is Âżrmly latched.

WHAT CAN WE LEARN? â&#x20AC;˘

Know the dangers associated with misunderstandings of who has control and clarify before Ă&#x20AC;ight.

â&#x20AC;˘

Let your imagination run free, but

M

not enough to spoil the joy of Ă&#x20AC;ight.

41 YYY.sCĆ&#x192;[eT.EQO ^ 5eRVeODeT 019

REGISTER REVIEW: RAY WATTS

JULY 2019 I have to say a big thank you to Monica Knoetse at the CAA for going the extra mile to enable me to produce the register review for this month.

came from FlyDubai. There has been a total of three B737s delivered for Comair / British Airways over June - July and no doubt these will appear in the amendments soon. There is another Gippsland GA-8 Airvan registered, but I can’t trace a history for it. Amongst the others there is yet another one of the ever-popular Pilatus PC12. There’s also a Lear Jet, a Citation and another Embraer 120.

Another glider has been registered under the ZT-G section,

CemAirs ƃeet continues to be exported. ZS-CEM has gone to the to USA.

breaking with the initial practice of registering gliders as ZS-G**.

The NTCA register shows continued growth, with another sixteen registered including three ex SAAF Alouette II helicopters. These have been in storage for a long time and I hope we see them up and about again soon. There is a L-21A Super Cub also registered and

Ray Watts

this one was used at one stage to patrol the USA – Mexico border.

ZS-ZWY a B737-800 for Comair, partly to compensate for the grounded Boeing Max.

systems and she went to the original paperwork to

Michael Combrink

T

HE CAA was having huge problems with their computer extract the info for June 2019 for me. You’ll see in the table that some of the entries don’t have owners’ names, these are the ones that she dug out for me for

June. Their system seems to back up and running except that it is leaving out the helicopters ZT-R** series. She has said she’ll have

Global Air is collecting Airbus A340s.

Former 2-RLAW is now ZS-GAU.

a look into this for me, so hopefully next month we’ll have a large number of these to report on. The tables and ¿gures include both

Ray Watss

June and July amendments.

Her owner doesn’t have the original data plate so we can’t track her exact history.

The drones continue to multiply with another forty-eight added.

South Africa is in one of its cyclical downturns and aircraft ZT-RCC has been exported to Madagascar.

exports are up. We have lost ¿fteen TCA aircraft this month, eleven ¿xed wing and four helicopters. Three of the four helicopters have gone to Madagascar and one of the new Bell 505s has already been

On the Type Certi¿ed Aircraft (TCA) side of things, we see that

exported – to Russia. Two more of the remains of the Cemair Àeet

twelve aircraft have been registered including one of Global Aviation’s

have now left our shores, one to the USA and one to Zambia. The

four Airbus A340-541s that arrived last year. These four aircraft are

rest of the many exported aircraft have gone mainly to the USA and

ex Emirates and were registered in Guernsey for the ferry Àight to

the others to Cyprus, Zimbabwe and Mali. There are also two NTCA

South Africa from Dubai. The registration 2-**** is that of Guernsey.

aircraft that have departed our shores. A Safari to New Zealand and

We’ve seen a number of aircraft being ferried round the world using

an RV-10 to Zimbabwe.

these registrations. There are another four A340s parked at Denel for African Charter Airlines. These are ex-Turkish Airlines A340s and cause quite a stir when people see the red tails parked there.

The Air Tractor agricultural and ¿re¿ghting aircraft has another two registered. Comair have received another B737-800, this one

42 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

TAIL PIECE With the winter weather being experienced please be very, very careful about the weather, specially round the coast and over the

M

mountains. Please stay safe.

M&N Acoustic Services REGISTER REVIEW - JUNE & JULY Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-FRA

BEECH

1900D

UE-391

N973EA, N841CA, N44810

ALUDAR 444 (PTY) LTD

ZS-GAU

AIRBUS

A340-541

611

2-RLAW, F-WHUF, A6-ERH, F-WWTY

GLOBAL AVIATION (PTY) LTD

ZS-JHG

PILATUS AIRCRAFT LTD

PC-12/47E

1121

PH-PNG, PH-PWE, HB-FQU

ZS-MOZ

AIR TRACTOR

AT-502

502-0212

N9185A

SANDRIVER CROP PROTECTION CC

ZS-PSA

LEARJET INC

60

129

N717BK, N180GH, N45HS, D-CBAO

FORTUNE AIR (PTY) LTD

ZS-TAL

CESSNA

525 CITATION JET

525-1024

N8645T

ZS-TJF

AIRVAN

GA8

GA8-11-160

ZS-TJG

AIR TRACTOR

AT 402B

402B-1410

ZS-TJH

EMBRAER

EMB-120 ER

120-299

ZS-ZWY

BOEING AIRCRAFT COMPANY

737-800

40247

A6-FDT

ZS-ZZZ

CIRRUS

SR22

4602

N460BK

ZT-GOU

ALEXANDER SCHLEICHER GMBH & CO

ASG 32 ML

32014

D-KLON

GOUDRIAAN O C

D-KLKL

PARADISE AVIATION PARTNERSHIP

N299UX, PT-SVT COMAIR LIMITED

ZU- New Registrations ZU-GAH

HOFFMAN

H36 DIMONA

3511

ZU-IOJ

VAN’S AIRCRAFT

RV-6

2071821552

ZU-IOX

ZENITH AIRCRAFT

ZENITH

6-6719

ZU-IOY

WHISPER AIRCRAFT

X350

WA16068

ZU-IOZ

SAVANNAH AFRICA (PTY) LTD

SAVANNAH S

18-11-54-0643

ZU-IPA

THE AIRPLANE FACTORY (PTY) LTD

SLING 4 Tsi

159S

ZU-IPB

RUSSELL PHILLIPS

WHISPER ONE

WRD 18070

PARADISE AVIATION PARTNERSHIP

ZU-IPC

SAVANNAH AFRICA

SAVANNAH S

18-11-54-0645

SCHUTTE W H

LOMBARD M M

ZU-IPD

THE AIRPLANE FACTORY (PTY) LTD

SLING 2

297

W A DE KLERK SAAI EN BEES BOERDERY (PTY) LTD

ZU-IPG

STOBBART CHARLES FREDERICK

RV-9

91983

STOBBART C F

ZU-JAK

VAN DER MERWE J D

SUPER L-21A

VDM 01

ZU-RES

AEROSSPATIALE

SA 3160 ALOUETTE II

1034

SAAF 42, F-WJDI

CAMPBELL J A

ZU-RJK

AEROSSPATIALE

SA 3160 ALOUETTE II

1919

SAAF 44

CAMPBELL J A

SAAF 41, F-WJDD

CAMPBELL J A

ZU-RNK

AEROSSPATIALE

SA 3160 ALOUETTE II

1033

ZU-SBY

VAN’S AIRCRAFT

RV-7

74757

ZU-STG

THE AIRPLANE FACTORY

SLING 2

294

VAN DER MERWE J D

ZT- RPAS - New Registrations ZT-UZW

DJI

PHANTOM 4 PRO

QAXDDAT0A20220

ZT-UZX

DJI

PHANTOM 4 PRO

189CEBDBA0897

ZT-UZY

DJI

MAVIC 2

MAV0014

ZT-UZZ

DJI

MAVIC 2 PRO

163DF930010424

ZT-WAA

DJI

PHANTOM 4 PRO

07JDE6D002010C

ZT-WAB

DJI

MAVIC 2 PRO

163DFAQ00175BE

ZT-WAC

DJI

PHANTOM 4

07DDD3V0A10956

ZT-WAD

DJI

SPARK

0A5DEAD0C100LM

ZT-WAE

DJI

MAVIC 2

276DFBD001MUYW

ZT-WAF

SENSEFLY

EBEE X

EP-11-28602

ZT-WAG

DJI

M200

0FZDFCE0P30062

ZT-WAH

DJI

M200

0FZDECR0P0016

ZT-WAI

DJI

PHANTOM 4 PRO

0AXDEBD0B30559

ZT-WAJ

DJI

INSPIRE 1

W13DDA12061456

ZT-WAK

DJI

PHANTOM 4

07DD550B12452

ZT-WAM

DRONE OPS

SCOUT 2

AR00133

DRONE OPS (PTY) LTD

ZT-WAN

SKYHOOK (PTY) LTD

FPV RACER QUAD

SK.RD.0004

SKYHOOK (PTY) LTD

ZT-WAO

DJI

PHANTOM 4 PRO

0AX1F6D00S0894

DC GEOMATICS (PTY) LTD

ZT-WAP

SKYHOOK (PTY) LTD

FPV RACER QUAD

SK.RD.0002

SKYHOOK (PTY) LTD

ZT-WAR

CORTAC (PTY) LTD

MAGLAN

CTA001

CORTAC (PTY) LTD

ZT-WAS

DJI

MATRICE 200

M200-08

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WAT

DJI

INSPIRE 2

0A0LF31007003W

DC GEOMATICS (PTY) LTD

ZT-WAU

DJI

MATRICE 200

M200-10

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WAV

DJI

PHANTOM 4

07DDD4C0B10128

DC GEOMATICS (PTY) LTD

ZT-WAW

DJI

PHANTOM 4 PRO

0AXDDCC0A21247

DC GEOMATICS (PTY) LTD

ZT-WAX

DJI

MATRICE 200

M200-07

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WAY

DJI

MATRICE 200

M200-06

UAV AND DRONE SOLUTIONS (PTY) LTD

tĞ ƉĞƌĨŽƌŵ ^ E ^ ĐĞƌƟ Į ĐĂƟ ŽŶƐ ŽŶ Ăůů LJŽƵƌ͗ ĐŽƵƐƟ ĐƐ ; ĞŐ͘ > ϯϱϬ Ϳ sŝďƌĂƟ ŽŶ ; ĞŐ͘ ZŝŽŶ s ͲϭϭͿ ,ƵŵĂŶ sŝďƌĂƟ ŽŶ ; ĞŐ͘ YƵĞƐƚ ,Ăǀ WƌŽͿ ůĞĐƚƌŝĐĂů ͬ>& ƋƵŝƉŵĞŶƚ ʹ ŝŶŚŽƵƐĞ Žƌ ŽŶ ƐŝƚĞ ;ĞŐ͘ &ůƵŬĞ DƵůƟ ŵĞƚĞƌƐ͕ /ŶƐƵůĂƟ ŽŶ dĞƐƚĞƌƐͿ

Contact: Rashid Snyders Tel: 012 689 2007 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za YYY.sCƃ[eT.EQO

43 ^ 5eRVeODeT 019

M&N Acoustic Services REGISTER REVIEW - JUNE & JULY Reg Manufacturer ZT- RPAS - New Registrations

Type Name

Serial No

Previous Identity

ZT-WAZ

DJI

MATRICE 210

17TDQ5K01125B0P

PROMMAC (PTY) LTD

ZT-WBA

DJI

MATRICE 600

M80DG5F009P08Q

DARKWING AERIALS (PTY) LTD

ZT-WBB

DJI

MATRICE 200

17SDG1E0020011

HELI-X CHARTERS (PTY) LTD

ZT-WBD

DJI

MATRICE 200

M200-05

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WBE

DJI

MATRICE 200

M200-09

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WBF

DJI

MAVIC 2 ENTERPRISE DUAL

298DG3K0013053

DC GEOMATICS (PTY) LTD

ZT-WBH

DJI

PHANTOM 4 PRO

0AXDDAQOB20493

HELI-X CHARTERS (PTY) LTD

ZT-WBI

DJI

INSPIRE 2

09YDE7M0041869

HELI-X CHARTERS (PTY) LTD

ZT-WBJ

DJI

MAVIC 2 PRO

163DF920017RV8

DC GEOMATICS (PTY) LTD

ZT-WBK

DJI

MAVIC 2 ENTERPRISE DUAL

299DFCC001M296

HELI-X CHARTERS (PTY) LTD

ZT-WBM

DRONE OPS

SCOUT

DOS001

DRONE OPS (PTY) LTD

ZT-WBN

DJI

MAVIC 2 PRO

163DFN001ONYP

SKYHOOK (PTY) LTD

ZT-WBO

SKYHOOK (PTY) LTD

FPV RACER QUAD

SK.RD.0003

SKYHOOK (PTY) LTD

ZT-WBP

DJI

PHANTOM 4 WM330A

07DDD3V0A10956

EMERALD SKY TRADING 468 (PTY) LTD

ZT-WBR

DJI

MAVIC PRO

08Q2F9400S0020

LIVCLEAN (PTY) LTD

ZT-WBS

DRONE OPS

SCOUT

DO5002

DRONE OPS (PTY) LTD

ZT-WBT

SKYHOOK (PTY) LTD

FPV RACER QUAD

SK.RD.0001

SKYHOOK (PTY) LTD

ZT-WBU

DJI

MAVIC PRO

08Q1F7U00S0975

CORTAC (PTY) LTD

MALTA as 9H-MDM

ZS - Aircraft Deleted ZS-AEA

BEECH

1900D

UE-385

ZS-AMC

ROBINSON HELICOPTER COMPANY

R44 II

11812

ZIMBABWE

ZS-BAX

AGUSTA S.P.A

A109S

22042

CYPRUS

ZS-CEM

BEECH AIRCRAFT CORPORATION

1900D

UE-182

UNITED STATES

ZS-DHF

BOMBARDIER INC

DHC-8-311

405

ZAMBIA

ZS-DNM

CESSNA AIRCRAFT COMPANY

182T

18282301

UNITED STATES

ZS-LWA

CESSNA AIRCRAFT COMPANY

T210M

210-62683

UNITED STATES

ZS-NAA

CESSNA AIRCRAFT COMPANY

T210N

21063312

UNITED STATES

ZS-NYR

CESSNA AIRCRAFT COMPANY

208B

208B-0382

UNITED STATES

ZS-PCC

BEECH AIRCRAFT CORPORATION

1900C

UC-143

MALI

ZS-RHW

AEROSPARIALE AS

AS 350 BS

1327

MADAGASCAR

ZS-RWC

EUROCOPTER

AS 350 B2

20190626

MADAGASCAR

ZS-THM

CESSNA AIRCRAFT COMPANY

182S

182-80830

UNITED STATES

ZT-RCC

EUROCOPTER

AS 350 B2

7061

MADAGASCAR

ZT-ROX

BELL HELICOPTER TEXTRON

505

65049

RUSSIA

ZU - Aircraft Deleted ZU-BXX

PITTS S12

057

UNITED STATES as N360ZP

ZU-EHK

KITPLANES FOR AFRICA

EXPLORER

110-8/05-WB

NEW ZEALAND

ZU-FNI

VAN’S AIRCRAFT CORPORATION

RV-10

41163

ZIMBABWE

tĞ ƉĞƌĨŽƌŵ ^ E ^ ĐĞƌƟ Į ĐĂƟ ŽŶƐ ŽŶ Ăůů LJŽƵƌ͗ ĐŽƵƐƟ ĐƐ ; ĞŐ͘ > ϯϱϬ Ϳ sŝďƌĂƟ ŽŶ ; ĞŐ͘ ZŝŽŶ s ͲϭϭͿ ,ƵŵĂŶ sŝďƌĂƟ ŽŶ ; ĞŐ͘ YƵĞƐƚ ,Ăǀ WƌŽͿ ůĞĐƚƌŝĐĂů ͬ>& ƋƵŝƉŵĞŶƚ ʹ ŝŶŚŽƵƐĞ Žƌ ŽŶ ƐŝƚĞ ;ĞŐ͘ &ůƵŬĞ DƵůƟ ŵĞƚĞƌƐ͕ /ŶƐƵůĂƟ ŽŶ dĞƐƚĞƌƐͿ

44 5eRVeODeT 019 ^

Contact: Rashid Snyders Tel: 012 689 2007 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za YYY.sCƃ[eT.EQO

Owner

P

&

accommodate up to 37 guests. All rooms

•

Quad biking

Conference Centre, a brand new

have en-suite bathrooms and are beautifully

•

Camping

establishment in the Northern

decorated and air conditioned. We can

Cape, is situated 15 km outside

accommodate handicapped persons.

LATFONTEIN

Lodge

Our restaurant is an upmarket and intimate 50-seater, serving seasonal and

This facility was

We offer a special room rate to clients

fresh contemporary as well as local traditional

built on land allocated to the !Xun and the

who host functions at our facility that need

dishes. We can accommodate all your catering

Khwe – impoverished Indigenous Bushmen

overnight

requirements. For special events, we offer

communities

breakfast.

Kimberley.

after

they

were

removed

accommodation

and

includes

customised menus as per client’s request.

from Schmidtsdrift. It is surrounded by the

In-room features include: bath or shower

We have an extensive range of local wines,

incredible natural beauty of the Northern

(or both), free wifi and DSTV, electric blankets

ciders, beers, cocktails and a wide variety of

Cape Karoo landscape with flamingos on the

and quality linens, coffee/tea tray, mini fridge,

soft drinks.

wetlands.

toiletries & towels.

We have a conference facility that can

Special attractions of the area include:

accommodate up to 450 delegates with

Northern Cape and is a fantastic town to visit

•

Historic Kimberley

break-away

as a tourist destination for game drives and

•

Explore the Platfontein Culture

weddings & functions. When hiring the entire

extreme adventures. Explore the fascinating

•

The Big Hole – the largest man-

establishment, including accommodation for a

made hole in the world.

wedding, one night’s stay in the Honeymoon

Scenic drive of the Galeshewe

suite will be at no charge as our wedding gift

in the heart of the country makes it the ideal,

Township including the monument to

to the couple.

easy to reach, location for functions and

the Mayibuye Uprising of 1952.

We also cater for:

The Malay Camp that also holds

•

Commemorative Days

much of Kimberley’s history

•

Year-end functions

Platfontein Lodge and Conference Centre

•

McGregor Museum

•

Corporate functions

offers a variety of services in its tranquil

•

A tram ride around town.

•

Birthday parties

environment; whether it is an overnight or

•

Game drives

•

Exhibitions

extended stay, conference or events, this

•

A tour inside the Wildebeestkuil Rock

•

Launches

Art Centre

•

Kimberley is the capital city of the

history of the diamond mines that launched South Africa’s wealth.

The town’s location

conference delegates from all over Southern

•

•

Africa.

luxurious destination caters for it all.

The lodge has 12 suites which can

•

COMPANY PROFILES

PLATFONTEIN LODGE & CONFERENCE CENTRE

Team building activities

facilities.

We

specialise

in

Provincial, National and International Events.

Upmarket accommodation with 12 luxurious suites Conference facilities & Wedding Venue. Intimate Restaurant

SA Flyer 2019|09

Platfontein Lodge & Conference Centre is situated about 15km outside Kimberley, surrounded by its natural landscaping beauty.

The Platfontein Lodge offers a variety of services in its tranquil environment; whether it is an overnight or extended stay, conference or events, we cater for it all. The lodge in its current leisure form, is pristine nature and swimming pools to be enjoyed by our guests.

CONTACT US: Cell: 060 979 7583 / Email: info@umfana.co.za Address: Farm 68, R31 Road towards Barkly West, Platfontein, Kimberley Web: www.platfonteinlodgeandconferencecentre.co.za 28˚39’33.7”S 24˚36’43.4”E

45 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

FUEL TABLE ǁǁǁ͘Ɛǀϭ͘ĐŽ͘njĂ

SA Flyer 2019|09

Fuel Prices as at 03/07/2019 Prices include VAT but exclude any service fees Airfield Avgas Jet A1 Baragwanath R 22.00 Beaufort West R 23.90 R 17.90 Bethlehem R 21.97 R 15.62 Bloemfontein R 17.71 R 11.09 Brakpan R 21.50 Brits R 20.68 Cape Town R 24.10 R 10.04 Eagles Creek R 20.45 East London R 20.01 R 12.85 Ermelo R 20.18 Fisantekraal R 21.80 Fly-In R 19.20 Gariep Dam R 21.30 R 16.80 George R20.47 R12.60 Graaf Reinet No Fuel Avbl Grand Central R 21.28 R 16.30 Kimberley R 17.71 R 11.09 Kitty Hawk R 23.50 Klerksdorp R 21.64 R 14.80 Kroonstad R 19.85 R 14.61 Kruger Intl Nelspruit R 20.80 R 14.25 Krugersdorp R 20.50 Lanseria R 21.62 R 15.56 Margate No Fuel Avbl Morningstar R 20.85 Mosselbay R 22.75 R 16.65 Nelspruit R 22.77 R 13.80 KƵĚƚƐŚŽŽƌŶ ;EĞǁͿ Z ϮϬ͘ϳϳ Z ϭϰ͘ϰϭ Parys R 19.80 R 12.85 Pietermaritzburg R 22.60 R 15.00 Pietersburg Civil R 21.50 R 14.20 R 23.17 Port Alfred Port Elizabeth R 21.85 R 15.87 Potchefstroom R 19.80 R 12.85 Rand R 20.47 R 14.70 Robertson R20.80 Rustenberg R 19.38 R 13.80 Secunda R 21.28 Skeerpoort *** Customer to collect R 17.55 R10.80 Springs R 21.50 Stellenbosch R 22.65 Swellendam R 19.80 R 13.00 Tempe R 22.49 R 14.25 Ultimate Heli (Midrand) *** R 20.95 R 14.00 Upington R 17.94 R 11.32 Vereeniging R 20.31 R 13.76 Virginia R 21.85 R 15.22 Welkom R 19.85 R 14.61 Wings Park EL R 19.90 Witbank R 20.20 Wonderboom No Fuel Avbl Worcester R22.25 *** Helicopters only

Fuel Prices as at 01/08/2019 Prices include VAT but exclude any service fees Airfield Airfield Avgas Avgas Jet JetA1 A1 Baragwanath R 22.00 Beaufort RR23.90 BeaufortWest West 23.90 RR17.90 17.90 Bethlehem R 21.97 R 15.62 Bloemfontein RR17.91 Bloemfontein 17.91 RR11.06 11.06 Brakpan R 21.50 Brits R 20.10 Cape Town R 23.32 R 9.88 Eagles Creek R 21.00 East London R 18.83 R 12.54 Ermelo R 19.55 Fisantekraal R 21.80 Fly-In 19.20 Fly-In RR19.20 GariepDam Dam 21.30 RR15.00 15.00 Gariep RR21.30 George R19.69 R12.28 GraafReinet Reinet NoFuel Fuel Avbl Graaf No Avbl Grand Central R 21.28 R 15.30 Kimberley R 17.91 R 11.06 KittyHawk Hawk 23.50 Kitty RR23.50 Klerksdorp R 21.64 R 14.32 Kroonstad R 19.85 R 14.61 Kruger Intl Nelspruit R 19.80 R 13.65 Krugersdorp R 19.95 Lanseria R 21.28 R 14.93 Margate R 21.90 R 15.35 Morningstar R 19.95 Mosselbay R 22.90 R 16.65 Nelspruit R 22.77 R 13.80 Oudtshoorn R 20.70 R 14.77 Parys R 19.80 R 12.85 Pietermaritzburg R 22.60 R 14.40 Pietersburg Civil R 21.50 R 13.40 R 23.17 Port Alfred Port Elizabeth R 21.85 R 15.87 Potchefstroom RR21.85 Potchefstroom 21.85 RR15.87 15.87 Rand R 19.90 R 14.38 Robertson R20.80 Rustenberg R 19.38 R 13.80 Secunda R 21.28 Skeerpoort *** Customer to collect R 17.55 R10.60 Springs R 21.50 Stellenbosch R 22.65 Swellendam R 20.70 R 13.00 Tempe R 22.49 R 14.25 Ultimate Heli (Midrand) *** R 20.95 R 14.00 Upington R 18.37 R 11.52 Vereeniging R 20.31 R 13.01 Virginia R 21.85 R 15.22 Welkom R 18.86 R 14.61 Wings Park EL R 19.90 Witbank R 19.50 Wonderboom No Fuel Avbl Worcester R21.00 *** ***Helicopters Helicoptersonly only

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5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

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Tel: +27 14 576 2522 Ina: +27 82 553 9611 ŵĂŝů͗ ĂǀŝĂƟ ŽŶΛƐǀϭ͘ĐŽ͘njĂ Marina: +27 82 924 3015

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

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SA Flyer 2016|11

• • • • •

FEATURE JUSTIN DE REUCK

OSHKOSH

Airventure

This year celebrated the 50th EAA AirVenture to be held in Oshkosh, and Ƃttingly it was the ‘biggest and the best ever.’ Prior to being held at Oshkosh, it was held in Milwaukee, and was just referred to as the pEAA ƃy-inq. 50 years on and it’s unarguably the biggest air show and ƃy-in on earth, with an incredible 10,000 aircraft arriving at Wittman Regional Airport.

2

019 was the year which not only celebrated 50 years in Oshkosh, but also the 50th anniversary of the Apollo 11

2019

Navy Stealth For the Ƃrst time in U.S. Naval aviation history, radar-evading stealth capability comes to the carrier deck. The F-35C carrier variant is the Navy’s Ƃrst stealth Ƃghter and the world’s only 5th Generation, long-range stealth strike Ƃghter designed and built explicitly for aircraft carrier operations.

moon landing and 50 years of the Boeing 747, amongst

many other anniversaries. It was also the ‘Year of the Fighter’. During the week of Oshkosh, several variants of the F-15 Eagle arrived, along with F-18 Super Hornets and the newer electronic warfare version the EA18-G Growler. A few F-22s and F-35As made their appearance and towards the end of the week a special visit by the US Marine Corps, carrier variant, the F-35C was something I had not seen before, with folding wings, double nose wheel, carrier strength landing gear and arrestor hook.

Known as the Wooden Wonder (or the

1944 in the Alton Fjord Àying cover for the

Timber Terror) due its airframe being mostly

Barracuda torpedo bombers against the

The section of the vast airport grounds,

made from plywood, and being capable

German battleship Tirpitz.

known as ‘Fightertown’, or simply as

of speeds of over 400 mph, the Mosquito

Undoubtably the most rare warbird

“Warbirds” was my hallowed grounds. Every

carried 4 x 7.7mm Browning machine guns

of all this year at Oshkosh was the

morning a few of us went down there at

in the nose, 4 x 20mm Hispano cannons

unique

sunrise to catch not only the good light but

mounted under the nose, and depending

meticulously restored ¿ghter. During 1943

get clean shots of these classic aircraft

on the variant, could carry rockets, bombs,

the Allied military planners knew that to

before the masses of people arrived to gawp

torpedoes, and even a 57mm cannon.

gain supremacy over the Axis powers they

at these incredible machines.

XP-82

Twin

Mustang,

another

Another very rare warbird to arrive at

needed to hit the enemy’s industrial targets

This year’s Grand Champion award

Osh was the Fairey FireÀy, a carrier borne,

deep inside both Europe and Japan to gain

deservedly went to the beautifully restored

two seat monoplane designed for ¿ghter

air superiority before they could consider a

De Havilland DH98 Mosquito. This Mosquito,

reconnaissance

interception

ground invasion. The B-17 Flying Fortresses

PZ474, is only one of four in the world

duties for the Royal Navy but later modi¿ed

and B-24 Liberators in Europe already had

currently airworthy and was magni¿cently

for antisubmarine warfare. First Àown in

the range, but ¿ghters like the P-38 Lightning

restored by Avspecs of New Zealand.

1941, the FireÀy made it’s combat debut in

and P-47 Thunderbolt could only escort

48 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

and

radio

Huge Attraction A UPS Boeing 747-8F and a United Airlines Boeing 787-8 park line astern at AirVenture’s main stage, Boeing Plaza.

them so far before having to turn back,

of the intercom. The headset is designed

future of Urban Air Mobility. Will this be

leaving the bombers unprotected. The XP-

for the moderate noise environments of

the progenitor of the much anticipated sky-

82 ‘Twin Mustang’ was one answer. What

pressurized cockpits and Àight decks.

Uber?

a privilege it was to see this one that had

Blackhawk Aerospace certi¿ed their

The Àying displays are always a blast

recently completed a ground-up restoration

new XP-67A engine option for the King

with all the big names Àying aerobatics, the

in the air.

Air 300 giving the aircraft a 25 percent

Red Bull Air Force in full swing, the massive

But that’s Oshkosh…you get to see so

increase in available horsepower, a 55

formations and the plethora of warbirds

many ¿rsts and rarities and experience the

percent reduction in time to climb and a new

showing off their beautiful restorations and

passion that so many have for restoring

maximum cruise speed of 343+ Ktas. The

ability in the air. From World War ll ¿ghters to

these warbirds with such an awesome

engine comes complete with a quiet Hartzell

Cold War jets, from basic homebuilts to the

history.

5 blade composite prop.

always spectacular Waco biplane with a jet

Apart from the usuals, such as the Warbirds,

Homebuilts,

Vintage

Airbus showcased the Vahana, the

engine bolted on underneath.

and

Ultralights, the big names in the business made some announcements: Walter Extra was there to launch his all new Extra NG, powered by a 315 hp Lycoming the NG was a radical break with

,et Race pShockwaveq the ,et truck passes the jet powered Yak 110 and jet WACO Bi-Plane in an entertaining race down the main runway.

from Extra’s use of a steel tube fuselage with lightweight non- stressed skin to an all composite monocoque design, favoured by more modern unlimited aerobatic types such as the SBach, Gamebird, MX2 and Zivco Edge.

Bose launched their new ProÀight Series 2 Àight deck headset which is now the world’s smallest and lightest active noise cancelling aviation headset. The most signi¿cant technology is the digital active noise cancellation in an in-ear design offering three modes of noise cancellation. The improved low mode of noise cancellation is designed to optimize communication outside the use

49 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

&-&ay allies: A P-51C Mustang and a SpitƂre Mkl: ƃy a victory formo in celebration of 75 years since the invasion.

An F-22 Raptor gets airborne on Rwy 36 before going straight up into the vertical.

Rare Bird: The Fairey Fireƃy used at the end of the war for antisubmarine warfare makes a rare appearance at Warbirds this year

Sunset Heritage Flight: The USAF ƃy various formations during the week to celebrate the heritage of their aircraft. Here an F-22 Raptor, a P-51& Mustang and an A-10 Thunderbolt make up that formo.

Extra NG: The brand new Extra NG was revealed at Oshkosh this year.

Angels &elight: A surprise visit at the start of the week by the US Navy Blue Angels.

50 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

A Boeing EA-18G Growler makes a photo pass over show centre. The Growler is the electronic warfare version of the F-18 Super Hornet.

Packed Airshow: For the Ƃrst time since I’ve been travelling to Oshkosh, it was difƂcult to Ƃnd seating if you didn’t arrive early for the show

Merlin Roar: Seven of the 18 Mustangs that lined up along the crowd line to let loose an earth-shattering roar of all their engines.

We had two surprise visits, one by the

control tower of¿cially becomes the busiest

US Navy Blue Angels and, not be outdone

one in the world for the 11 days surrounding

by its rival service, the USAF Thunderbirds

AirVenture.

also made an appearance.

One again I had the immense pleasure of

One of the highlights of the airshow

camping at Oshkosh with Neil Bowden’s Air

days was a long row of P-51 Mustangs

Adventure tour. The 150 South African’s all

parked along the crowd line opening up their

together in camp ‘Plakkersfontein’ made for

throttles to an earth-shattering sound as 18

a very special bond where new friendships

Merlins roared to the cheers of the massively

were formed and the day’s airshow and

appreciative crowd.

happenings were discussed over a Bud

The procedure to Ày into Oshkosh is not

and a braai chop every evening. Be sure to

be taken lightly, the Notam issued for the

book with Neil for Oshkosh 2020 at www.

arrivals procedure is 30 pages long and the

airadventure.co.za

M

Record Crowds: part of this year’s record crowd of 642|000 aviation nuts stroll around Boeing Plaza admiring the enormity of the C5 Galaxy.

51 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

Oshkosh

IN FIGURES:

52 5eRVeODeT 019 ^ YYY.sCÆ&#x192;[eT.EQO

&-&ay C47: In a celebration of &-&ay about 9 &aks took to the air over Oshkosh, many in their original invasion livery.

Wooden Wonder: The &e Havilland &H98 Mosquito gets airborne early morning at Oshkosh, one of only 4 airworthy Mosquitos in the world ƃying.

One of a Kind: 1989 Welsh Keith L 3uickie, This is what a small part of AirVenture is all about.

Building and ƃying your own unique aircraft.

SpitƂre: In all her glory, a SpitƂre Mk l: makes a high-speed pass down the showline.

•

•

VOLUNTEERS: The volunteers

grounds. The AirVenture app

642,000 – 6.8 percent above of

are the selÀess heart of AirVenture

was downloaded and used by

2018’s record total.

- more than 5,500 contributed in

nearly 47,000 attendees. EAA

excess of 250,000 hours.

Radio reached more than 104,000

ATTENDANCE: Approximately

•

listeners in 158 countries with 6,735

TOTAL AIRCRAFT: More than 10,000 aircraft arrived at Wittman

•

Regional Airport and other airports

COMMERCIAL EXHIBITORS:

hours of audio, and more than

863.

47,000 viewers of 405,000 minutes of streaming video.

in east-central Wisconsin. At Wittman alone, there were 16,807

•

FORUMS, WORKSHOPS, AND

aircraft operations in the 11-day

PRESENTATIONS: A total of

period from July 19-29, which is

1,500 sessions attended by more

INTERNATIONAL VISITORS

an average of approximately 127

than 75,000 people.

TENT: A record 2,772 visitors

•

registered from 93 nations, also

takeoffs/landings per hour.

SOCIAL MEDIA, INTERNET

a record total. (Actual counts are

TOTAL SHOW PLANES: 2,758,

AND MOBILE: More than 17.6

higher since international visitor

which included: 1,057 homebuilt

million people were reached by

registration is voluntary.) Top

aircraft (including a record 592

EAA’s social media channels during

countries represented by registered

homebuilt aircraft campsites), 939

AirVenture; EAA’s website had

visitors: Canada (561 visitors),

vintage planes, 400 warbirds (a

more than 2.1 million page views;

Australia (386), and South Africa

wonderful 6 percent increase),

EAA video clips during the event

(177).

188 ultralights and light-sport

were viewed 4.5 million times;

aircraft, 105 seaplanes (40 percent

and EAA’s 2,740 photo uploads

increase), 62 aerobatic aircraft, and

were viewed more than 13.3

7 in ‘other’ categories.

million times. Additionally, EAA

• •

web streams were accessed more •

GUESTS REGISTERED AT

•

MEDIA: 851 media representatives on-site, from six continents.

•

ESTIMATED ECONOMIC

CAMPING: More than 12,300 sites

than 1.6 million times by viewers

IMPACT: $170 million for the ¿ve

in aircraft and drive-in camping

in more than 200 countries, who

counties in the Oshkosh region

accounted for an estimated 40,000

watched more than 315,000 hours

(Winnebago, Outagamie, Fond du

visitors.

of activities from the AirVenture

Lac, Calumet, and Brown).

M

FLIGHT TEST REPORT: PATRICK DAVIDSON

GAMEBIRD Patrick’s Baptism of Fire

Although the heritage from the SBach is clearly evident the GameBird is an all new and much reƂned design.

54 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

55 YYY.sCÆ&#x192;[eT.EQO ^ 5eRVeODeT 019

PATRICK DAVIDSON TELLS US ABOUT HIS HOT NEW AEROBATIC MOUNT. / Ã Ì Üi LÀ } Þ Õ > y } Ì ÌiÃÌ Ü Ì > ` vviÀi Vi°

mention the only thing holding these ‘Jesus’

*>ÌÀ V >Û `Ã >Ã Õ } Õ« Ã ,i` Õ č À ,>V }

break that’s the only thing you are going to

i iÌ > ` à i Þ } à LÀ> ` iÜ > iL À` Õ Ìi` >iÀ L>Ì V Õ Ì° Ì Ã Ài« ÀÌ] *>ÌÀ V Ìi à ÕÃ] ÃÌi« LÞ ÃÌi«] Ü >Ì Ì Ü>à i Ì Ì> i `i ÛiÀÞ] Ü

bolts (as they are known, because if they shout) in position is the passenger’s foot slides. Different, but it works.

I was more excited than a kid at Christmas, so I scrounged a few litres of Avgas and poured them into the GB1’s

Ì y ià q > ` ÃÌ « ÀÌ> Ì Þ Ü i ` ` >à > > ÃÌ

header tank. Then I climbed into the cockpit

V « iÌi Û Vi Ì i > ÀVÀ>vÌ Ì i ÛiÀÞ `i > ` }

into life. All the pressures and temps came

>Ì > čiÀ L>Ì V > « Ã «Ã Ü V i >` Ü Liv Ài°

P

ATRICK writes: After a long wait since I had ¿rst placed my order for one of the very ¿rst GB1 Gamebirds to be produced, a Àatbed truck arrived at Menno Parsons’

hangar at Rand Airport. On the back of this truck was my brand-new Gamebird, an Unlimited Aerobatic competition machine.

It was my ¿rst new plane – and was already in Red Bull and Hella branding. It looked awesome, even still wrapped on the truck.

With some fancy footwork and the use of the only two forklifts we could ¿nd at

Rand, we successfully managed to get the GB1 safely onto the ground. Once we had it untied and off the pallet, we unpacked the inside of the aircraft.

I had been told by Gamebird designer Phillipp Steinbach that this aircraft had been designed for easy assembly and disassembly, but I really did not expect it to be as easy as it was. After just 2.5 hours of assembly the plane was ready to Ày. All it needed was some Avgas and some daylight, as it was now pitch dark outside.

ON THE GROUND A lot of thought has gone into the design of the plane, from its uniquely two-piece wing with male/female ‘box’ styled spar to the massive front wing bolts that even have a handle for easy extraction. I must also

56 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

A lighter empty weight and more power - delivered through an impressive 4-blade prop - gives the Gamebird excellent vertical performance.

and as I turned the key the IO-580 jumped alive perfectly on the Garmin G3X EFIS. I could not believe it was ready to Ày.

FIRST FLIGHT The following morning we arranged some more AVGAS, sorted all the necessary paperwork out and prepared for the maiden Àight, which turned into an awesome formation consisting of Jason Beamish in Nigel’s 330SC, Menno and Gareth in Menno’s P-51 Mustang Sally, and myself. It really was an awesome ¿rst Àight.

I watched the temps and pressures like a hawk on the taxi and run-up, but everything was perfect. I was alone in the GB with almost completely full tanks for takeoff which is an impressive 312 litres, but what amazed me was the performance on the takeoff roll. Even at Joburg’s elevation I was

Modern glass cockpit makes it great for touring and unlimited aerobatics.

airborne in maybe 300m.

this machine has been designed by a pilot, for the pilot We settled into formation and headed out

this

cooling. This gave me a TAS of around 215

Àight I had a

KTAS at 19 USG/hr. We arrived at Seaview

lot more time

after just 2 hours and 15 minutes with a full

to

into

main tank (96 litres) and a fair bit in either

the plane and

wing as well. And most importantly, I was

explore all its

not feeling at all fatigued as the plane is

features.

Due

comfortable and ergonomic - a sure sign

to the engine

that this machine had been designed by a

being

pilot, for the pilot.

On

settle

brand

new, I ran it hard at 2500 RPM and full

I had been advised by Phillipp that it

throttle, leaving it on the rich side to assist

would be best to try and get around 15

to the Coves. In a plus 200 knot cruise, the P51 was able to lift his Àaps and open up a touch and the Extra struggled a little to keep up. After leaving the Extra at the Coves, we arrived back at Rand as the sun was setting.

I Àew the approach at around 85knots and the landing was not my best. But the Àight had shown me that thanks to the visibility and control inputs with its massive rudder and steerable tailwheel that this was indeed a fantastic package of a plane.

FIRST CROSS COUNTRY The Gamebird claims it can deliver on the unlikely combination of unlimited aerobatic capability with excellent cross country performance. So at 6.30am on the 22 May, with my friend and team supporter Greg Ritz in the front seat and our bags in the back, I taxied out and set off for our home airstrip at Seaview in the Eastern Cape.

57 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

hours on the engine before I started doing aerobatics like snaps and abrupt power

neck will ever be ready for the pressures that The power lever is another ƃight control.

changes so at this point I was about 7 hours

would occur as a result of doing Àick rolls at that sort of speed.

short. With only two weeks before I left for

The abundance of power gives excellent

the Red Bull Air Race in Kazan and the

vertical penetration and this gives the pilot

Aerobatic National Championship the day

plenty of time to think about what is coming

after my return, not to mention that I also

up next and also allows the pilot to almost

have a family and a business to run, I was

perfect the shapes of P loops and the likes.

not certain it was going to be possible to get

Regardless of whether or not there is a Àick

a decent result at nationals.

roll on the way up, the GB1 really just carries the speed exceptionally well. The Positive

WORKING UP TO THE NATIONAL

Àicks are very similar to the Sukhoi, just with

CHAMPS

less back stick due to the size of the elevator

Over the next few days I put some

which, if too much is used, will literally

Àights in just to get the hours up doing the

displace the plane 5 metres horizontally

odd positive-G wing over and roll along

once you get the sweet spot, although the

the way. Besides the blistering speed and

massive rudder and controls surfaces whip

performance at sea level, the other thing

the GB1 around incredibly fast.

that stood out for me were the ailerons.

Keeping in mind that this aircraft has no aileron spades that have to be set, adjusted

You end up with your nose against the canopy. or otherwise ¿ddled with, and it has a some interesting Àowing lines on the wing with swooped trailing edges to the ailerons, and

To be honest, the negative Àicks take little, experimenting with the controls to see what it could really do. I soon realised that I now had an extra Àight control to consider during aerobatics namely: the throttle. The GB1 Àies as well slow as it does fast, but if you don’t pull the power back you ¿nd yourself at 230 knots at the bottom of almost every downline. I can’t tell you how strange this was for me coming from the far draggier Sukhoi, with its big radial engine in the front.

The speed build-up of the GB1 poses another problem with the Àick rolls in the next manoeuvre as the GB1 has a max Àick speed of 174 knots. Still, I’m not sure my Careful ergonomic design puts all key circuit breakers and switches at pilot s Ƃngertips.

some getting used to, as the technique for this is somewhat different to that for positive Àicks. And when you get them wrong, you end up with your nose against the canopy in an extremely uncomfortable position.

These negative Àicks almost caused me to decide not to attend the Nationals as they were really hit and miss in my brief practice.

I did not even have the opportunity to try them from an erect line, which is the most challenging in Unlimited Aerobatics.

But my Dad talked me into going and said that I would not disgrace myself, which coming from my Dad is a compliment, especially seeing as I had only had nine proper aerobatic training Àights in the GB1.

I arrived back in South Africa on the Tuesday night from Kazan Red Bull Air Race and left Seaview at 9am the following morning to attend the SAC Nationals in

the end result is that you have a massive roll

Klerksdorp. After a 2hr 20m Àight I was able

rate with crazy centring and zero bobble on

to get just one practise in the box before the

the roll stops.

contest started. I still had a full main tank

I have Àown a number of different aerobatic planes, some of which have even

after the journey from Seaview and left it like this for the ¿rst Àight.

been the same model, and the ¿rst few times you roll you always bobble in that it takes

FLYING THE NATIONALS

some time to perfect clean sharp stops.

Klerksdorp’s elevation is 4555 ft and I

Yet the GB is virtually perfect from the ¿rst

was expecting the performance in the box to

attempt. I may have been a few degrees over

be challenging, particularly as it was my ¿rst

or under, but the stops for the rolls were just

time doing aerobatics in the GB1 at altitude.

sweet.

I

need

not

have

worried

-

the

Once I had my required 15 hours run- in

performance was awesome. The wing

on the engine I started to explore the plane a

performed fantastically, not showing any

58 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

Fuel tanks in the wings and fuselage give 1000 nm range.

signs of letting go and stalling, no matter how hard I pushed, pulled or cross-controlled.

And the more fuel I burnt off, the more the GB1 became alive. It really made me smile and be even more grateful that my Dad had convinced me to attend the competition.

That afternoon we started the contest with the ‘Free Known’ sequence, followed by the 3 Unknowns over the next few days. On every Àight I felt a little something different and started to make friends with the plane.

The Unknown sequences left me with a few concerns though, as there were some ¿gures that I had never tried before, and although they may not have been perfect, the Gamebird handled them with ease.

When we had all ¿nished, I came in with a ¿nal score of 81.7 , just 0.5 behind Nigel Hopkins. Not bad. The guys might have their work cut out for them once I have a few more hours in the GB1’s saddle.

CONCLUSION In closing, I am now the proud owner of an unlimited aerobatic plane that is a twoseater which is EASA and FAA type certi¿ed.

And it’s a great cross country machine, with front and rear Garmin G3X EFIS, a 1000 nm range at plus 200 knots, and is as easy to Ày as a Piper Cub – and even has a baggage bay.

At 400K U$ this is a substantial amount cheaper than some other commuters out there and it can Ày upside down! I’m sold.

I love it!

M

The unlimited aerobatic plane - with a baggage compartment.

Wings can be easily removed for transport.

Huge avian shaped rudder.

59 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

Justin de Reuck

GB1 Gamebird SPECIFICATIONS & PERFORMANCE SPECIFICATIONS Length: 6.9 m (22 ft 8 in) Wingspan: 7.7 m (25 ft 3 in) Height: 2.56 m (8 ft 5 in) Wing area: 11.3 m2 (122 sq ft) Gross weight: 998 kg (2,200 lb) Fuel capacity: 311 litres (82 US gal) Powerplant: Lycoming AEIO-580-B1A 303 hp Propellers: 4-bladed MT-Propeller

The legend himself, Mr Bob Hoover, came to have a look at the GB1 GameBird.

60 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

PERFORMANCE Cruise speed: 370 km/h (200 kn) Stall speed: 102 km/h (55 kn) Never exceed speed: 433 km/h (234 kn) Manoeuvring speed: 335 km/h 175 kn Range: 1,852 km; (1,000 nmi) Service ceiling: 4,572 m (15,000 ft) G limits: =+/- 10g

ΞŇLJŝŶŐͲďƵƐŚŚĂǁŬƐ͘ĐŽŵ

Flying in Africa - fascinating and awesome!

ŽŵƉƌĞŚĞŶƐŝǀĞ ĂŝƌĮĞůĚ ŝŶĨŽƌŵĂƟŽŶ͕ ƵƉͲƚŽͲĚĂƚĞ ĂĞƌŽŶĂƵƟĐĂů ĚĂƚĂ͕ ĨƌŝĞŶĚůLJ ĂŶĚ ĞĸĐŝĞŶƚ ůŽĐĂů ĐƵƐƚŽŵĞƌ ƐƵƉƉŽƌƚ͕ ĞĂƐLJ ŇŝŐŚƚ ƉůĂŶŶŝŶŐ͕ ŝŶͲŇŝŐŚƚ ŶĂǀŝŐĂƟŽŶ ǁŝƚŚ ĂƐLJ ŽĐŬƉŝƚ͕ ǁĞĂƚŚĞƌ ŽǀĞƌůĂLJƐ͕ ǁĞĂƚŚĞƌ ĐĂŵƐ ͘​͘​͘ LJŽƵ ŚĂǀĞ ŝƚ Ăůů͘

61

YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019 ǁǁǁ͘ĂǀŝĂƟŽŶĚŝƌĞĐƚ͘ĐŽ͘njĂ ͻ ŝŶĨŽΛĂǀŝĂƟŽŶĚŝƌĞĐƚ͘ĐŽ͘njĂ ͻ нϮϳ ϭϭ ϰϲϱ Ϯϲϲϵ ͻ ϬϳϮ ϯϰϬ ϵϵϰϯ

AOPA BRIEFING CHRIS MARTINUS - PRESIDENT OF AOPA SOUTH AFRICA

taming

TAILDRAGGER

Since the early days of aviation, the debate about whether nosewheels are better than tailwheels has continued unabated.

G taildraggers.

This Carbon Cub is tail-up and wheels pinned to the ground with a little down elevator.

RIZZLED

older

revolved around the fact that the tailwheel,

rudder pedals to always keep the centreline

pilots

often

decry

or ‘conventional’, landing gear arrangement

of the aircraft parallel to the centreline of

that

tricycle

landing

is inherently unstable, since the aircraft’s

the runway, regardless of any other control

gear

is

children

centre of gravity is behind the main wheels.

inputs.

incompetents,

If the pilot does not take care to avoid any

Once the pilot has developed this simple

while only real men Ày

sideways forces on the mains, the mass of

little independent control system, aileron is

and

for

There are even those who

the aircraft tends to try overtake the wheels,

used to move from side to side to position the

insist that the term ‘taildragger’ refers to

with the result that the aircraft turns. The

aircraft over the runway. Power and elevator

aircraft with a tail skid rather than a little

turning rate increases more and more if it

then are the controls required to properly

wheel at the back.

is not immediately caught by the pilot using

Àare and get the aircraft on the ground.

The opposite viewpoint, in favour of

opposite rudder inputs. If it is not caught in

nosewheels, was heavily inÀuenced by

time results in the unfortunate ‘ground loop’.

Of

course,

teaching

oneself

to

automatically keep aircraft and runway

Cessna’s marketing when it introduced its

Ground loop accidents, though seldom

ubiquitous 172 in 1956. Cessna was pushing

fatal, often result in bent landing gear and

crabbed approach in a crosswind and

the idea that the new 172 was just as easy to

even digging in a wingtip.

then

drive as your car – and went so far as to call

are generally regarded as something that

before touchdown. A ‘wing-low’ approach

their simple spring steel landing gear ‘Land-

does not happen on tricycle-gear aircraft,

comes naturally when always keeping the

O-Matic’. Their marketing campaign implied

although that is also not really true.

centrelines parallel – and this is a far more

Ground loops

that the nosewheel arrangement was much easier to manage than the tailwheel setup

centrelines

parallel

kicking

the

precludes aircraft

using

straight

a just

appropriate crosswind landing technique in CENTRELINE ON CENTRELINE

a taildragger. Crabbing is fraught with risk,

of the 170 model that preceded it. Cessna

It is true that landing a taildragger

since a little turbulence or misjudgement

persisted with the idea that the 172 handled

requires greater focus and concentration

can result in touching down sideways with

much like a car a few years later when the

than aircraft that have a training wheel in

the resultant spectre of losing control as the

172 was redesigned with a largely-useless

front. But it is not particularly dif¿cult. A

centre of gravity tries to swing around the

back window.

technique that works well for many pilots is

main gear.

The debate generated by Cessna largely

62 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

to develop a habit of using one’s feet on the

Keeping the aircraft rolled towards the

COLUMNS

wind and touching down on the upwind main wheel is therefore usually the best medicine for dealing with crosswinds.

There is often debate whether ‘wheel

aircraft slows down. Essentially, the aircraft

are

is still Àying and the controls are still very

best, but each are appropriate under the

effective when the wheels touch down using

appropriate circumstances.

this technique.

landings’

THE GOOD STUFF

runway and the tail only comes down as the

LANDING STYLES or

‘three-point

landings’

Once the pilot has developed a ‘foot-

The traditional three-pointer is where

The downside of wheelies is that when

and-rudder centreline autopilot’ system,

the aircraft is landed at a full stall with the

the mains touch the runway, the centre

the advantages of the taildragger can really

nose pitched up at the best possible angle

of gravity keeps moving downwards, thus

be enjoyed. Although rear-wheel steering

of attack.

pitching the nose up.

All three wheels ideally touch

Since airspeed is

is a bit unstable, it allows for much greater

down simultaneously.

A three-pointer

high, the aircraft will happily bounce back up

manoeuvrability on the ground. This is why

will therefore be at the slowest possible

into the sky. The wheel landing technique

forklifts steer with their back wheels.

speed and will usually result in the shortest

requires the pilot to learn how to check

possible landing.

forward slightly on the elevators the moment

A taildragger can turn around in little

the tyres touch the tarmac, thus ‘pinning’ the

more than its own length by simply braking

The downside of the three-pointer is that

on one wheel. The aircraft will pivot around

at such low speed, all the control surfaces

the locked wheel, making its turning circle

are at their least effective. This means that

The other downside is that since landing

vastly smaller than the wide turning circle of

the pilot basically becomes a passenger and

speed is higher, the landing roll will be

trigear aircraft. It is for this reason that most

is only really along for the ride. Tailwheel

longer.

STOL aircraft have tailwheels so they can

steering is usually marginal on most light

On the other hand, wheelies are a lot

operate in con¿ned spaces and unimproved

taildraggers and differential braking to keep

safer because the aircraft is under greater

airstrips.

the aircraft straight on the rollout can be

control. The other bene¿t is that it is more

The greater propeller clearance the

tricky at best. Basically, in the case of an

stable. With the aircraft pitched forward, the

nose-up stance that a taildragger has helps

upset and the pilot not being quick enough

wheels are further back and closer to the

keep obstacles and vegetation out of that

to correct for it, the result could be an

centre of gravity, thus reducing the ground-

expensive prop.

embarrassing low-speed ground loop.

loop tendencies.

When landing, the downward motion of

Three-pointers are generally inadvisable

wheels to the runway.

This also applies to raising the tail on takeoffs.

With the yoke or stick pushed

the centre of gravity behind the main gear

in a crosswind.

will tend to pitch the nose of aircraft upwards

try to polish their ‘two-pointer’ skills. This

fully forward at the beginning of the takeoff

on touchdown, thus avoiding any tendency

is where the pilot lands on the upwind

roll, the tail quickly comes up and the main

to nose-over in rough or soft terrain.

By

main wheel and tailwheel. The aircraft is

wheels effectively move back and the

contrast, a tricycle-gear aircraft with tend

rolled into the wind, yet landed at minimum

aircraft tracks down the runway a bit more

to pitch nose-down when the mains touch,

airspeed. This technique is something that

like a tricycle gear does.

Skilled pilots sometimes

planting the nosewheel into soft sand or muddy terrain, with the aircraft quickly Àipping over onto its back.

Taildragger pilots do, however, need to be aware of the pitfalls of exuberant use of the brakes when landing and taxiing, which can result in embarrassingly planting the spinner in the ground.

Brakes are a

luxury on a taildragger, and should be used

Note that the Savannah's wheels are forward of the 25 chord line - i.e. forward of the CofG due to the high pitch-up angle. It is almost a taildragger in this case.

sparingly until the pilot is thoroughly familiar with their effects.

Quite obviously, because the centre of gravity is behind the main wheels, a taildragger sits on its tail on the ground.

This nose-up stance is normally designed to

is fun to try when the pilot has mastered the

place the wing at an optimal angle of attack

standard landings.

for takeoff and landing. Again, this is ideal

Wheel

landings,

It is interesting that some nosewheel designs such as the Zenith CH-701 and

or

‘wheelies’,

are

Savannah take advantage of a reversed

normally the right recipe for crosswinds

application of this effect.

gear aircraft when pitched fully nose-up

and turbulent conditions.

Here the pilot

leading-edge slats on the wings of these

risks dragging the tail on the ground, thus

comes into land several knots faster than

aircraft allow for extremely high angles of

damaging it.

stall speed and plants the main gear on the

attack, the nose can be pitched up very

for STOL aircraft. Trying to land a tricycle

Because the

63 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

AOPA BRIEFING CHRIS MARTINUS - PRESIDENT OF AOPA SOUTH AFRICA

steeply.

This causes the main wheels to

move forward to such an extent during takeoff and landing that these aircraft effectively become taildraggers during those phases of Àight.

CAVEATS There is no doubt that taildraggers are mostly terri¿c fun to Ày and allow the pilot to develop skills and capabilities that the ‘nosedraggers’ can only dream about. This encourages the pilot to push the envelope a little to take advantage of the bene¿ts, but may fall victim of loss of control if that ol’ centre of gravity tries to overtake him or her.

Taildragger

pilots

should

therefore

always be ready to go around if things don’t go well. Indeed, it is a good idea to consider every landing to be a go-around unless the aircraft settles into a ¿nal stable landing roll.

This is why it is also a great idea to practice and become pro¿cient in wheel landings. Doing a wheelie, airspeed is high, so the aircraft can be immediately picked up off the runway, throttle opened and another attempt made in the case of a botched landing.

Have fun and keep it safe!

M

@Lands1122

Cessna advertised their nosewheel gear as making ƃying 'as easy as driving'.

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64 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

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FEATURE

THE 60 DAY AFRICAN

AHA! THE WHY’S…

strangers. There is no way to suf¿ciently

always easy to determine. We also had to

thank them, save to say that we’d do the

take care of vaccinations, visas, insurance,

same if the situation was reversed.

and all of the other administrative tasks that

Back in 1923, when Mount Everest was

It was October by the time we decided to

go with travel into strange countries. Since I

still unconquered, an interviewer asked

do the trip, and with a February departure in

had more Àexible time, I took responsibility

George Mallory why he wanted to attempt it.

mind, that gave us four months to prepare.

for the aircraft and equipment, while Jaap,

Mallory’s famous answer, often incorrectly

There was an enormous amount of work to

going through a particularly busy time

attributed to Sir Edmund Hillary, was simple:

do: we had to purchase an aircraft, upgrade

at work, worked many late nights on trip

it to meet our requirements, ¿gure out what

planning, fuel planning, and liaising with

I’ve thought of those words a few times

additional equipment was needed and where

contacts in various countries.

when people have asked me why we want

we could ¿nd it, and of course plan the route

to Ày around Africa. Like many pilots, Jaap

around variables such as fuel availability

and I had often discussed the idea of doing

and political stability - factors which were not

“Because it’s there.”

Before we knew it, 17 February came

M

and we found ourselves about to depart.

an “African trip”. Perhaps buying two Super Cubs and Àying over Namibia and Botswana.

Camping along the way. That sort of thing.

As time went by, the idea faded. Life got in the way. But when Jaap’s wife Natasha fell pregnant, we realised that he had a small window of opportunity before the baby was born. Over a few weeks, the concept grew.

Just Àying to our neighbouring countries was not going to cut it. We wanted to do something

more

audacious.

Something

extraordinary. Eventually we decided to do the big daddy of all Africa trips – starting from Cape Town, we would Ày up the West coast of Africa, across into Europe, and back down via East Africa.

Of course, there is some risk involved in Àying a single-engine aircraft over thousands of miles of ocean, jungle and desert. And doing so in a 50s-era aircraft, over darkest Africa, rings alarm bells in the heads of those who care for us. But despite their concern for our safety, we received incredible support from friends and family, as well as people all over the world. And on more than one occasion along the trip,

,aap Scholten L and Edge Bisset R .

we have been saved by the kindness of

65 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

FEATURE EDGE BISSET & JAAP SCHOLTEN

THE 60-DAY AFRICAN

AHA!

Namibia is a country of beautiful, wide open spaces.

“Morningstar

traf¿c,

Delta

Kilo

November, lining up runway Two Zero.

Immediate takeoff, left hand turn out, routing to the north”. I made the radio call, my neck craned forward as I scanned the sky above for any sign of traf¿c. But the sky was empty, the radio silent. to

the

north.

understatement.

Routing

We

intend

There’s

an

routing

all

the way up the west coast of Africa until we reach the northern most point of the continent, in Tunisia. After a brief hop across ZS-&KN - The intrepid mount.

the Med, we’ll explore Italy and Greece, before returning south again, via Crete, to

º ½Ì Þ ÕÀÃi Ûiû] Þ vÀ i ` >À Ã> `] à > } Þ > ` >à i i> i` Ì i Ü ` Ü v <- Ì Ü Ã Õà } `LÞi] º,i i LiÀ\ } ` y Þ } à > >L ÕÌ > } } ` `iV à û°

Egypt. Finally, we’ll route down east Africa, all the way back down to Cape Town.

That’s assuming everything goes to plan of course. We’ll be Àying through countries like Angola, the DRC, Congo, Cabinda, Gabon, Smo Tomp, Ghana, the Ivory Coast, Mali, Senegal, Mauritania, and so on. Who knows what we’ll encounter along the way? The

I

T was 7am on a chilly Sunday

background, framed by a clear blue sky. A

route conjures images of Joseph Conrad’s

morning and, aside from the little

perfect day to Ày.

Heart of Darkness - the Àying edition.

group of family and friends who had

We waved farewell to our loved ones

come to see us off, the air¿eld was

and taxied off to the runway, not giving much

“I’m good to go. What do you say?” I

quiet. A gentle breeze blew from the

thought to Mark’s words. Of course we would

glanced at Jaap. “Let’s do it!” he replied. We

South. Table Mountain hovered in the

make good decisions – why wouldn’t we?

bump ¿sts, grinning. Two friends, off to Ày

66 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

Routing north, indeed!

FEATURE around Africa in a sixty-four year old Cessna

alarming signs of corrosion where the paint

on the island and the scheduled 737s of the

180. The adventure of a lifetime!

has chipped off. The drums are rounded

Portuguese and Angolan Airlines are about

The Cessna 180 demands good piloting

and battered from years of abuse, the tops

all they see. I make out “forte”, Portuguese

technique but has the heart of a lion, as

bulging. We knew in advance that there

for strong, as one of them pats the wing strut

the previous owner had told me. Her big

was no Avgas available on the island, so we

and nods approvingly.

Continental engine howled as I fed in the

have paid a healthy sum to have two drums

At a word from Fernando, one of them

power and despite the heavy load we were

of fuel shipped there in advance. Our next

jumps up onto the bakkie and twists the lid

airborne in no time. I circled back over the

leg, to Accra in Ghana, will take us about

off the drum. Jaap takes a sample of the fuel

¿eld and dipped the wings in a farewell

¿ve hundred and ¿fty nautical miles across

and holds it up for inspection, wrinkling his

salute. If all went to plan, I thought, we’d

the Gulf of Guinea. Without fuel we will be

nose in distaste. Instead of nice blue Avgas,

be back in two months’ time, probably with

going nowhere, least of all across hundreds

the fuel we’re looking at has a strange

some stories to tell our grandchildren.

Now, almost three weeks after leaving Cape Town, we have found our way to the island of Smo Tomp, situated exactly on the equator, some 160 nautical miles off the coast of Gabon. It is midday and the island

Dorothy, the ever happy, ever helpful assistant at the Aero Club.

is baking in the tropical sun. The humid air is thick and still, offering no relief from the heat. As we take refuge under the shade of DKNs wing, we see a bakkie driving across the apron towards us.

Inside the cab of the bakkie we can see two huge smiles, white teeth set in ebony faces, engaged in animated conversation.

On the back, a few more heads are bobbing about as the vehicle bumps and sways over the tarmac. Hands gesticulating and heads tilted back in laughter, they make a merry scene. Even though the fuel delivery is a few hours late, I can’t help smiling as I watch them approach. With their mix of Portuguese and African heritage, the locals of Smo Tomp speak fast and passionately in deep baritone voices. They are some of the happiest people we have seen along our trip so far.

The bakkie lurches to a stop next to our aircraft and the cheerful smiles spill over the sides, laughing and chatting all the while.

Fernando, our handling agent, steps out from under the shade of the wing and walks over to the driver of the bakkie. He carries a pile of documents on a clipboard and wears a clean-pressed shirt and reading glasses but his efforts to look smart are defeated by the climate. His face is shining with sweat

The vastness of the Etosha Pan is hard to describe.

and his shirt sticks to his back in the clammy tropical heat. Jaap and I remain under the wing a moment longer before stepping

of miles of open ocean. Jaap and I look at

orangey-yellow colour. It has an oily look to

forward to get the refuelling process

each other, eyebrows raised. This could be

it. Worst of all is the smell. It smells old and

underway.

a snag.

dirty. We de¿nitely have a snag. The smiles, meanwhile, are oblivious. Happy faces

As we approach, the last of the fuel crew

The fuel crew are quite taken with DKN.

jump off the load bed, revealing the precious

They walk around her, pointing at various

cargo: two ¿fty-¿ve gallon drums of fuel. I’m

parts and making noises of approval in their

After much heated discussion and

immediately struck by the appearance of the

local Portuguese-Àavoured creole dialect.

wringing of hands, it becomes clear that

drums. One orange and the other green,

They have never seen such a small aircraft

Fernando has no idea what Avgas is and

they are both scarred and dented, with

up close before. There is no general aviation

that the drums contain four hundred litres

beam at us from all around.

67 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

of Smo Tomp’s ¿nest gasoline, which the people at the petrol station assured him will be ¿ne for an aeroplane.

But this is nothing like any petrol we’ve seen. The smell of it is seeping into my skin as I stand next to the drum and make my point by holding up the swirling, yellow fuel sample for Fernando to see. The smiles, sensing tension, dial up their brilliance to level ten and increase the volume of their appreciative clucking and cooing over the magni¿cence of our airplane. We are less cheerful. We have a dilemma to solve.

The Cessna 180 is certi¿ed to run on Mogas and ordinary pump fuel will also do, but do we really want to put this foul stuff in our fuel system? And more importantly, do we want to Ày ¿ve hours over the ocean on

Crossing the Nyanga river in Gabon.

All set for another ocean crossing.

it? On the other hand, even if we can get Avgas delivered to the island, it will probably take weeks. That could mean the end of the trip for us.

We decide to start off by testing the fuel. I grab an empty Coca-Cola bottle and perform the Ethanol test, while Jaap goes to work with the water testing paste. Finally, we pour the fuel through our “Mr Funnel” fuel ¿lter to check for any residue left behind.

We have learned to take nothing for granted on this trip and fuel management is an important part of our discipline. But the fuel, as foul as it seems, passes all of our tests and we stand back to consider the options.

The smiles, silent for the ¿rst time, watch us with interest.

After a few minutes of deliberation, we decide to put some of the fuel into one of

and eventually I shut it down again. What to

the engine is still performing ¿ne. If that

do now?

succeeds, we will take off and climb above

the tanks and see how the engine runs on

We discuss it and come to a decision.

the air¿eld to our cruising altitude, while we

it. To our relief, the machine runs perfectly.

We are going to ¿ll up the tanks now, in

watch out for any signs of trouble from the

I perform a series of power checks, making

preparation for an early-morning departure

engine. If there is so much as a hiccup, we

sure that the engine is at full temperature.

tomorrow. Before takeoff we will do very

will cancel the Àight and land back on the

There is no sign of trouble from the engine

careful run-ups again and make sure that

island. Failing that, we will point the nose of

Fire prevention is taken seriously in Accra.

68 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

the aircraft at the open ocean and set course

rutted; they are now only scars from the past.

a few days due to weather, so we rented a

for Ghana. All going well, some ¿ve hours

The Congo river mouth is vast -

car and went exploring. Smo Tomp has a

later, we should be back on the African

approximately 20nm wide at the point where

melancholic feeling to it. On the one hand

continent. It is going to be an interesting day.

we crossed – and the ocean around the river

nature’s abundance is just everywhere,

My mind goes back to that moment on

mouth is dark brown from all the sediment

but it is contrasted against the neglected

the apron at Morningstar. It seems like a

that the river pushes out to sea. We passed

infrastructure. The crumbling reminders of

lifetime ago. “Good Flying is about making

the river and overÀew the Angolan territory

Portuguese colonization are everywhere.

good decisions”, Mark had said. How easy it

of Cabinda, before crossing into the Congo’s

The air of the island is thick and fragrant.

had sounded at the time.

air space. Pointe Noir was upon us sooner

People are relaxed. They spend time in

than expected. Melodic French accents

conversation and socialising as the day

JOURNAL: DAY 9 (JAAP) Having criss-crossed Namibia, from Keetmanshoop

to

Swakopmund

and

greeted us warmly and gave us our choice

draws to a close. Cooking ¿res, laughing

of runway, where Edge performed another

children, friends greeting as they pass by.

textbook landing.

Island life is unhurried.

JOURNAL: DAY 15 (JAAP)

JOURNAL: DAY 20 (JAAP)

Etosha, we have now made Ondangwa our home for a few days. While we wait for the weather to clear, we do some maintenance

Today’s leg from Pointe Noir in the

Today marked itself in my mental

on the airplane. We’ve got to know all the

Congo to Libreville in Gabon took us over

diary as ‘monumental’. There was nothing

staff at the airport, from the ATC to the ¿re

some of the most dense jungle we’ve seen

spectacular on the route, no geographical

brigade, the store owners and cargo guys.

to date, while constantly dodging thick layers

features. It was just a long ocean crossing

The

people,

of cloud. The surface of the jungle changes

over the Gulf of Guinea. Our ¿rst long ocean

always helpful and chatty. Tomorrow we will

from light green swamp to massive trees,

crossing.

continue on to Angola, with Lubango our ¿rst

all ¿ghting to reach the sunlight. The jungle

stop.

canopy is incredibly dense. If we went down

Namibians

are

wonderful

there, we knew, nobody would ¿nd us. When the cloud cover ¿nally broke over the bay

JOURNAL: DAY 10 (JAAP) Angola – what a vast and beautiful

Libreville, we were back in the hands of the

country! We routed Ondangwa to Lubango,

heavily French-accented controllers. An

for customs and fuel, then on to Luanda.

exciting Àight.

As we approached Luanda, the weather became somewhat severe. Communicating

JOURNAL: DAY 16 (JAAP)

with ATC was also a challenge. Between the

Ocean crossings. They say the ‘plane

language, a mix of English and Portuguese,

does not know its Àying over water. The

and their accents, we often struggled to

pilots on the other hand...

We were well prepared. Life raft ready

make out what they were saying. controller

to be released, life vests donned, personal

asked if we are familiar with the ¿eld.

locator beacons ready, Garmin Inreach

“Negative”, we replied. “Route to Vienna

tracking activated... and a whole lot more.

Island”,

One wing ¿lled with mostly AVGAS, the

Approaching

he

Luanda,

instructed.

the

Consulting

all

available maps for an island of that name,

other with a mix of Avgas and petrol.

we eventually gave up and asked him to

Taking off from Libreville, we were routed

direct us. It turned out to be a residential

directly west and over the Atlantic at Flight

area near the airport.

Level Eight Five. The weather was ¿ne: blue

We’ve learnt - in a most uncomfortable way - that local ATCs are somewhat

skies, with a few pretty clouds to the north, just as our friend Deon had predicted.

Ocean crossings should only be done on the best fuel but what if this is all there is?

economical with the truth when it comes to

You reach a point where there is no land

providing wind information. So regardless

in front or behind you. It’s a mental milestone.

of what they say the wind is, we only really

Fuel management, engine management, and

The fuel we bought in Smo Tomp was

trust a windsock that we can see with our

navigation become near obsessive. But this

supposed to be AVGAS. But when we saw

own eyes. We are learning.

was a short Àight and soon enough we had

the drums on the back of the truck we knew

a dark line on the horizon: Smo Tomp! What

something was amiss. The stuff looked

a sight it was. Azure waters and a dream-

yellow and dodgy. It smelled like a ¿shing

Today we got a break in the weather and

like beautiful approach to the runway. We

boat’s bilges. The smell and the possible

made an early getaway. From Angola we

stepped out and were greeted by Fernando,

consequences made an indelible mark in

overÀew the DRC and Cabinda, to Pointe

our handler on the ground. A beautiful, lush

my memory. My hands smelled like it. My

Noir in the Congo. The charts showed many

volcanic island. What a discovery!

luggage, my clothes. A motorcycle would

JOURNAL: DAY 12 (JAAP)

putter past and all I’d smell is that disgusting

landing strips along the coastline but on closer inspection we could see that they were no longer serviceable. Overgrown and

JOURNAL: DAY 18 (JAAP) We have been stuck on the island for

fuel. On start-up this morning, that ¿rst puff from the exhaust... the smell was there. I felt

69 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

spooked - I mean, you just don’t do ocean crossings on bad fuel! Yet despite my intense dislike of the fuel, the Cessna ran faultlessly. It was none the wiser. Not a cough or splutter, not any hotter or colder. A wonderful machine.

We’d been told that we’d see plenty of boats and oil rigs along the way, and that in the event of having to ditch in the sea, a rescue would be swift. Not so. We saw two boats during the entire Àight. On this route, if you ditch, you’re not going to be found quickly.

JOURNAL: DAY 21 (JAAP) A day of contrasts - Àying from Accra to Abidjan.

Accra bustles with energy and a want to work.

The start of our Ƃrst over-water leg, from Libreville to Sao Tome.

The city makes a positive statement: “Do business in Africa”. Abidjan, in contrast, has some catching up to do. Security is tight and very visible - we had our

Sao Tome - not the worst place to be trapped for a few days.

bags X-rayed twice in order to enter the hotel premises and again before entering the hotel itself. This is understandable, given the terror attacks in the past few years, but one wonders how this country will ever catch up with the rest of the world again.

The jungle is still thick here, and every now and then you’d ¿nd a small village or mining activities scarring the landscape. Back over the coast, we were greeted by miles and miles of straight beaches - the Ivory Coast. Small ¿shing villages and even some resort-like places were seen - a de¿nite reason to come back for exploring.

Tomorrow we’re off to Mali and for a while will swap our ITCZ weather for new challenges: dust & visibility.

JOURNAL: DAY 24 (JAAP) The “viz” was a bit hazy today as we ¿led our Àight plan, but soon enough we were up in the air, heading north to Bamako in Mali. As we Àew along, the vegetation changed from thick jungle to arid scrubland.

Meanwhile, the visibility was also getting worse. This was caused by a thick layer of dust from the Sahara.

The Harmattan phenomenon. Goodbye ITCZ, hello Harmattan.

It’s hard to explain just how much dust is in the air here. Everything is brown. Looking straight up, we could see blue sky. Looking down, we had a clear visual on the ground below. But looking ahead and to the sides there is no horizon at all. Just a mass of dust, and you’re in the middle of it. One can easily become disoriented under those conditions. It made for a high workload Àight just shy of 5 hours.

Bamako airport was a welcome sight. The friendly controllers directed us in amongst some big birds and after refuelling in the heat, we were off to our hotel.

The people from Mali that we’ve met are warm and friendly, as we have now come to expect from our experiences in Africa. Unfortunately, this has pretty much become a no-go zone due to terrorism. So we’re stuck in our gilded cage. Again!

M

To Be Continued…

70 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

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71 YYY.sCÆ&#x192;[eT.EQO ^ 5eRVeODeT 019

AIR RACING PATRICK DAVIDSON Patrick wows the crowds in Kazan Russia.

PATRICK DAVIDSON – LOOKS BACK ON HIS RED BULL AIR RACING. Now that it’s over, it is a good time to look back at the high and low points of my two years in Red Bull Air Racing.

so in early 2017 I attended my ¿rst of many gruelling physical examinations at the Red Bull DTC facility in Austria.

I needed an international commercial pilots licence so a month later I did my CPL in Boston and the three weeks after that I did my Edge 540 conversion at a training camp in Slovenia. All this happened in just

M

Y

RBAR

began

three

journey

Bull Air Race. We got together and plotted

one year, and it was pretty overwhelming

years

and planned how to turn the dream into a

considering the time frame, travelling and

reality.

juggling the demanding job that is running

ago, on 22 June 2016,

the family business with my brother.

when I called a friend

Just ¿ve months later, in November

and told him I had a

2016, I was invited to attended a Red Bull Air

Having ticked all the boxes and received

dream to Ày in the Red

Race training camp in Spain. That went well,

my Super License, I was ready to race, but

72 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

¿rst I had some commitments back home. I arrived back in SA in late May 2017 and then in June attended the SA Aerobatics team training camp in Malelane. In July I took part in South African National Aerobatic Champs. Perhaps the pressures were getting to me as the Nationals didn’t go as expected. I realised that I needed to reset and focus on my big new goals.

The RBAR training camps had been a success but I now needed to switch my focus back to my passion, which is competition aerobatics.

Receiving con¿rmation that I would be racing in the 2018 Red Bull Air Race Season was good news, but I had to put that aside as my next goal must be the WAC (World Aerobatic Championships) taking place in my home country; South Africa.

The pressure was real. WAC was in one month, in September 2017. Apart from Àying 3-5 times a week, I also had to work, and start looking for sponsors for my RBAR season that was starting in 2018.

It was a true family team effort. My brother Nick had my back at work and supported me unstintingly – and uncomplainingly. My dad watched my every move in the aerobatics box. He’s brutal as a judge,

With Red Bull Air Racing founder Peter Besenyei.

and on the Àying side I had my wife, Liana and a friend who’s now become my manager, Greg busy working on sponsors. Hella South Africa was ¿rst on board and took the opportunity to sponsor me as a pilot in both disciplines, aerobatics and air racing. Soon after Red Bull South Africa joined and signed as purely an aerobatic sponsor.

By 1 September 2017, my Sukhoi SU-31 was branded in Red Bull and Hella colours and was ready for the WAC. The WAC 2017 competition was brutally tough for someone trying to balance the Working the crowd selƂe with a young fan.

many demands I had. I had to settle for 13th place out of 36 worldwide, and was the top South African in the Unlimited Class. I was more pleased with a fourth overall in the Unknown sequence.

The next few months I started preparing for the RBAR 2018 season, which would kick-off in February 2018. I had to make sure that our family business was in good hands for the period I would be away. And having Hella and Red Bull as sponsors, I made sure that they were getting maximum exposure – and that everything thing was 100 ready for our ¿rst RBAR season.

I also got a personal trainer to make sure that I am in good shape, as travelling will take its toll if you are not physically and mentally prepared.

I attended another session at Red Bull DTC in December and was happy to see an overall improvement in my results compared to my ¿rst assessment earlier in the year.

2018 2018 was going to be big – and make or break. I had some exciting projects, shows and experiences lined-up.

In our ¿rst RBAR I got an okay sixth in Abu Dhabi. Our second race in Cannes I managed ¿fth. Kazan was my third race and I managed a qualifying win, and second place on the podium. I was getting better – and making the grade. With that accomplished, I got another pole position in Indianapolis and third place on the podium.

In between all this I also had the following highlights: I took Red Bull Athlete Jordy Smith for a Àight and showed him the world famous Super Tubes from the sky upside down. Back in SA I managed to attend the Rand Air Show and did a display. I then had the for me new opportunity to do a display with pyrotechnics for the Lights over Durban celebration. This formed part of one of my Red Bull athlete projects. We submitted the footage to GoPro international and made it onto the Hero 7 product video and got 2,7 mil views.

I was getting in a lot of Àying and my aerobatics was showing the bene¿ts of practice. I claimed the title of South African Unlimited Aerobatic Champion and the Aeroclub Pilot of the Year award.

It was a hectic year. The amount of traveling and the hours spent

73 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

away from home and from work was adding up. So I was thrillled to have my dad, sister and my wife at my ¿rst race in Abu Dhabi.

2019 2019 kicked off with the dreaded SWET (Shallow Water Egress Training) in Amsterdam. This is an annual requirement for all the air race pilots. Because most races take place over water, it’s compulsory for pilots and water crew.

Our second daughter Taylor Skye Davidson was born on 12 April 2019. This made traveling away from home even tougher. Fortunately, the air race calendar worked in my favour, with my ¿rst race being delayed to June. It gave me precious time at home with my girls.

I was hugely excited about my ¿rst race in Kazan. In 2018 I had achieved my best result there, and I was sure to do well.

But then, on 29 May 2019, Red Bull Air Race made the

With 2017 Master Class winner Yoshi Muroya.

announcement that the air race series was coming to an end, and that there would only be another three races: Kazan, Hungary and Chiba. That meant I only had two races left, as the Challenger Class would not Ày in Chiba due to the logistical dif¿culties.

My SA supporters and best mates that travelled to watch my last race.

Two weeks after the end of the RBAR announcement I was in Kazan and ready to race. The long layoff had taken its toll and I had lost my edge in the Edge. My practice Àight and qualifying was slower than expected and I ended up at the bottom of the page. I could only blame myself as I made a huge mistake. I took a different line in the VTM (Vertical Turning Manoeuvre) and in so doing broke one of my basic rules… ‘Never do something you haven’t practiced.’

On race day I pulled myself towards myself and Àew as planned.

I was okay to have lost ¿rst place to my friend and great pilot Florian Bergér by 0.065 seconds. It was bittersweet.

My last race was in Hungary - Lake Balaton – and it was a new venue. Racing was tough and it was very windy, but I managed to get a fourth overall. Being my last race, it was amazing to share it with some of my best friends from South Africa that came all the way to be with me.

The last race - and a podium Ƃnish.

WHAT NEXT? It’s back to real life for now. As mentioned, I do have a real job and a young new family. I have some exciting athlete projects planned with Red Bull, both national and international. Unfortunately I can’t say anything about them – yet. I have a few events on my calendar that I would like to attend this year. The Swellendam Aerobatic Regionals is one of them and the annual St Francis Bay Fly-in is another. I signed a new sponsor called Grumpy Monkey… no it’s not a joke, it’s real.

Between now and then I’m planning to spend time with my girls and Ày for fun.

From next year my plan is to get involved and assist the advanced aerobatic pilots with their preparation for the world champs. I also want to do more local events, like Race for Rhino’s and the time rally in Bloemfontein, but I’ll wait for the 2020 calendar to be ¿nalised and then choose my events.

What I am excited about is doing some more local events and just Àying. Yes, I have some international competitions that I want to attend, but nothing is ¿nalised yet.

Am I sad that the Red Bull Air Race is over? Well, it is what it is. It’s been a fantastic experience that I have been wonderfully privileged to have taken part in It tested my skills to the limit and opened my

M

horizons enormously. But all things come to an end. That’s life.

74 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

TRAINING & CAREER GUIDE

75 YYY.sCÆ&#x192;[eT.EQO ^ 5eRVeODeT 019

TRAINING & CAREER GUIDE

Flight Training IN SOUTH AFRICA moves afoot to rectify this. To deal with the

There has been marked growth of the South African ƃight school industry – albeit from training foreign students.

F

pilot shortage an almost guaranteed path into the airline cockpit is being developed – that will enable training to be ¿nanced.

Anticipating this, Àight schools such as Skyhawk will be able to provide their

LIGHT training in South

be employed as instructors – which makes

Africa

the process of getting to the coveted airline

may

be

broadly

divided into two models – those Àight schools which focus

on

cockpit that much quicker.

Some

Àight

schools

offer

applicants with a route to a well-paid airline job with a high degree of certainty. This will in turn make the entire training process attractive to bank funders and thus widen the entrance gate to those from disadvantaged

international

accommodation, most notably those that

students and those which

wish to provide and all-inclusive package for

A sign that the South African Àight

foreign students. Our airline columnist Mike

training industry is maturing is that the

focus on local students.

backgrounds who dream of becoming pilots.

The traditional demand for Àying training

Gough, who owns Skyhawk Flight School

for recreational pilots has devolved to the

famous 43 Flight School – which was

at Lanseria, provides a turn-key service

smaller Àight schools, who now provide

resuscitated by our Jim Davis in the 1980s,

for students: ranging from arranging visas

training on light sport aircraft. Some schools

has now elected to buy itself out from its

to collecting them at the airport on arrival.

however manage a hybrid approach. One

Skyhawk provide accommodation

such is Wonderboom Airport’s Loutzavia

in nearby houses,

Àight school. Co-owner Maria Loutzis says

parent

Chinese

a pair of busy training

particularly Chinese

bases at George on

selected

the Western Cape

and paid for by their

coast

government.

Apart from having

need

Beaufort

Àight

have

a number of other value adds to attract students. Thus Loutzavia has a programme to develop its students who complete their Commercial Licences to become instructors. If the student passes the school’s selection process they will then ABOVE: It will become far quicker and more Ƃnancially attainable for pilots to get into airline jobs.

76 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

West.

AIFA

number of Àight instructors, it has also

ground to

inland,

has not only employed a large established infrastructure with a large capital

school instruction, Àight schools

and

at Oudtshoorn and

to provide the basics in

Flying

well established, with

on foreign students,

and

steadily operation

Academy (AIFA) is now

entirely focussed

excellence

its

International

AIFA are almost

training

has

in South Africa. AVIC

schools such as

of

aerospace

AVIC

expanded

and 40% foreign. Other

Airways

Corporation. giant

that around 60% of their students are local

students

National

investment in new aircraft. This despite fears while Loutzavia is able to arrange bed

(which proved groundless) about the quality

and breakfast accommodation at very

of South African pilots’ licences not being

reasonable rates, in some cases as little as

accepted by Chinese airlines.

R11,000 pm.

Governments

seem

to

battle

to

One of the impediments to Àight school

understand general aviation, but it doesn’t

development in South Africa remains the

take much for a government to understand

lack of an approved Multi Crew Pilots’

the need for career training facilities.

Licence (MPL) course. Inexplicably, this has

Outside of major airports, South Africa

been an ICAO ¿nding against the SACAA

still has relaxed community air¿elds where

for a number of years. There are however

Àight schools can prosper without restrictive

airspace and security regulations. 43 Air

requirement, students are allowed to conduct

they are seen as employable by even non-

School, Progress Flight Academy and AVIC

IFR Àights in the presence of instructors.

scheduled, second tier operators. However,

International Flight Academy, are good

In practice, it means that obligatory cross

it is usually only those who have some level

examples. Flight schools in the Middle

country Àying time can now be dedicated to

of teaching skill that will ¿nd success as

East operate under the paranoid yoke of

more realistic Àights embracing real IMC in

instructors.

suspicious aviation authorities.

controlled airspace.

The career pilot training industry appears to be relatively healthy, partly driven by

There are around 250 Aviation Training Organisations

(ATOs)

in

South

Africa.

optimistic airline manufacturer forecasts.

INTEGRATED ATPL

Leading major changes to the way training

The integrated curriculum is a precursor

With Africa highlighted as a signi¿cant

is done are Lanseria’s Skyhawk Aviation –

to South Africa conducting its own Multi-Crew

developing market, for both non-African,

under the ownership of our own SAA Training

Pilot’s License (MPL) courses. The MPL has

as well as African carriers, the demand for

Captain Mike Gough, AIFA and others.

been included as part of a recommended

cockpit crew is set to continue.

These

institutions

have

long

identi¿ed

Africa’s airline growth as drivers behind their own expansion and re-equipment and consider their new integrated courses a key attraction. Key clients include Kenya Airlines and TAAG - Angolan Airlines, Sudan and Mozambique’s LAM, who have augmented their pilot rolls using South Africa’s capable training schools. The rationale is to take candidates directly to the Àight deck of a

An almost guaranteed path into the airline cockpit is being developed – that will enable training to be Ƃnanced.

commercial airliner as cost effectively as

ICAO crew licensing requirement; indeed a

The traditional recreational/ business

possible, without pilots ¿rst having to seek

number of overseas schools have already

pilot’s training industry is perhaps less

experience amongst non-scheduled general

obtained ICAO approval to run MPL courses.

fortunate, as regulatory authorities attempt

aviation operators.

These call for 240 Àight and over 700

to stamp out what they see as high

classroom hours.

accident rates. Unable to bring context and

Another trend, which might develop

perspective to accident stats, because the

China has a huge need for future pilots

further, is the establishment of a complete

CAA make no attempt to monitor and publish

and so has had to develop outside help to

preparatory and high school curriculum,

industry Àight hours, let alone release the

provide pilots for its rapidly expanding airline

taking students all the way through to

number of licenses issued annually; the CAA

industry. Hampered by tight military control

Matric but embracing a specially formed

have resorted to attempts at making the pass

of its airspace - with training Àights often

Àying training curriculum as well. One of the

standards higher.

obliged to book circuit or cross country Àights

pioneers of this concept is Fort Beaufort-

Recruiting new blood into aviation is a

days in advance, it was clear that the country

based Wings Aviation Academy, which has

¿ckle marketing black art, not made easier

had to turn overseas, and South Africa is one

opened its doors to Grade 8 learners wanting

by the economic crisis in South Africa,

of a number of nations chosen to provide

to start Àying careers.

which has culled the ranks of people with

THE WORLDWIDE PILOT SHORTAGE

training bases. It is anticipated that AIFA

Aviation industry training does not only

suf¿cient disposable income to adopt Àying

will may order over 100 brand new Piper

target pilots. 43 Air School has its Air Traf¿c

as a recreational past-time. There has

and Cessna aircraft to ful¿l its obligations to

Control management division. With the high

also been a signi¿cant move away from

AVIC.

cost of state owned and run training facilities,

security-intensive airports, as government

A

number

the new ATC school will be targeting

has made it dif¿cult for Àight students to

have

bene¿ted

of

outside

inÀuences training

centres in Africa and the Middle East. A

access their training schools. This has had a

establishments targeting career pilots. Vis-

full ATC course costs around R150,000 per

positive effect for academies operating from

j-vis security, especially post 9-11, whilst

candidate.

smaller air¿elds, the likes of Grand Central,

South

African

the South African government has made

Another

emerging

trend

amongst

Heidelberg and Krugersdorp.

some effort in tracking down the intelligence

training establishments, has been their use

What is certain, is that the worldwide

histories of foreign student candidates, those

of subsequent employment opportunities to

pilot population is getting fewer and career

travelling to SA still ¿nd entry requirements

encourage business. Flight Schools began

training establishments, more competitive.

a great deal easier to navigate than the

adopting this policy some years ago and it

Training companies will need to address this

draconian US visitor controls. Indeed, whilst

remains a pivotal factor in many candidate’s

marketing conundrum sooner, rather than

African students tend to dominate Àight

choice of training school. With the dif¿culties

later, if they are to include non-career pilots

school intakes, signi¿cant numbers from the

in obtaining a ¿rst job in aviation a major

in their business plans. Marketing creativity is

Middle East and Southern Asia continue to

barrier, some schools recruit instructors from

not a strong point in the Àight training industry

¿nd a welcome and capable training industry

their own alumni and close off employment

- relying on the internet and word of mouth

in South Africa.

opportunities for those trained elsewhere.

is a less than creative approach to what is

The student to commercial concept

With barely 200 hours in their logbooks, new

becoming a far more structured industry

appears successful. Rather than pilots being

professional pilots are pressured to ¿nd work

driven by increasing professionalism.

sent on hour-building sectors to ¿ll out the time

to increase their experience levels so that

M

77 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

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W 80 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

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Hangar 6 Rand Airport

your Àight, the Henley Air experience

Tel: +27 (0) 11 827 5503

is unique and personal. So, come Ày

Email: andre@henley.co.za

with us as we look forward to sharing in

Website: www.henleyair.co.za

your adventure. Henley Air specialises

@HenleyAirSA

in charter, training, and contracts (air

Àyhenleyair

M

MAKING GOOD TRAINING SENSE COURSES AVAILABLE INCLUDE: Safety Management Systems (incl RPAS) Quality Management Systems & Auditing (QMSA) Occurrence Investigation Aviation Auditor - Entry Level and Lead Auditor Co-ordinator Occupational Health & Safety (COHS) Safety & Emergency Procedures Training (SEPT) Dangerous Goods CAT 10 Crew Resource Management (CRM)

LITSON & ASSOCIATES A SA CAA APPROVED TRAINING PROVIDER

SA Flyer 2019|09

• • • • • • • •

THE NEXT GENERATION OF PILOT & FLIGHT CREW TRAINING

81 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

COMPANY PROFILES

AERONAV ACADEMY Aeronav Academy is committed to providing top-level flight

ALPI AVIATION Not ‘just another’ flying academy

training utilising the most modern equipment available. This not only

A childhood dream and a great passion for all things aviation led to

gives our clients an enjoyable training experience but also gives us

the founding of this company. Alpi Aviation is headed by avid aviation

the ability to conduct flight training in a manner that ensures that our

enthusiast, Dale de Klerk, who is an accomplished hang-glider,

pilots will be ready and well equipped to enter the aviation industry of

microlight, glider and fixed-wing pilot.

Dale has won several regional and national competitions,

the future.

Aeronav Academy is proud to offer a dynamic fleet of aircraft,

becoming world Rally Flying Champion in 2003. Dale also earned

including Diamond DA20s, Cessna 182s and the Diamond DA42

his Springbok Flying colours in Rally and Precision flying from 1995

Twinstar Multi-engine trainer. Our latest acquisition is the impressive

through to 2004, and continues to challenge his considerable aviation

Alsim ALX-65 flight simulator. The amazingly realistic graphics, control

capabilities in a wide range of aviation techniques, styles and aircraft.

feel and response make training in this flight simulator a truly first class

At Alpi Aviation, we value the individuality of each student, and we will do our utmost to hone their capabilities and enhance their passion.

experience.

The school is based at Lanseria International Airport, which is

No one is ‘just another student pilot’. It is with this credo in mind that

ideal for all levels of training. A controlled airspace provides students

we invite you to personally experience how our broad background of

with an excellent grounding in procedures and gives them the

solid aviation experience and expertise can take your flying career to

experience needed to cope with operating in a busy airline orientated

new heights.

Contact Alpi Aviation on:

environment.

Whether you choose to fly for pleasure or wish to make aviation

Tel: +27 82 556 3592

your career, Aeronav Academy can provide you with an approved

Email: dale@alpiaviation.co.za

course tailored to your needs.

Website: www.alpiaviation.co.za

Tel: Email:

info@aeronav.co.za www.aeronav.co.za

SA Flyer 2018|09

Website:

011 701 3862

Savannah Helicopters provide services through-out Africa with our fleet of 9 x AS 350s, a Robinson R44.

We provide passenger charter, precision lifting, geophysical survey, fire-fighting, valuable transport, game work, exploration support and aerial filming and Helicopter Training.

HELICOPTER TRAINING SCHOOL BASED IN GEORGE Helicopter training based in the beautiful Garden Route City of George.

We offer: PPL,CPL, Night Rating, Sling Rating , Turbine conversion , instructor Ratings.

82 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

Tel: +27 44 876 0069 / Cell: 082 924 9285 E-mail: Michael@savheli.co.za Website: www.savannahhelicopters.co.za

Where pilots speak for themselves CAA/0322

SPECIALISED ADVANCED AVIATION TRAINING We offer Type Ratings on: PC12 • B190 • E120 • Embraer 135/145 For other aircraft types contact Anton Rousseau - 082 562 5060 anton@gryphonflight.co.za

SA Flyer 2019|01

FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS ZZZ JU\SKRQÁ LJKW FR ]D

“My training experience at Gryphon Flight Academy could not have been more positive and rewarding. The Ground phase was delivered by an experienced Captain on both aircraft, who portrayed the utmost professionalism both as a pilot and instructor.

Similarly, the simulator sessions were instructed by experienced South African airline pilots with a genuine passion for the work they do. Their enthusiasm and professionalism were infectious and I completed the course feeling entirely FRQÀ GHQW WKDW , ZDV UHDG\ WR RSHUDWH commercially with a high level of expertise and professionalism” Garth Greyling

“I did my ATPL Preparation, my B190 3URÀ FLHQF\ &KHFN DV ZHOO DV P\ 0&& course with Gryphon Flight Academy and I was very pleased with the service! $QWRQ UHDOO\ OLVWHQHG DQG WDLORUHG D À W ting package to my needs, unlike many other major Flight Schools, thus saving me a lot of money but still offered a great Training Experience. Only can recommend this school.” Patrick Heintschel.

83 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019

COMPANY PROFILES

ALSIM Alsim has been developing and manufacturing flight simulators

programmes. Elite Aviation Academy currently operates the following fleet of well-presented and maintained aircraft:

since 1994.

Alsim is well recognized for its know-how, based on 25 years of

4 x PA28-181 Archer

experience. We’re proud to say our hardware & software is made

2 x PA28-161 Warrior

100% in house, which means peace of mind for our customers.

5 x Cessna 172

Alsim’s main objective relies on innovation: we aim to anticipate

1 x P28R 200 Arrow

our client’s needs and remain at the cutting edge of technology. Today,

1 x BE 55 (285 hp) Barron

we have more than 350 devices installed and certified in over 50

Elite Aviation Academy cater for all the following scope of training:

countries, with over 250 clients. 2019 marks our 25th Anniversary; we

•

PPL overage training

thank our clients for their trust, and look forward to welcoming many

•

Night flight rating

more clients to our Alsim family.

•

Instrument rating

Alsim’s ALX simulator, their global best seller, provides complete

•

Instructors rating

training for students using only one device. With four classes of

•

Multi-engine rating

aircraft and 10 flight models, the ALX is a reconfigurable simulator

•

ATPL preparation

offering singe engine piston, twin engine piston, and twin turbine, up to

•

Alternate instrument renewal

medium category twin jet. The ALX features real Garmin avionics and

•

Alternate ATPL Renewal

supports EGNOS/WAAS LPV, GPS approaches, PPL to MCC & Jet

The school is accredited to conduct the following training:

Orientation Training. In addition, the ALX simulator has a proven track

•

PPL

record for cost-effectiveness and helps save numerous aircraft hours.

•

Night Rating

•

Instrument rating

•

Multi engine training

•

Airline transport pilot licence

www.alsim.com

ELITE AVIATION ACADEMY Elite Aviation Academy is situated in the Main terminal building

•

Instructors GR III, GR II and GR I

•

Turbo prop and Jet conversions

Tel: (011) 824 3804

of Rand Airport. Building on its rich aviation history, Elite Aviation

Email: info@eliteaa.co.za

Academy will also offer a series of foreign student exchange

Website: www.eliteaa.co.za

P P L T O AT P L T R A I N I N G A N D E V E RY T H I N G I N B E T W E E N SA Flyer 2018|07

T R A I N O N T H E M O ST M O D E R N F L I G HT S I M U L AT O R AVA I L A B L E I N S O UT H A F R I C A • Now certified for TCAS training .

• R N AV a n d G N S S Certified on all flight models from single engine to turbine.

CONTACT US OR VISIT OUR WEBSITE FOR MORE INFORMATION: Tel: 011 701 3862 E-mail: info@aeronav.co.za Website: www.aeronav.co.za SACAA ATO No: CAA0002

84 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

RT RY O FS VE IRP OF IS A EN IET TAK TIO QU R EN A FO TT AT E L A US TIM G NA O TO IN RS T IT PE TAN WA R O PO N IM ITH W

Paramount is Accredited and approved by: South African Civil Aviation Authority ATO Number CAA/0143

ly Hire & F R855 es from packag erms and r. T per hou ns apply. o conditi all for Please c fo more in

TRAINING AIRCRAFT: :H KDYH VHYHUDO WUDLQLQJ DLUFUDIW DYDLODEOH WR XV IURP VLPSOH VLQJOH HQJLQH DLUFUDIW WR DGYDQFH WZLQ HQJLQH DLUFUDIW 7KHVH LQFOXGH Piper Cherokee 180 â&#x20AC;˘ Cessna 172 3DUDPRXQW XVHV D FRPELQDWLRQ RI WKHVH DLUFUDIW WKURXJKRXW WKH &3/ LQ RUGHU WR DFKLHYH WKH EHVW DOO URXQG WUDLQLQJ IRU DQ H[FHSWLRQDO SLORW

Safety - Excellence - Precision COURSES OFFERED: NPL (LSA) PPL Restricted Radio Licence (QJOLVK /DQJXDJH 3URĂ&#x20AC; FLHQF\ Night Rating IF Rating CPL (Practical) Instructor Rating CAA Accredited Exam Centre Multi Engine Rating Pilot Shop and Aircraft Sales

Kaela Seoe.

Contact Details: Tel: +27 58 050 0493 6N\SH SDUDPRXQWDYLDWLRQ (PDLO LQIR#Ă \SDUDPRXQW FR ]D ZZZ Ă \SDUDPRXQW FR ]D

SA Flyer 2019|09

CEO of Paramount

85 YYY.sCĆ&#x192;[eT.EQO ^ 5eRVeODeT 019

COMPANY PROFILES

LANSERIA FLIGHT CENTRE

PILOT FLIGHT TRAINING SERVICES Pilot Flight Training Services (FTS) is a flight crew training

Established in 1989 and now based at Grand Central Airport in

establishment based at Grand Central Airport, Midrand, and are proud

Mid Rand, Lanseria Flight Centre is internationally recognised as a

to be going for 12 years.

first class training organisation, specialising in professional training for

Craig Pearce and Kevern Brown (partners in flight school) are both South African Airways (SAA) Training Captains, flying the A320

the domestic and international student.

Lanseria Flight Centre offers part-time or full-time flight training, hour-building and advanced training, and continually strives to deliver

series of aircraft.

Craig and Kevern currently instruct on the Airbus level D full flight

the highest quality products and services to the industry. Lanseria

simulator at SAA. It is from this experience at Airbus that the concept

Flight Centre is now able to offer an efficient solution for EASA training,

and value of Computer Based Training (CBT) was experienced

transitioning from a South Afican licence to a European licence.

first-hand, and now forms the central core of the training programs

Lanseria Flight Centre has a dedicated Approved Maintenance operation. It operates the following aircraft: eight C172s, a Cessna

established at FTS. Craig holds a Grade One Flight Instructors rating and has

177RG, Cessna 182, Cessna 210, Beechcraft Duchess, Piper

been appointed by the SACAA as a DFE. This gives Flight Training

Seneca, Piper Navajo, and an FNPT11 Flight Simulator Training

Services the ability to structure our training and standards to be in line

Device.

A major factor in our growth is our team of full-time dedicated

with Outcomes Based Education Standards.

Kevern holds an Aviation Maintenance Engineer’s licence in

instructors. They have a wealth of airline, air force, and charter

addition to his Airline Transport Pilots Licence and Instructor’s

flying experience and develop an excellent rapport with the student,

rating. His extensive knowledge and experience filters down into the

ensuring optimum results every time.

Whether you want to fly for pleasure with a Private Pilot’s Licence,

technical side of Flight Training Services.

FTS operates 7x 172 Cessna , 1 x 172 RG Cessna, 1 x 140 Piper

or open a lifetime of opportunities with a career as a commercial pilot

and 1 x Twin Comanche. We provide student accommodation and

or an airline transport pilot flying for the airlines, we can guide you

transport.

through an approved course of comprehensive practical and theory training.

Contact:

Tel: +27 (0)11 312 5166

011 805-9015/6

Email: info@flylfc.com

amanda@fts.co.za

Website: www.flylfc.com

www.fts.co.za

info@eliteaa.co.za www.eliteaa.co.za (011) 824 3804 Rand Airport Main Teminal Building CAA0400

Elite Aviation Open Day:

12 October 2019

86 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO

PPL CPL Night Rating Instrument Rating Instructor Rating

Turbo Prop/Jet Rating Type Rating Class Rating Radio Licence Exam Test Centre

QUOTE OF THE MONTH

Ü `iÀ y Þ } Ì> `À>}}iÀÃ Ã >À`° čvÌiÀ > } Ì V i>À Ã V Õ y Þ } Ì> `À>}}iÀÃ ­«>}i SAFETY MANAGEMENT SYSTEMS 5 DAY INITIAL COURSE

SAFETY MANAGEMENT SYSTEMS 1 DAY REFRESHER COURSE

CRM INITIAL / REFRESHER MONTHLY COURSES

SAFETY & EMERGENCY PROCEDURE TRAINING

TRAIN THE TRAINER COURSE

PERFORMANCE BA SED NAVIGATION/RNP/GNSS THEORY COURSE

COMMERCIAL & AIRLINE TRANSPORT LICENCE THEORY COURSES

AVIATION ENGLISH LANGUAGE PROFICIENCY (LPR) TEST CENTRE

SA Flyer 2019|09

Cell: +27(0) 82 495 8179 info@dealalliance.co.za www.dealalliance.co.za

ÓÇ® Ì >Ì “….aeroplanes don’t bounce” [they go splat], Jim Davis goes on to say: “.. if you check forward too early, she will bounce, and if you check forward too late, she will bounce.

Also, if you don’t check forward enough she will bounce, ….. No one said this was going to be easy!”

A d SAC A e it d e r c Ac ntre ation Ce in m a x E

EXPERIENCE THE THRILL OF FLIGHT t f 2 Aircra g n li S LEARN TO FLY : t Flee r WCM

SA Flyer 2019|09

PILOT TRAINING • • • • • • • • • •

National Pilot License Private Pilot License Commercial Pilot License Night Rating Instructor Rating Conversion to Type Renewals Hour Building Hire & Fly Introductory Flights

Rapto

Contact:

Alan Stewart 083 702 3680 (PDLO LQIR#MKE½ \LQJ FR ]D :HEVLWH ZZZ MKE½ \LQJ FR ]D 3DQRUDPD $LU¼ HOG CAA 0055

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PILOT PILOTTRAINING TRAINING• •AIR AIRCHARTER CHARTER NG NG RIANIINI TR TA L L A A N N O O SISI ES FEFS RO PO •P •R PLPL CE PLP,LC, C NE EC •P •P CN LILCIE S S ’ ’ T T O O NEPIPLIL RILNIE •A • IARIL FroFro GG RA RTAITNIN EAESAASAA Azenzen T T E E J J •• TPLTPL avaavilaaila nonwow RR O O T T A A bleble UL UL •S • ISMIM T T I I P P K K CC CO SSCO AS LA LS •G •G EE ETET R RBFLFL E EB P P U U S S ••

EAESAASA nsns sisoio CoCnovnevrer

COMPANY PROFILES

LANSERIA LANSERIAFLIGHT FLIGHTCENTRE CENTRE

LITSON & ASSOCIATES Litson & Associates, with offices

Aimed specifically at developing the

in Somerset West near Cape Town,

professional pilot, we specialise in both

South Africa, provide aviation Safety

the full turn-key contract clients as well

and Quality related training throughout

as individuals starting out on the road

Africa and globally, utilising dedicated,

to flying for a living. Part of our services

professional facilitators to ensure that

include accommodation, transport and

delegates depart their courses with

visa services.

greater understanding of their subject

Skyhawk is associated with the Sakhikamva Foundation, and offers

and the ‘tools to do the job’.

Pre-planned ‘’open’’ training courses

programs to high school learners to

are held in Cape Town and Johannesburg

expose the kids to aviation and spark

throughout the year to enable individual

interest in maths and science through this

delegates to attend required courses.

medium. Come and see our Boeing 737

However L&A’s specialty is in offering

nose section kitted out as a classroom!

their courses in-house to client airlines

If you need a reality check about the

and aircraft operators at their own

sometimes hard truth about becoming

locations around the world.

a career pilot, then you can’t go far

Course subjects include: Aviation

wrong by dropping in at Hanger 30,

Safety Management Systems (SMS) /

Gate 5 at Lanseria. Send an email to

SMS for Senior Management / Quality

Mike beforehand to get welcomed to the

Management

demanding, but infinitely rewarding world

Systems

&

Auditing

(QMSA)/ Aviation Auditor Entry & Lead

of Commercial Aviation.

Level / Occurrence Investigation / CRM

Contact Tracey Gough on:

Initial & Recurrent / Aviation Co-Ordinator

Tel: 011 701 2622

(AvCo) OGP / Co-Ordinator Occupational

Cell: 072 484 7984

Health & Safety (COHS) / Dangerous

Email: mike@skyhawk.co.za

Goods Awareness / Safety & Emergency

Website: www.skyhawk.co.za

Response Procedures / ERP workshop / - and shortly RPAS & UAV training.

Course overviews and the ability to register on-line for a course are to be found on www.litson.co.za and clicking

SA Flyer 2018|09 SA Flyer 2018|09 SA Flyer 2013|02 SA Flyer 2013|02

ENROL ENROLNOW! NOW!

LANSERIA LANSERIAFLIGHT FLIGHTCENTRE CENTRE PILOT PILOTTRAINING TRAINING• •AIR AIRCHARTER CHARTER info@À info@À ylfc.com ylfc.com www.À www.À ylfc.com ylfc.com GRAND GRAND CENTRAL CENTRAL AIRPORT AIRPORT TEL: 011 011 3125166; 3125166; 011 011 6592810 6592810 88TEL: 5eRVeODeT 019 ^ YYY.sCƃ [eT.EQO CAA0040 CAA0040

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on the ‘’Training Courses’’ link.

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THE AVCON JET GROUP

For quotations and training related

– Avcon Jet Africa - Idefix

queries, please contact Natashia Pentz on +27 (0)21 8517187 or alternatively We

look

forward

Our success story began in 2007 – with only one aircraft and 16 employees.

enquiries@litson.co.za. to

being

of

assistance to you!

Only 12 years later, 2019 we are one of the strongest private jet operators in Europe with more than 60 jets and over 300 employees.

In 2012 we expanded our business

SKYHAWK AVIATION

into the marine sector to provide an

Skyhawk Aviation was established by

excellent service to our customers,

Mike Gough (a current SAA Airbus Senior

not only in the air, but also on water.

Training Captain and SA Flyer columnist)

Investments into a shipyard in Italy,

in 2008. Now the dominant operation

maritime technology and yacht charter

in the flight training environment at

were only the beginning of a great

Lanseria International Airport, Skyhawk

journey.

Aviation offers all the resources required

No matter if you require excellent

for the successful completion of all CAA

travel management or unforgettable

licences and ratings.

memories around the globe, the whole

As a Designated Flight Examiner

Avcon Jet Group has one common goal: to

(DFE 1) as well as an Airbus Training

not only satisfy our customer’s demands,

Captain, Mike is able to assess student’s

but to exceed their expectations, no

progress, and conduct final flight tests

matter how challenging they may be.

presenting realistic scenarios.

That’s what we call ‘unimpossible’.

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Contact us at info@legendsky.co.za or +27 83 860 5225 for your quotation.

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Dale de Klerk Cell: +27825563592 Fax: 0866058948 Skype: dale_de_klerk Email: dale@alpiaviation.co.za

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FlightCÞm African Aviation Edition 131 | SEPTEMBER 2019

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SA Flyer 2017|10

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Ed's note...

T

HE appalling devastation of

SEPTEMBER 2019 Edition 131

News Bush Pilot - Hugh Pryor Airlines - Mike Gough Maputo Airshow Defence - Artificial Intelligence Face to Face: Elmar Conradie GIB Events ICAO Update Bat Hawk into Indian Market African Air Traf¿c Management AEP AMO Listing Gryphon Flight School Listing AME Directory Back Pages Federal Airlines Charter Directory

5 7 11 15 21 25 28 29 31 33 39 41 42 43 45

essential air connectivity and funds for the upliftment of the poor, which is caused by the dogged determination of most African states to own and attempt to manage their state airlines, continues to intensify.

As I discuss in a feature on state-owned airlines on page 37 of this issue, honest governments worldwide acknowledged years ago that they had no business running an airline – and sold them off. Yet African governments – which already have a massive shortage of business acumen and in particular, airline management skills, continue to persist with starting airlines and running them at a loss, at great cost to the poor, who are in effect subsidising the rich travellers.

The state-owned airlines have the reverse of the desired effect in that they set back air transport connectivity in their countries, as their governments create a plethora of restrictions on foreign airlines in the misguided hope of protecting their flag carrier. Particularly galling is the restarting of the defunct Air Tanzania. The Tanzanian government appears to have arbitrarily decided that it needed a new airline – and so bought a new Boeing 787-8 and Airbus A220s. It used these oversized new aircraft to force out its privately-owned competitor fastjet, and when Air Tanzania folds – as it will based on past performance – the country will be left without an airline. Worse off than before.

There are too many other examples of failed state-owned African carriers – SAA being a prime example. But one which has sailed largely below the radar is Air Namibia. Beset by a litany of problems, the

Publisher Flyer and Aviation Publications cc

SALES: +27 (0)72 900 2023

Managing Editor Guy Leitch guy@flightcommag.com

ADMIN: +27 (0)83 607 2335

Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear 70

3

FlightCom Magazine

Postal Address P O Box 71052 Bryanston, 2021 South Africa

TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0) 82 875 9630

airline gets ever deeper into debt. Some of its problems include the imminent repossession of its engines by Rolls Royce. A further headache remains the leases of its two A330s which cost the airline US$ 1 million a month. The Namibian Transport Minister seems surprised at the cost of leasing widebodies, reportedly admitting that, “the lease agreements are extremely high and they are twelve year lease agreements. We are paying in foreign currency…”

Those who argue that Air Namibia should just be closed down, point out that there are already eleven foreign carriers which operate into Namibia, so Air Namibia no longer has an irreplaceable role as travellers are well served by competitors such as Qatar Airways, SAA, British Airways and KLM. The harsh reality is that like so many state-owned carriers in Africa, Air Namibia has failed – even though it has the classic unlevel playing field firmly in its favour.

Should the government once again bail it out, the foreign carriers are demanding the same privileges Air Namibia enjoys. They highlight the national carrier’s contravention of the Namibian Competition Act which is tasked with promoting competitive market conditions through investigation and prosecution of anti-competitive activities.

But the root of the problem is the African governments’ inability to operate airlines – which have notoriously intolerant high capital costs and slim or non-existent margins. These challenges have defeated far better businessmen than African politicians.

Guy Leitch

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

Editor

Gemair AMO 1003

YOUR PEACE OF MIND IN AVIATION MAINTENANCE Gemair is an SACAA Approved Maintenance Organisation, AMO 1003 with 5 other African AMO Approvals and has a team of 9 full time engineers who together have a combined total of over 50 years aviation experience. Gemair are able to perform all DYLDWLRQ PDLQWHQDQFH UHTXLUHPHQWV RQ D YDULHW\ RI 1RQ 7\SH FHUWL¿ HG DLUFUDIW OLJKW singles and twins up to turbo propellers and light jets.

SA Flyer 2018|11

Gemair also holds electrical and instrumentation approvals

TEL: 011 701 2653 or 082 905 5760 Hangar 110, Gate 13, Turn right (old Pical hangar), located behind Spectrum Air Surveyors, Lanseria South Side, 1748

Industry Update

AIR SEYCHELLES GETS A320 NEO Air Seychelles has taken delivery of Africaâ&#x20AC;&#x2122;s first A320neo, becoming the first African airline to operate the A320neo.

T

HE new aircraft, on an Operating lease from CDB Aviation, will allow Air Seychelles to increase capacity while delivering VLJQLĂ&#x20AC;FDQW IXHO VDYLQJV and reducing the airlinesâ&#x20AC;&#x2122; operating costs. Unusually for a narrowbody, Air Seychellesâ&#x20AC;&#x2122; new A320neo is equipped ZLWK WKH ODWHVW LQ Ă LJKW HQWHUWDLQPHQW ,)(

system.

Airbus claims that with its single-aisle cabin, the A320neo allows Air Seychelles to offer unmatched comfort in all classes and Airbusâ&#x20AC;&#x2122; 18-inch-wide seats in economy as standard. The Air Seychellesâ&#x20AC;&#x2122; A320neo is SRZHUHG E\ &)0¡V /($3 $ HQJLQHV 7KH wings have â&#x20AC;&#x2DC;sharklets.â&#x20AC;&#x2122; With the addition of 32 new Airbus operators in Africa since 2010, 243 Airbus DLUFUDIW DUH FXUUHQWO\ Ă RZQ E\ $IULFDQ DLUOLQHV RI ZKLFK DUH $ )DPLO\ Ă&#x17E;

YVES ROSSY - READY FOR VTOL

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VES Rossy, of Jetwing fame, is in advanced testing for vertical takeoff DQG ODQGLQJ 8S WR QRZ DOO Ă LJKWV ZLWK the Jetwing have required a drop by helicopter.

After working with Dubai for three years as title sponsors of the project, the goals of Rossy as the inventor-pilot, diverged from that of his Dubai supporters. Rossy therefore decided to return to Switzerland to focus on the research and development projects that are close to his heart and in so doing, distancing himself from Jetman Dubai.

With a small team and the help of the Orllati group ZKLFK SURYLGHV WKH WHVW IDFLOLWLHV 5RVV\ UHGHĂ&#x20AC;QHG KLV wing and engines, with a new design of steerable nozzles, DQ HOHFWURQLF VWDELOLVDWLRQ V\VWHP DQG VLJQLĂ&#x20AC;FDQWO\ PRUH powerful Jetcat engines. The result is outstanding: he now has a vertical speed of 10,000 fpm at 180 km/h plus a precise and controlled hovering ability, And therefore the ability to takeoff and land vertically. Ă&#x17E;

5

FlightCom Magazine

Yves Rossy practicing vertical takeoffs and landings - note the loose safety rope.

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Andries Venter (082) 905 5760 | Stan Nel (082) 552-8155 011 659 2965 | charters@gemair.co.za | andries@gemair.o.za | ootbas@global.co.za

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BUSH PILOT HUGH PRYOR

B E RYL The other day I received a letter from the Aero Club of East Africa returning my subscription. That initially confused me, because I have been a Member there for nearly half a century and although I have been known to misbehave on the odd occasion, I never caused the Committee to go so far as to refuse my subscription!

T

HEN I noticed that there was a plastic identity card stuck to the back of the letter and on closer inspection, it proved to be a new Membership Card for the Club. The reason why my subscription had been returned became clear because the â&#x20AC;&#x2DC;Membership Typeâ&#x20AC;&#x2122; had been changed to â&#x20AC;&#x2DC;Lifeâ&#x20AC;&#x2122;, so, instead of bearing bad news, the letter bestowed some considerable honour on me, elevating me to join the ranks of some of aviationâ&#x20AC;&#x2122;s true aristocrats.

John Alcock and Arthur Whitten %URZQ WKH Ă&#x20AC; UVW SHRSOH WR Ă \ QRQ VWRS DFURVV the Atlantic Ocean, long before Lindbergh, were â&#x20AC;&#x2DC;Lifersâ&#x20AC;&#x2122;, at the Club as was a massively underestimated lady called Beryl Markham.

In fact, I had only heard of her as some long departed and probably mythical aviatrix, invented by British Colonial historians to convey a little lustre to the history of the %ULWLVK (PSLUH Some years ago, I had just arrived in Nairobi after ferrying a Pilatus Porter in from Zurich to Nairobi, in Kenya. It had WDNHQ PH Ă&#x20AC; YH GD\V DQG , IHOW WKDW , KDG earned a long cold Tusker before I got stuck into the paper work, and since I was staying at the Aero Club, the warm and friendly bar there issued an irresistible invitation.

I walked in, to be greeted by Pius, an old friend, who had been running the Aero Club Bar since I could remember. He automatically produced a Tusker and I took P\ Ă&#x20AC; UVW GHOLFLRXV VZLJ EHIRUH VHWWOLQJ LQWR the comfort of a bar stool next to a tall and distinguished looking lady of late middle age who was the only other patron at the bar. She asked me where I had come in from and I told her. ´,W WRRN PH Ă&#x20AC; YH GD\V DQG QRZ LW LV JRLQJ WR WDNH PH DQRWKHU Ă&#x20AC; YH GD\V WR FDWFK XS ZLWK the paper work!â&#x20AC;? I moaned. â&#x20AC;&#x153;I donâ&#x20AC;&#x2122;t know how you people do it

7

FlightCom Magazine

Beryl Markam in her Percival Vega Gull.

nowadays!â&#x20AC;? my new companion exclaimed. ´,Q P\ GD\ ZH MXVW Ă HZ WKH DHURSODQH :H had teams of experts to do all the clerical stuff. The only paperwork I had to do was to get the ticker-tape out of my hair!â&#x20AC;?

I suddenly suspected that I was in the presence of somebody rather different and I reached out to shake her hand, â&#x20AC;&#x153;Hello, my name is Hugh.â&#x20AC;? I said

The Aero Club of East Africa bar.

and she replied, â&#x20AC;&#x153;Hello, my name is Beryl.â&#x20AC;?............and suddenly, I realised that I was actually having a â&#x20AC;&#x2DC;Tuskerâ&#x20AC;&#x2122; with one RI WKH PRVW )DPRXV :RPHQ LQ +LVWRU\ EHFDXVH QRW RQO\ ZDV VKH WKH )LUVW :RPDQ WR Ă \ VROR DFURVV WKH $WODQWLF EXW VKH ZDV DOVR WKH YHU\ Ă&#x20AC; UVW SHUVRQ WR Ă \ Âś6ROR¡ DFURVV the Atlantic, from east to west, against the prevailing wind.

â&#x20AC;&#x153;Not Beryl Markham?â&#x20AC;? I said, almost jokingly. â&#x20AC;&#x153;The very same,â&#x20AC;? she said â&#x20AC;&#x153;Oh good Lord!â&#x20AC;? I blurted and she laughed. â&#x20AC;&#x153;Go on...you thought I must have died long ago!â&#x20AC;? she said, and that got me laughing. It was the start of a fascinating

and highly entertaining evening. â&#x20AC;&#x153;What you have just done is much the same as what I did,â&#x20AC;? she tapped my hand, â&#x20AC;&#x153;but you did not KDYH WKH ZKROH %ULWLVK (PSLUH URRWLQJ IRU you!â&#x20AC;?

I laughed rather self-consciously and added, â&#x20AC;&#x153;Well, itâ&#x20AC;&#x2122;s quite an honour...oh and a great pleasure, too!â&#x20AC;?

Can you imagine!...you are reading a story written by a hand which has been WDSSHG E\ WKH KDQG RI WKH )LUVW /DG\ WR Ă \ DFURVV WKH $WODQWLF RQ KHU RZQ DQG WKH Ă&#x20AC;UVW 3HUVRQ HYHU WR GR LW IURP (DVW WR :HVW How humbly privileged do you think that makes me feel?...That is what aviation Ă&#x17E; does for us lucky ones sometimes.

B E RYL MAR KHAM â&#x20AC;&#x2122;S E XTR AOR DI NARY LI FE The Wikipedia article on Beryl Markham reveals just how remarkable a woman she was.

EARLY YEARS %HU\O 0DUNKDP ZDV ERUQ LQ $VKZHOO (QJODQG :KHQ VKH ZDV four years old, she moved with her father to Kenya. With her father busy training and racing horses, Beryl was left to raise herself; her only company the African servants who worked on the farm.

Left mainly to her own devices, Beryl grew up wild, running barefoot, without the restrictions and conventions of a traditional (QJOLVK XSEULQJLQJ ZKLFK VKH UHIHUUHG WR DV ´D ZRUOG ZLWKRXW ZDOOV Âľ She spent her days in the company of animals and the local tribes. +HU Ă&#x20AC;UVW ODQJXDJH ZDV 6ZDKLOL QRW (QJOLVK 6KH ZDV WKH RQO\ ZKLWH woman permitted to hunt with the male warriors, and she was equally DGHSW ZLWK ERWK D VSHDU DQG D ULĂ H ,Q PDQ\ ZD\V KHU VHQVLELOLWLHV ZHUH PRUH $IULFDQ WKDQ (XURSHDQ 6KH GLGQ¡W WUHDW WKH $IULFDQV ZKR worked for her father as inferior. She learned their languages and absorbed their love of the land.

Adventurous, independent thinking, and beautiful, Markham was admired and described as a noted non-conformist, even in a colony known for its colourful eccentrics. She was married three times, taking the name Markham from her second husband, the wealthy 0DQVĂ&#x20AC;HOG 0DUNKDP ZLWK ZKRP VKH KDG D VRQ *HUYDVH 6KH KDG D public affair in 1929 with Prince Henry, Duke of Gloucester, the son of King George V, but the Windsors allegedly cut the romance short.

She also had an affair with Hubert Broad, who was later named by 0DQVĂ&#x20AC;HOG 0DUNKDP DV D FR UHVSRQGHQW LQ KLV GLYRUFH IURP Beryl. After her Atlantic crossing, she returned to be with Broad, ZKR ZDV DOVR D JUHDW LQĂ XHQFH LQ KHU Ă \LQJ FDUHHU She befriended the Danish writer Karen Blixen during the years that Baroness Blixen was managing her familyâ&#x20AC;&#x2122;s coffee farm in the Ngong hills outside Nairobi. When Blixenâ&#x20AC;&#x2122;s romantic connection ZLWK WKH KXQWHU DQG SLORW 'HQ\V )LQFK +DWWRQ ZDV ZLQGLQJ GRZQ Markham started her own affair with him. He invited her to tour JDPH ODQGV RQ ZKDW WXUQHG RXW WR EH KLV IDWDO Ă LJKW EXW 0DUNKDP VXSSRVHGO\ GHFOLQHG EHFDXVH RI D SUHPRQLWLRQ RI KHU Ă LJKW LQVWUXFWRU British pilot Tom Campbell Black. ,QVSLUHG DQG FRDFKHG E\ &DPSEHOO %ODFN %HU\O OHDUQHG WR Ă \ She worked for some time as a bush pilot, spotting game animals from the air and signalling their locations to safaris on the ground.

She also mingled with the notorious Happy Valley set.

When Markham decided to take on the Atlantic crossing, no

9

FlightCom Magazine

IHPDOH SLORW KDG \HW Ă RZQ QRQ VWRS IURP (XURSH WR 1HZ <RUN DQG QR ZRPDQ KDG PDGH WKH ZHVWZDUG Ă LJKW VROR WKRXJK VHYHUDO KDG died trying. Markham hoped to claim both records. On 4 September VKH WRRN RII IURP $ELQJGRQ VRXWKHUQ (QJODQG $IWHU D KRXU Ă LJKW KHU 9HJD *XOO 7KH 0HVVHQJHU VXIIHUHG IXHO VWDUYDWLRQ due to icing of the fuel tank vents, and she crash-landed at Baleine Cove on Cape Breton Island, Nova Scotia, Canada. She became the Ă&#x20AC;UVW SHUVRQ WR PDNH LW IURP (QJODQG WR 1RUWK $PHULFD QRQ VWRS from east to west and was celebrated as an aviation pioneer.

Markham chronicled her many adventures in her memoir, West with the Night, published in 1942. Despite strong reviews in the press, the book sold modestly. After living for many years in the United States, Markham moved back to Kenya in 1952, becoming for a time the most successful horse trainer in the country.

REDISCOVERY Markhamâ&#x20AC;&#x2122;s memoir lingered in obscurity until 1982, when &DOLIRUQLD UHVWDXUDWHXU *HRUJH *XWHNXQVW UHDG D FROOHFWLRQ RI (UQHVW Hemingwayâ&#x20AC;&#x2122;s letters, including one in which Hemingway lavishly SUDLVHG 0DUNKDP¡V ZULWLQJ LI QRW 0DUNKDP KHUVHOI

â&#x20AC;&#x153;Did you read Beryl Markhamâ&#x20AC;&#x2122;s book, West with the Night? ...She has written so well, and marvellously well, that I was completely ashamed of myself as a writer. I felt that I was simply a carpenter with words, picking up whatever was furnished on the job and nailing them together and sometimes making an okay pig pen. But this girl, who is to my knowledge very unpleasant and we might even say a high-grade bitch, can write rings around all of us who consider ourselves as writers ... it really is a bloody wonderful book. â&#x20AC;?

Intrigued, Gutekunst read West with the Night and became so enamoured of Markhamâ&#x20AC;&#x2122;s prose that he helped persuade a California publisher to re-issue the book in 1983. The re-release of the book ODXQFKHG D UHPDUNDEOH Ă&#x20AC;QDO FKDSWHU LQ WKH OLIH RI WKH HLJKW\ \HDU ROG 0DUNKDP ZKR ZDV ODXGHG IRU KHU WKUHH Ă&#x20AC;QDO \HDUV DV D JUHDW DXWKRU DV ZHOO DV Ă \HU Markham was living in poverty in Kenya. She had recently been badly beaten during a burglary at her house near the Nairobi racetrack, where she still trained thoroughbreds.The success of the reissue of West with the Night provided enough income for Markham WR Ă&#x20AC;QLVK KHU OLIH LQ UHODWLYH FRPIRUW (DUOLHU VKH KDG EHHQ VXSSRUWHG by a circle of friends and owners of race horses she trained into her 80s. The book became a surprising best-seller, spurred by the 1986 broadcast of a public television documentary about Markhamâ&#x20AC;&#x2122;s life, World Without Walls: Beryl Markhamâ&#x20AC;&#x2122;s African Memoir.

Markham died in Nairobi in 1986. Ă&#x17E;

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FlightCom Magazine

10

AIRLINES MIKE GOUGH

Fame

AT L AST I recently had the opportunity to have a chat with one of Boeingâ&#x20AC;&#x2122;s Vice Presidents at a function at my flight school. It was fascinating to find out that these ramblings of mine in this hallowed publication make their way to executives at this level in this massive aerospace company.

Airbus is continually developing simulator capability for upset recovery training.

S

IMILARLY, a recent training presentation by Airbus quoted an excerpt from an article I penned many months ago, which was put together by the clever people in Toulouse to highlight what they perceived as a shortcoming in one particular training procedure.

The latter was somewhat out of context, but still gave me the warm fuzzy feeling that I have fans in pretty high places.

Should I therefore modify my thinking in case I am called out for some pearl of what I think is wisdom, being used for DQRWKHU HQWLW\¡V VSHFLĂ&#x20AC;F SXUSRVH" I think not.

The object of what I do here is certainly

11

FlightCom Magazine

not to be construed as technically detailed, accurate operating or training procedures.

Iâ&#x20AC;&#x2122;m dishing out my opinion on my REVHUYDWLRQV DV DQ DLUOLQH SLORW DQG Ă LJKW instructor. If I went the route of in depth over-the-top analysis, Iâ&#x20AC;&#x2122;d bore most of you to tears with much ado about very little, while the intention is generally to provide a little insight to our world as pilots and hopefully provide a little entertainment while Iâ&#x20AC;&#x2122;m at it.

Of, course, I also get to occasionally JLYH P\ Ă LJKW VFKRRO DW /DQVHULD D shameless punt.

The value of simulation as a training tool cannot be over-emphasised in any situation. , KDYH SXW WRJHWKHU D Ă&#x20AC;[HG EDVHG ÂśWUDLQHU¡ replicating the panel and control columns

of a Cessna 172, with printed instruments DQG D UHDO DOEHLW VFUDS UDGLR VWDFN , KDYH added actual throttle, carburettor heat and mixture controls, as well as a dummy fuel selector, all more or less where they should be. I happen to have an abundance of these bits from my maintenance organisation as well as from a thoughtful student who cancelled one of my aircraft some time ago.

(VVHQWLDOO\ WKLV LV D 3DSHU 7LJHU ZKHUH GLG WKDW WHUP FRPH IURP" ZLWK PDUJLQDO functionality. It serves its limited purpose in terms of getting new students to learn their normal and emergency procedures.

The level of â&#x20AC;&#x2DC;simulationâ&#x20AC;&#x2122; depends on the enthusiasm of the instructor and his ability WR PDNH QRLVHV DQG \HOO ´(QJLQH )DLOXUH Âľ DW inopportune moments.

Interestingly enough, stress levels can be raised with this simple device, and assessments of individual ability and capacity to handle â&#x20AC;&#x2DC;known-unknownsâ&#x20AC;&#x2122; can be made early on in the studentâ&#x20AC;&#x2122;s training. )DVW IRUZDUG WR D UHDO VLPXODWRU VSHFLĂ&#x20AC;FDOO\ P\ UHJXODU PRXQW WKH Airbus A320 Level D device. The one I use has recently undergone a complete refurbishment and upgrade, which has been somewhat overdue. The cost of this upgrade was absolutely eye-watering, but essential IRU LW WR UHWDLQ LWV FHUWLĂ&#x20AC;FDWLRQ ZLWK WKH various authorities around the world.

The capacity for failure scenarios is also VXEMHFW WR PDQ\ FHUWLĂ&#x20AC;FDWLRQ VWDQGDUGV DQG the aircraft performance model is a closely guarded, highly expensive, secret piece of software. This is meant to provide accurate

Ă&#x20AC;GHOLW\ UHDOLVP DQG FRUUHFW UHVSRQVH IURP the device.

However, as with any simulation, it has its limitations. The actual aircraft SHUIRUPDQFH PRGHO LV FHUWLĂ&#x20AC;HG WR EH DFFXUDWH XS WR )OLJKW /HYHO HVVHQWLDOO\ WZHQW\ Ă&#x20AC;YH WKRXVDQG IHHW $ERYH WKLV FHUWDLQ PDQRHXYUHV PD\ QRW UHĂ HFW WKH actual handling qualities of the real aircraft.

Not a big deal, as the majority of WUDLQLQJ DQG SUDFWLFH HQJLQH DQG RWKHU V\VWHP IDLOXUHV KDSSHQV EHORZ WKLV DOWLWXGH Until, of course we get to what is currently the greatest threat to commercial aviation, the dreaded LOC-I, or Loss Of Control ,QĂ LJKW Apart from the recent system-induced loss of control of the two Boeing 737 Max DLUFUDIW WKH PRVW VLJQLĂ&#x20AC;FDQW GHĂ&#x20AC;QLQJ HYHQW LQ WKLV UHJDUG LV $LU )UDQFH Ă LJKW ZKLFK was the Airbus A330 that stalled in the cruise and did not recover before impacting the ocean below.

In a nutshell, a transient loss of all airspeed information due to severe icing UHVXOWHG LQ WKH Ă LJKW FRQWUROV GHJUDGLQJ WR $OWHUQDWH /DZ ZKLFK LV $LUEXV VSHDN IRU ´, GRQ¡W WUXVW P\VHOI VR ZLOO FHDVH ZLWK Ă LJKW envelope protections, and you, Mr. Pilot, KDYH FRQWUROÂľ 7KLV FDXVHG WKH DXWRSLORW and autothrust functions to be lost, and the startled pilot in the right-hand seat to LQH[SOLFDEO\ SXOO WKH QRVH LQWR D Ă&#x20AC;IWHHQ degree nose-up attitude, zoom climb to 3000 feet above optimum altitude, and stall the aircraft.

This was around ten years ago, and highlighted both simulator, training and UHJXODWRU\ GHĂ&#x20AC;FLHQFLHV 7KLV ZDV WKH birthplace of what is now known as UPRT, or Upset Prevention and Recovery Training.

When this accident happened, I was D )LUVW 2IĂ&#x20AC;FHU RQ $ V DQG ZDV DOVR operating as a Pilot Instructor on type. We GLGQ¡W KDYH D VSHFLĂ&#x20AC;F VWUDWHJ\ WKHQ WR WUDLQ WR although I clearly remember within around six weeks of the accident, a high-altitude loss of airspeed information strategy was released by Airbus, which worked extremely well, but was subsequently withdrawn.

The fact that this was developed long EHIRUH DQ\ DFWXDO )OLJKW 'DWD 5HFRUGHU information was recovered, spoke to the analysis done on the ACARS messages that were sent by the aircraft before it hit the sea.

Basically, Airbus almost immediately had a damn good idea as to what had happened that dark and stormy night.

It was incredibly simple, and worked

every time at high altitude, irrespective of aircraft weight and atmospheric variations.

Basically, if everything goes crazy, close the thrust levers to idle and place the pitch index on the horizon â&#x20AC;&#x201C; which is about three degrees down from the normal cruise position. This allows a power-off descent to â&#x20AC;&#x2DC;thickerâ&#x20AC;&#x2122; air, while maintaining the airspeed exactly at a standard descent value.

I would demo this in the A340 simulator from 38,000 feet down to around 25,000, and then restore airspeed indications.

These airspeed readings remained bang on 280 knots and allowed crucial time to reset or restore whatever caused the drama.

simulators. They previously had no â&#x20AC;&#x2DC;UPRT buttonâ&#x20AC;&#x2122; for the instructor to push to create a sudden upset. This was also an issue when trying to train for inappropriate activations of the aircraft protections. We could not suddenly induce a major nose-down pitch or, for that matter, a sudden over-speed situation.

Being crafty, cunning individuals, our group of instructors came up with some unique ways of forcing a particular situation to manifest itself, and then require the crew to take appropriate action.

It is this sort of work-around that Airbus takes a dim view of, despite the requirement

Airbus almost immediately had a damn good idea as to what had happened that dark and stormy night.

Some months later, this strategy was replaced with detailed stall recovery training, and emphasis on what to do with thrust if a nose-down attitude could not be achieved. This change entailed actually reducing thrust if pitch authority was compromised â&#x20AC;&#x201C; which was a major change to how we had all been trained to recover from a stall in a jet-transport category aircraft. $ IHZ PRQWKV SULRU WR $) WKHUH ZDV the Colgan accident, at Buffalo, New York.

This was an icing encounter-induced stall that was attempted to be recovered with ZKDW DW WKH WLPH ZDV DFFHSWHG DV FRUUHFW ² hold the pitch attitude and power out of the stall with thrust.

This method was an old Practical Test Standard requirement to recover with minimal height loss, and thus minimal nose-down inputs. The aircraft stalled and spun into the ground from around 1500 feet $*/ RQ Ă&#x20AC;QDO DSSURDFK 7KH UHTXLUHPHQW IRU D VSHFLĂ&#x20AC;F WUDLQDEOH strategy suddenly became urgent. The basics RI 8357 ZHUH WHVWHG GHYHORSHG DQG UHĂ&#x20AC;QHG into what we have today, which is now an incredibly well planned and rehearsed set of immediate actions that get the recovery process happening despite severe startle factor. This is achieved through shouting out the actions as they are being done, and it works well.

2QH VLJQLĂ&#x20AC;FDQW SUREOHP ZDV RXU

to introduce severe startle-factor training.

It was my previous description of one of these events in this column that caught the training sectionâ&#x20AC;&#x2122;s eye in Toulouse, and lead WR P\ Ă&#x20AC;YH PLQXWHV RI IDPH ,W GLG KRZHYHU point to a misunderstanding by Airbus of what was being achieved on our part, to create the effect of inappropriate protection activation.

A major change to how we had all been trained to recover from a stall.

So now, our newly upgraded simulator has a whole bunch of UPRT options included in the new software, which at a touch of a virtual button, can turn the traineesâ&#x20AC;&#x2122; worlds literally upside down. No more work-arounds required, but ironically, the outcome is the same, with the UPRT strategy having to be initiated.

This direction that recovery training

FlightCom Magazine

12

Captain Johnny Woods, the then SAA Chief pilot, pioneered Upset Recovery Training.

has taken has also shone a light into a dark space that consists of system-induced upsets, exactly as per the 737 MAX MCAS saga. Manufacturers are reluctant to put this â&#x20AC;&#x2DC;mis-behaviourâ&#x20AC;&#x2122; into the public domain for various reasons, of which product liability must be a big one. This also puts us in limbo in terms of how we are meant to train for these events.

As the technocrats in these large corporations rarely have actual operational experience with their own products, the training can be excellent in terms of boxticking, but might be a little thin on realworld substance. This certainly was my experience in 2003 when I completed my initial A340 type rating in Toulouse.

The standard course footprint for initial and recurrent type rating training is now very comprehensive, and as per all operators around the world, we are obliged to comply with each and every lesson plan without any deviation. As all our instructors are current OLQH SLORWV DV ZHOO ZH DUH DEOH WR œà DYRXU¡ the training with our actual, operational nuances.

Dedicated simulator instructors may not have this day-to-day operating experience.

Likewise, our UPRT program has been

GHYHORSHG DQG DSSURYHG IURP JUDVV URRWV aerobatic experience, and our team-leaders in this program went upside down in the 86$ DQG (XURSH LQ YDULRXV 8357 GHGLFDWHG aerobatic aircraft to lay the foundations of this course.

This module goes over and above the manufacturer required training.

The UPRT strategy has already proven its worth during an actual upset event

VHYHUDO PRQWKV DJR VR ZH DUH GHĂ&#x20AC; QLWHO\ RQ the right track.

Training is constantly evolving, and at present has the urgent need to continue to GR VR DV ZH Ă&#x20AC; QG RXUVHOYHV ZLWK VLJQLĂ&#x20AC; FDQWO\ OHVV H[SHULHQFHG FUHZ PHPEHUV LQ WKH Ă LJKW GHFN ² D WUHQG WKDW QRZ GHĂ&#x20AC; QHV WKH QHZ normal in this regard.

We owe it to our passengers globally to continue to get it right. Ă&#x17E;

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zŽƾĆ&#x152; ŽŜÄ&#x17E;ͲĆ?Ć&#x161;Ĺ˝Ć&#x2030;ͲĆ?Ĺ&#x161;Ĺ˝Ć&#x2030; ĨŽĆ&#x152; Ć&#x152;Ä&#x17E;Ć&#x2030;Ä&#x201A;Ĺ?Ć&#x152;Ć? Ä&#x201A;ĹśÄ&#x161; Ĺ˝Ç&#x20AC;Ä&#x17E;Ć&#x152;Ĺ&#x161;Ä&#x201A;ƾůĆ? ŽĨ Ä&#x201A;Ç&#x20AC;Ĺ?Ä&#x201A;Ć&#x; ŽŜ Ć&#x152;Ĺ˝Ć&#x161;Ä&#x201A;Ä?ĹŻÄ&#x17E;Ć? Ä&#x201A;ĹśÄ&#x161; Ć?Ć&#x2030;Ä&#x17E;Ä?Ĺ?Ä&#x201A;ĹŻ Ć&#x2030;Ć&#x152;Ĺ˝Ä?Ä&#x17E;Ć?Ć?Ä&#x17E;Ć?Í&#x2DC; Ed /ĹśĆ&#x161;Ä&#x17E;Ć&#x152;ĹśÄ&#x201A;Ć&#x; ŽŜÄ&#x201A;ĹŻ ÍžWdzÍż >Ć&#x161;Ä&#x161; hĹśĹ?Ć&#x161; ĎŻÍ&#x2022; Ä&#x17E;ĹśÄ&#x17E;ĹŻ /ĹśÄ&#x161;ĆľĆ?Ć&#x161;Ć&#x152;Ĺ?Ä&#x201A;ĹŻ WÄ&#x201A;Ć&#x152;ĹŹ Ä&#x17E;ĹśÄ&#x17E;ĹŻ EĹ˝Ć&#x152;Ć&#x161;Ĺ&#x161; ĹśĆ&#x161;Ć&#x152;Ä&#x201A;ĹśÄ?Ä&#x17E; ͞Žč Ć&#x161;ĹŻÄ&#x201A;Ć? ZĹ˝Ä&#x201A;Ä&#x161;ÍżÍ&#x2022; <Ä&#x17E;ĹľĆ&#x2030;Ć&#x161;ŽŜ WÄ&#x201A;Ć&#x152;ĹŹÍ&#x2022; 'Ä&#x201A;ĆľĆ&#x161;Ä&#x17E;ĹśĹ?Í&#x2022; ^ŽƾĆ&#x161;Ĺ&#x161; ĨĆ&#x152;Ĺ?Ä?Ä&#x201A;Í&#x2022; ϭϲϭϾ dÄ&#x17E;ĹŻÍ&#x2DC; нώϳ Ď­Ď­ ϯϾϹ ϭϲϳϳ ĹľÄ&#x201A;Ĺ?ĹŻÍ&#x2014; Ĺ?ŜĨŽÎ&#x203A;Ä?ĹśĆ&#x161;ͲĹ?ĹśĆ&#x161;Í&#x2DC;Ä?Ĺ˝Í&#x2DC;Ç&#x152;Ä&#x201A; tÄ&#x17E;Ä?Ć?Ĺ?Ć&#x161;Ä&#x17E;Í&#x2014; Ç Ç Ç Í&#x2DC;Ä?ĹśĆ&#x161;ͲĹ?ĹśĆ&#x161;Í&#x2DC;Ä?Ĺ˝Í&#x2DC;Ç&#x152;Ä&#x201A;

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SA Flyer 2019|05

Ç&#x20AC;Ĺ?Ä&#x201A;Ć&#x; ŽŜ ^Ä&#x17E;Ć&#x152;Ç&#x20AC;Ĺ?Ä?Ä&#x17E;Ć? â&#x20AC;˘ Wheel overhaul and Repair Services â&#x20AC;˘ Brake Overhaul and Repair Services Íť EŽŜͲ Ä&#x17E;Ć?Ć&#x161;Ć&#x152;ĆľÄ?Ć&#x; Ç&#x20AC;Ä&#x17E; dÄ&#x17E;Ć?Ć&#x; ĹśĹ? ŽŜ Ĺ?Ć&#x152;Ä?Ć&#x152;Ä&#x201A;Ĺ&#x152; Íť ,Ç&#x2021;Ä&#x161;Ć&#x152;Ĺ˝ ^Ć&#x161;Ä&#x201A;Ć&#x; Ä? dÄ&#x17E;Ć?Ć&#x; ĹśĹ? Íť KÇ&#x2020;Ç&#x2021;Ĺ?Ä&#x17E;Ĺś Ä?ŽƊ ĹŻÄ&#x17E;Ć? Íť &Ĺ?Ć&#x152;Ä&#x17E; Ç&#x2020;Ć&#x; ĹśĹ?ĆľĹ?Ć?Ĺ&#x161;Ä&#x17E;Ć&#x152;Ć? â&#x20AC;˘ Safety Equipment Íť Ĺ?Ć&#x152;Ä?Ć&#x152;Ä&#x201A;Ĺ&#x152; tÄ&#x17E;Ĺ?Ĺ?Ĺ&#x161;Ĺ?ĹśĹ? o ^ĹľÄ&#x201A;ĹŻĹŻ Ä&#x201A;Ĺ?Ć&#x152;Ä?Ć&#x152;Ä&#x201A;Ĺ&#x152; Ć? ĆľĆ&#x2030; Ć&#x161;Ĺ˝ ĹŻÄ&#x201A;Ć&#x152;Ĺ?Ä&#x17E;Ć&#x152; ϳϯϳÍ&#x2022; ĎŻĎŽĎŹÍ&#x2022; >Ͳϯϴώ

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SA Flyer 2019|03

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Team Xtreme duo, Nigel Hopkins and Jason Beamish setting up for a dual knife-edge flypast over the old ferry with the Katembe bridge as a backdrop.

Airshows R EPORT : M ARK M ANSFIELD

THE AMAZING MAPUTO AIRSHOW O INCRĂ?VEL SHOW AĂ&#x2030;REO DE MAPUTO Itâ&#x20AC;&#x2122;s an old aphorism that if you have enough passion, then all things are possible. This was the attitude of not only the organisers of the 2019 Maputo airshow hosted by the Aeroclub of Mozambique for its 90th anniversary celebrations, but also from all the relevant authorities needed to make the show work.

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HE success of the air show was a perfect example of a cooperation between the Mozambique government, the air force, police, the harbour authorities, the Mozambique Civil Aviation Authority, as ZHOO DV DLU WUDIĂ&#x20AC; F DQG QDYLJDWLRQDO VHUYLFHV Combined they made it one of the best airshows in Africa.

7KH $HURFOXE RI 0R]DPELTXH $&0 LV the progenitor of commercial and military aviation in Mozambique. Unlike other aeroclubs, whose main activity is limited to recreational aviation, the history of ACM is marked by the training of aeronautical technicians and the contribution it has made to aviation in Mozambique.

The Aero Clube de Moçambique was built on the spirit of volunteers. The SXUFKDVH RI LWV Ă&#x20AC; UVW DLUFUDIW LQ D *LSV\

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FlightCom Magazine

Moth, was a result of a large monetary donation and the auction of a luxurious Minerva car. History was made in 1933 ZKHQ $UPDQGR 7RUUH GR 9DOOH Ă HZ EHWZHHQ Xai-Xai and Alverca in Portugal. He was WKH Ă&#x20AC; UVW DPDWHXU SLORW WR Ă \ EHWZHHQ 6RXWK $IULFD DQG (XURSH DQG KH GLG LW ZLWK KLV RZQ IXQGV DQG Ă \LQJ KLV RZQ GH +DYLOODQG Puss Moth. Using very basic maps and a compass, Torre do Valle left Xai-Xai RQ 0DUFK Ă HZ WR 0DODZL WKHQ made stops in Tanzania, Kenya, Sudan, (J\SW 7XQLVLD DQG $OJHULD FURVVHG WKH 0HGLWHUUDQHDQ Ă HZ RYHU 6SDLQ DQG RQ May 1933 landed in Alverca, as Lisbon â&#x20AC;&#x201C; the capital of the Portuguese empire â&#x20AC;&#x201C; still had no aerodrome.

On return to Mozambique he founded WKH $&0 DQG HVWDEOLVKHG WKH Ă&#x20AC; UVW commercial aviation company, which was bought in 1935 by Mozambique Railways

&)0 'R 9DOOH MRLQHG WKH $&0 ZLWK the railways where he was chairman of the board, and this partnership gave a strong impetus to the construction of numerous DLUĂ&#x20AC; HOGV WKURXJKRXW WKH FRXQWU\ However, at the independence of Mozambique in 1975, the vast majority of members left the country. The ACM moved into the post-independence era yet even so the ACMâ&#x20AC;&#x2122;s pilots played a key role LQ VHWWLQJ XS WKH 0R]DPELFDQ $LU )RUFH E\ volunteering to train their pilots. The ACM also was pivotal in training the armyâ&#x20AC;&#x2122;s Ă&#x20AC; UVW SDUDFKXWLVWV DQG SOD\HG D YLWDO UROH LQ humanitarian efforts when the country was hit by natural disasters.

With the signing of the General Peace Agreement in 1992, ACM activity regained momentum, culminating in this 90th anniversary celebration. The Maputo Airshow was held over the BaĂ­a

Thousands of spectators packed the streets to watch the airshow.

The meeting of teams, the Puma Energy Flying Lions meets the Maputo airshow team.

Palm trees on the ground as well as in the sky.

The COWS aerobatic team thrilling the crowds in their Pitts Special aircraft.

The heart-stopping 'switchblade' performed by Team Xtreme.

FlightCom Magazine

16

de Maputo under the RNVA approach into Maputo International Airport, sandwiched EHWZHHQ VHULRXV QR Ă \ ]RQHV LQFOXGLQJ WKH 3UHVLGHQW¡V SDODFH 7R DGG WR WKH VHQVH RI ZRQGHU GURQHV ZHUH Ă RZQ LQ FRQWUROOHG airspace â&#x20AC;&#x201C; the mind boggles.

The South African Civil Aviation would do well to study this cooperation, and it shows that cross-border airshows are now becoming bigger and better than SA Airshows â&#x20AC;&#x201C; many of which have been cancelled due to excessive CAA regulation and litigation.

The show was made possible by four dedicated members of the ACM; Gavin Neil, Bruno Homem, JoĂŁo Ribeiro and Bernardino Malawene. Willing assistance came from South African display pilots, and the Capital Sounds Broadcasting team not only provided the commentary, but also played a vital role in the logistical planning of the airshow behind the scenes.

The Airshow Boss and Ramp Director from South Africa assisted the Mozambican team in making history.

7KH YDVW FURZGV WKDW Ă&#x20AC;OOHG WKH ZDWHUIURQW were constantly entertained by non-stop action, either from the sea, air, or land as the jammed-packed airshow programme kept them applauding for more.

Aerial displays included: drones, Bathawk, Boeing Stearman, Gyrocopter, skydiving, a gazelle and Alo 11 helicopter, a Yak 18T, as well as Antonov AN2 Little Annie, and some high-speed jet action in the IRUP RI WKH *RRG<HDU (DJOH / )RUPDWLRQ DHUREDWLFV ZHUH Ă RZQ E\ WKH 3XPD (QHUJ\ )O\LQJ /LRQV LQ WKHLU +DUYDUGV WKH 7DLOLIW

Brian Emmenis brought his Capital Sounds team from Welkom to provide commentary and essential services.

Cows Pitt Special aerobatic team, as well DV WKH KHDUW VWRSSLQJ 7HDP ([WUHPH DQG the radial formation made up of an AN2, Boeing Stearman and a Yak. When the skies above the Bay were QRW Ă&#x20AC;OOHG ZLWK VPRNH WKH FURZG¡V DWWHQWLRQ was drawn to the action on the water

that included a yacht race, and a jet ski YV KHOLFRSWHU UDFH )RU WKH FURZGV WKHUH plenty of food and drink stalls, a childrenâ&#x20AC;&#x2122;s play area and a sound stage that featured prominent local musicians. Closing the show was the spectacular sunset display by WKH 3XPD (QHUJ\ )O\LQJ /LRQV Ă&#x17E;

An2 Little Annie leads a Yak 18T and Boeing Stearman.

Sunset display by the Puma Energy Flying Lions against the iconic Katembe Bridge.

17

FlightCom Magazine

A FRESH APPROACH

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FlightCom Magazine

20

Defence D ARREN O LIVIER

ARTIFICIAL INTELLIGENCE â&#x20AC;&#x201C; AND DRONE SWARMS Modern air combat is becoming increasingly algorithm-driven, incorporating artificial intelligence (AI) techniques to provide both planning assistance to air and ground crew before and after each mission, and real-time onboard analysis during flight. There is almost no part of the mission cycle that isnâ&#x20AC;&#x2122;t being affected or enhanced by the application of artificial intelligence algorithms.

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HE DSSOLFDWLRQ RI DUWLĂ&#x20AC;FLDO intelligence to warfare is nothing new. After all, it was the militaryâ&#x20AC;&#x2122;s desire for expert systems that originally kick-started all the techniques and approaches we see today.

But those early efforts ultimately failed because they depended on humans building the underlying models by hand. It was an

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FlightCom Magazine

approach that could not scale, leading to the infamous â&#x20AC;&#x2DC;AI Winterâ&#x20AC;&#x2122; when production systems did not live up to the original hype DQG LQYHVWPHQW LQ WKH Ă&#x20AC;HOG SOXPPHWHG AI is different now, in that computers can create those models themselves via an approach known as machine learning. ,QVWHDG RI KXPDQV FUHDWLQJ DQG UHĂ&#x20AC;QLQJ WKH decision models, computers generate them through multiple iterations against sample or

training data until they achieve high enough accuracy scores to perform the required FODVVLĂ&#x20AC;FDWLRQ FOXVWHULQJ RU SUHGLFWLRQ WDVNV against real-world input data. This process of iterative learning can run against massive GDWD VHWV ODUJHU WKDQ DQ\ KXPDQ FRXOG YLHZ OHW DORQH DQDO\VH ZLWK UDSLG LWHUDWLRQV IURP each hypothesized model to the next. :KDW FKDQJHG LQ WKH SDVW WHQ WR Ă&#x20AC;IWHHQ years to enable this new AI revolution

LV WKDW IRU WKH Ă&#x20AC;UVW WLPH LW ZDV SRVVLEOH WR perform machine learning at scale, thanks to ever faster parallel processing computer hardware and innovative new techniques.

One breakthrough was the development of massively parallel graphical processing XQLWV *38V RULJLQDOO\ GHVLJQHG WR VSHHG up graphics processing for games, but repurposed for machine learning. Whereas a typical computer central processing unit &38 OLNH DQ ,QWHO L ZLOO KDYH WZR RU IRXU

Route planning has always been a GLIĂ&#x20AC;FXOW WDVN LQ FRPSXWLQJ EHFDXVH RI the combinatorial complexity required to Ă&#x20AC;QG WKH PRVW HIĂ&#x20AC;FLHQW URXWH WKURXJK DOO the points between origin and destination. )RU PRVW QDYLJDWLRQ LW KDV EHFRPH D IDLUO\ simple process, treating roads, airways, or other paths as the vertices in a graph and XVLQJ HIĂ&#x20AC;FLHQW JUDSK VHDUFK DOJRULWKPV WR get close enough to optimal solutions, but it gets a lot more complex when using it to

unmanned systems acting as selfcontrolled swarms powerful general-purpose cores, modern GPUs have thousands of lower power and less capable cores designed to perform simple matrix and vector calculations in parallel. It just so happens that this approach works as well for machine learning as it does for rendering game graphics.

In more recent years there have been more advances in AI hardware, ranging from custom chips like ApplicationVSHFLĂ&#x20AC;F LQWHJUDWHG FLUFXLWV $6,&V )LHOG 3URJUDPPDEOH *DWH $UUD\V )3*$V DQG so forth, but thatâ&#x20AC;&#x2122;s beyond our scope. Itâ&#x20AC;&#x2122;s enough to say that not only has it become SUDFWLFDO DQG FRVW HIIHFWLYH WR WUDLQ WHDFK

models on massive amounts of data, but the hardware to run those models on realworld data has become orders of magnitude VPDOOHU FKHDSHU DQG PRUH SRZHU HIĂ&#x20AC;FLHQW Thatâ&#x20AC;&#x2122;s why it has become possible for aircraft, whether unmanned or piloted, to carry multiple on-board AI processing chips, each capable of analysing incoming sensor data in real-time.

We wonâ&#x20AC;&#x2122;t go into all the wonderful details of machine learning either, because this is a column about aircraft, but itâ&#x20AC;&#x2122;s a IDVFLQDWLQJ Ă&#x20AC;HOG PDNLQJ DGYDQFHV DW DQ astonishing rate.

There are dozens, if not hundreds of distinct applications of modern AI in modern aerial combat, but three are of particular interest for this column:

plan combat routes with lots of manoeuvring DQG WHUUDLQ IROORZLQJ ORZ OHYHO Ă \LQJ <RX GRQ¡W MXVW ZDQW WR Ă&#x20AC;QG WKH VKRUWHVW DQG PRVW HIĂ&#x20AC;FLHQW SDWK \RX DOVR ZDQW WR PDS RXW the coverage and risk areas of enemy air

of each enemy air defence system, both in terms of radio signal propagation in the atmosphere, and across the terrain model, DQG RI DQ\ PLVVLOHV LW PLJKW Ă&#x20AC;UH DQG PDQ\ more.

Itâ&#x20AC;&#x2122;s a task ideally suited for machine OHDUQLQJ VSHFLĂ&#x20AC;FDOO\ JHQHWLF DOJRULWKPV In very basic terms the machine learning process might generate millions of potential routes, each ducking and diving the aircraft ZLWKLQ WKH SHUIRUPDQFH OLPLWV RI FUDIW DQG FUHZ LQ DQG RXW RI YDOOH\V LI DQ\ exist, or routing around enemy radars with orientations and distances that keep the DLUFUDIWÂśV ORZHVW UDGDU FURVV VHFWLRQ 5&6

pointed toward them while staying far enough out to avoid detection. Any routes and manoeuvres that result in mission failure, whether by obvious parameters like aircraft loss or more subtle ones like unwanted detection, are discarded. Those that remain are used to generate a new set of proposed routes and the process begins again until there is one unambiguous â&#x20AC;&#x2DC;bestâ&#x20AC;&#x2122; route that scores highest.

Some air forces have already incorporated this form of machine learning into their mission planning tools to great

Boeing has already unveiled its 'loyal wingman' artificial intelligence drone.

defence systems and design routes that avoid them as far as possible without increasing mission time. A huge number of parameters are needed to calculate this accurately: A full performance model of the aircraft that needs to be protected, a high-accuracy 3D digital terrain model, performance models

effect. The next step is the ongoing work to incorporate these calculations into the aircraftâ&#x20AC;&#x2122;s onboard systems so that routes are recalculated in real-time in response to new sensor data and shown as options to pilots.

Intelligence, Surveillance, and 5HFRQQDLVVDQFH ,65 E\ DLU LV EHLQJ

FlightCom Magazine

22

LEFT: The concept of AI empowered learning drones swarming into attack is frightening.

revolutionised by putting real-time analysis on the platform itself. The analysis loop has closed: We have gone from reconnaissance Ă LJKWV WKDW UHTXLUHG GD\V IRU WKH Ă&#x20AC;OP WR EH RIĂ RDGHG DQG VHQW IRU SURFHVVLQJ WR UHDO WLPH YLHZLQJ ERWK RQERDUG DQG DW FRPPDQG FHQWUHV YLD QHWZRUN GDWD OLQNV

and after-the-fact detailed analysis at ground facilities, all the way through to fully realtime and on-board analysis concurrent with viewing and decision-making. No longer is there a need to wait for the analysis at the command HQ for tipping and cueing, now the aircraftâ&#x20AC;&#x2122;s own systems perform image recognition to identify targets, movement analysis to understand their behaviour, and generate predictions on what those targets might do next.

(OHFWURQLF :DUIDUH (: WRR LV VHHLQJ a fundamental change.

Previously , an

aircraftâ&#x20AC;&#x2122;s on-board self-protection system would detect the radio, radar, and jamming signals emitted by enemy systems during a Ă LJKW DQG VWRUH WKHP RQERDUG 2QFH EDFN DW EDVH WKH JURXQG FUHZ ZRXOG RIĂ RDG WKH GDWD FDVVHWWHV DQG VKLS WKHP WR (: DQDO\VWV IRU further study and the manual generation of FODVVLĂ&#x20AC;FDWLRQ PRGHOV DQG MDPPLQJ PRGHV Once that process, which could take days or weeks, was done, the ground crew loaded the updated models back onto the aircraft so that its onboard systems could defend itself against those new threats on its next mission.

While that cycle is still a needed part RI PRGHUQ (: LW LV QR ORQJHU HQRXJK IRU operations against sophisticated opponents who operate dynamic radars, jammers, and other systems that can reprogramme WKHLU VLJQDOV RQ WKH Ă \ $LUFUDIW QRZ QHHG

DGDSWLYH VRPHWLPHV FDOOHG FRJQLWLYH (: systems that make use of machine learningderived models to change their behaviour automatically to match unexpected signals.

All three of the above descriptions assume crewed platforms with pilots and sensor operators as humans-in-the-loop, largely because even todayâ&#x20AC;&#x2122;s advanced level of machine-learning-driven AI canâ&#x20AC;&#x2DC;t beat human intuition or certain aspects of decision making. Having AI augment human intelligence by providing suggested actions and producing informative cues on screens and helmet-mounted displays creates something more powerful than the sum of its parts, and for the foreseeable future weâ&#x20AC;&#x2122;ll see most combat systems preserve human involvement for that very reason.

Yet thereâ&#x20AC;&#x2122;s an interesting application when you take these applications of AI DQG FRXSOH WKHP WR DXWRQRPRXV Ă LJKW DQG high-speed airborne data links. That opens the door to unmanned systems acting as self-controlled swarms, able to coordinate amongst themselves to determine the most effective way to achieve a mission goal.

They could share raw sensor data, with each unmanned system fusing the input from aircraft hundreds of metres or even kilometres away with its own onboard sensors to create multi-directional and triangulated maps of anything from terrain WR HQHP\ DLU DQG JURXQG V\VWHPV (DFK node in this swarm is relatively weak and vulnerable, without high-powered sensors and lacking the high-level judgement of humans, but as a collective swarm theyâ&#x20AC;&#x2122;re able to achieve certain types of missions â&#x20AC;&#x201D;

A swarm of Valkyrie drones using artificial intelligence to overwhelm enemy defences.

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FlightCom Magazine

and respond to certain types of changing circumstances â&#x20AC;&#x201D; better and faster than even AI-augmented human operators on crewed platforms. An operator would need only specify the target location and mission type, a swarm would be able to collectively decide RQ WKH EHVW URXWHV WR Ă \ WR DYRLG GHWHFWLRQ UHVSRQG LQWHOOLJHQWO\ WR GHWHFWHG (: WKUHDWV by manoeuvring, or having some platforms set aside for jamming, pool sensor data for WKH PRVW HIĂ&#x20AC; FLHQW FROOHFWLRQ RI LQIRUPDWLRQ and even collaborate on weapons release if thatâ&#x20AC;&#x2122;s their purpose. And because not every unmanned system needs costly multi-sensor payloads and the swarm as a whole can rapidly compensate for the loss of any nodes, it is economically feasible to overprovision WKH Ă HHW DQG WUHDW VRPH SURSRUWLRQ RI LW DV expendable. The possibilities of swarms for both reconnaissance and direct action roles like the suppression of enemy air defences

6($' DUH LQWHUHVWLQJ ZKLFK LV ZK\ WKLV area is receiving substantial attention from developed world air forces, both as VWDQGDORQH Ă HHWV DQG LQ WKH IRUP RI ÂśOR\DO wingmanâ&#x20AC;&#x2122; unmanned systems designed to DFFRPSDQ\ Ă&#x20AC; JKWHUV LQWR FRPEDW Of course, it would be dishonest not to point out that all the above is a vast RYHUVLPSOLĂ&#x20AC; FDWLRQ DQG WKDW $, DSSOLFDWLRQV are neither a silver bullet nor guaranteed to work in every situation. Not only are countries experimenting with ways to disrupt real-time AIs by exploiting vulnerabilities LQ WKHLU FODVVLĂ&#x20AC; FDWLRQ PRGHOV EXW WKH TXDOLW\ of those models and algorithms themselves is dependent on the quality of the input, training, and sample data which is often not good enough in quality or quantity to produce useful results. Warfare isnâ&#x20AC;&#x2DC;t going to become easier, just more complex.

The question for African air forces

is how they might be able to exploit some of these advancements in the most costeffective way. Most of the applications are quite clearly beyond the reach of even the continentâ&#x20AC;&#x2122;s wealthiest, who canâ&#x20AC;&#x2122;t afford either the acquisition or operating cost of WKLQJV OLNH Ă HHWV RI DUPHG XQPDQQHG FRPEDW aerial vehicles or high-bandwidth adaptive (: V\VWHPV EXW ZLWK VPDUW LQYHVWPHQWV and a lower level of ambition thereâ&#x20AC;&#x2122;s an opportunity to use cheap commercial hardware and published machine learning techniques to achieve big improvements in capabilities at relatively low cost. A future column will look into those possibilities in greater detail. Ă&#x17E;

KEEP IT LITE

The flight deck as seen by the captainsâ&#x20AC;&#x2122; wife.

FlightCom Magazine

24

Face to Face:

ELMAR CONRADIE CEO FlySafair

Under CEO Elmar Conradie FlySafair has produced a remarkable growth story.

PART 1 How FlySafair is a great opportunity for young pilots As Flysafair celebrates its fifth birthday and is rapidly approaching its 10 millionth passenger, Guy Leitch asked CEO Elmar Conradie about the secrets of the airline’s success– and what the next five years looks like.

GUY LEITCH (GL): Congratulations of your five-year birthday. The Low Cost Carrier market in South Africa is well served so I reckon many sceptics thought you would never survive one year - let alone five. And not only that, but your growth has been nothing short of phenomenal. Has it exceeded even your expectations?

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FlightCom Magazine

ELMAR CONRADIE (EC): Yes, in none of our forecasts did we even dare hope that we would have the market share, the passengers carried and even the number of aircraft we have now. Last year’s growth was 40% and the year before was also 40%.

In terms of other metrics, we are really looking forward to hitting the 10 million passenger mark, which we will do perhaps DFWXDOO\ RQ RXU ÀIWK ELUWKGD\ LQ 2FWREHU

We have contributed towards the revival RI HFRQRPLHV LQ SODFHV OLNH (DVW /RQGRQ DQG LQGHHG WKH ZKROH (DVWHUQ &DSH )O\6DIDLU LV a great story for the economy.

You have a surprisingly high number of employees per aircraft?

We have a relatively high number of employees per aircraft because we do our own maintenance and we have our own call

centre. When we started in 2014 we had just 170 staff. Despite many predicting doom, we are very proud to have grown to more than 1070 employees. We have created 900 jobs, and there is a multiplier of about two or three on that because itâ&#x20AC;&#x2122;s not just the Direct (PSOR\HHV WKHUH DUH DOVR DOO WKH FDWHULQJ and ground support jobs. And donâ&#x20AC;&#x2122;t forget WKH VSLQ RII EHQHĂ&#x20AC;WV OLNH % %V VSULQJLQJ XS in places we serve like George.

So you have shown that you can get into an already established airline market and compete better? :H KDYH RSHQHG XS Ă \LQJ WR D VHFWRU RI the market that previously couldnâ&#x20AC;&#x2122;t afford it.

Given the CemAir debacle, what is your relationship with the CAA like?

Itâ&#x20AC;&#x2122;s good. We get regularly audited and our experience is that the inspectors are both competent and honest. I have generally been very pleased at how professional and thorough they are.

Letâ&#x20AC;&#x2122;s talk about your fleet. You started with just two 737-400s?

We have grown from those two to 16 aircraft, of which eight are Boeing 737-800s and eight -400s. The 400s are mostly on the smaller routes and backup aircraft. Next year we expect to introduce a further three -800s to replace 400s.

What is the mix of leased and owned?

All the -400s are owned and all the -800s leased, some from our own Safair leasing company.

Can you compete with -400s against your competitorsâ&#x20AC;&#x2122; -800s?

Absolutely. The -400s may be about OHVV IXHO HIĂ&#x20AC;FLHQW SHU VHDW EXW WKH\ DUH a whole lot cheaper to buy, so the capital cost is much lower, as are costs like hull insurance. It boils down to per seat cost, and that is a function of your load factor. If we have 165 passengers then it is obviously FKHDSHU WR Ă&#x20AC;OO D WKDQ SXW WKHP LQ DQ -800 with about 24 empty seats. We are still very happy with the -400, especially with the fuel price where it is now. But if the fuel price increases to say $100/barrel, then the -400 will be more expensive than the -800.

Comair makes a big story about how their investment in the latest Boeing Maxes will (one day!) make them more fuel efficient and competitive.

Do you disagree with that?

The Boeing Max can obviously provide VLJQLĂ&#x20AC;FDQW IXHO VDYLQJ EXW LW DOVR DGGV D KXJH Ă&#x20AC;[HG FRVW WR \RXU EXVLQHVV ,W DOO depends on your appetite and strategy for risk. At this stage we prefer to have a much ORZHU Ă&#x20AC;[HG FRVW

wanted, in particular our arrival slots are not what they should be. But we are getting closer to having the right block times. This is particularly the case with Cape Town â&#x20AC;&#x201C; -RKDQQHVEXUJ ZKHUH ZH FDQ GR WKH Ă LJKW in 1 hour 45 with the winds behind us, but JHB â&#x20AC;&#x201C; CPT is then over 2 hours. Another problem is congestion at the airport, which ZH KDYH WR EXLOG LQWR WKH Ă \LQJ WLPH HYHQ though waiting at the holding point is not UHDOO\ Ă \LQJ WLPH

WE HAVE CONTRIBUTED TOWARDS THE REVIVAL OF ECONOMIES IN PLACES LIKE EAST LONDON Your On-Time-Performance has been world class. How have you achieved it?

It requires constant focus and discipline.

We remind our people every day about what they have to accomplish. I tell them that itâ&#x20AC;&#x2122;s like a rugby match. You donâ&#x20AC;&#x2122;t get credit for ZKDW \RX¡YH GRQH LQ WKH SDVW (YHU\ GD\ \RX have got to go out and win again. Itâ&#x20AC;&#x2122;s just a matter of monitoring everything â&#x20AC;&#x201C; from when the doors open to when the last bag arrives on the carousel. And we have to get all the other stuff right such as the catering, the tugs, stairs and so on. Perhaps we were fortunate in that we only started with two aircraft, so we were able to get it right for that size and then build from there. We learnt a lot from our ground handlers and from the catering companies and we worked with them to make sure we achieved best on-time-performance.

What is your typical aircraft utilisation?

We do about 6 to 8 sectors a day per aircraft. In terms of time, our average utilisation is just below 11 hours per aircraft, which is lower than what we would have wanted. But we focus on how many sectors, rather than how many hours, we get out of an aircraft.

You are turning around aircraft every 25 minutes, yet 45 minutes is an industry norm. I guess you achieve this by having long leg sectors. I see your Cape Town flight is about 20 minutes longer than your competitors.

We are trying to cut down on our scheduled sector time, but one of the problems we have is slot availability. As the new guys we could not get all the slots we

Do you run bases in Cape Town and Durban for maintenance and pilots?

Yes, we need to be able to leave aircraft overnight for early morning starts.

Another reason for not using newer aircraft is because you would have to get your utilisation rates significantly higher, and that would be hard to achieve. Could you improve your utilisation by doing so called â&#x20AC;&#x2DC;back of the clockâ&#x20AC;&#x2122; flying â&#x20AC;&#x2DC;redeyeâ&#x20AC;&#x2122; specials?

No, I think it is a reality of South Africa that people just do not want to get home that late.

Talking about pilots, do you expect the pilot shortage to be a problem?

It is already a problem. Last year and KDG WR GHIHU LQWURGXFLQJ DGGLWLRQDO Ă LJKWV until we had our pilot numbers up.

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FlySafair is managing 25 minute turnarounds.

Is there a shortage of young pilots, especially black ones?

We can get enough relatively inexperienced pilots, but because we are growing we have a continual demand for direct entry captains, although the situation is not as bad as it was. Now that we are a ELW PRUH HVWDEOLVKHG ZH KDYH Ă&#x20AC;UVW RIĂ&#x20AC;FHUV WKDW KDYH EXLOW XS VXIĂ&#x20AC;FLHQW H[SHULHQFH WR promote them to captains. But for a while experienced pilot availability was a real problem.

Do you do your own training? :H GR :H KDYH D Ă&#x20AC;[HG EDVH simulator which theoretically can do 80% of everything we need. We do 50% of our WUDLQLQJ RQ WKH Ă&#x20AC;[HG VLPXODWRU DQG RQ a full motion Level D simulator â&#x20AC;&#x201C; which we buy time on from Comair.

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FlightCom Magazine

If a pilot joins as a junior first officer, how long might it take him to get to command?

Historically about two years, which is clearly a great opportunity for pilots to get to the left seat of a 737. But it will become a bit longer as we become more established.

Considering it can take twenty years to get a command at SAA it is a fantastic opportunity for pilots to get command within two years, but then I suppose it creates the problem of pilot retention?

Yes, and thatâ&#x20AC;&#x2122;s another reason why we are developing our cadet scheme. We are ZRUNLQJ ZLWK WKH &$$ DQG 7(7$ :H currently have four black cadets with frozen $73/V ZKR ZH KRSH WR JHW Ă \LQJ RQ WKH line soon. The biggest problem we have with

young black pilots is that they donâ&#x20AC;&#x2122;t have the required experience, so the cadet scheme is basically to give them the necessary hours.

We send them to PTC Aviation in Port (OL]DEHWK ZKHUH WKH\ GR DURXQG KRXUV RQ WKH VLPXODWRU ² OLNH WKH (DV\MHW FDGHW scheme.

What is your minimum requirement for pilots?

Our minimum used to be 1500 hours, but as an industry we have to relook that, otherwise we are just not going to get new pilots entering the airline. Ă&#x17E;

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Industry Update

ICAO AIMS TO IMPROVE EASTERN AND SOUTHERN AFRICAN CIVIL AVIATION The International Civil Aviation Organization

ICAO has been leading traveller identification initiatives.

(ICAO) hosted a technical workshop on air transport facilitation policies and capacity building in Nambiaâ&#x20AC;&#x2122;s Windhoek with the aim of improving the eastern and southern African civil aviation sector.

T

HE workshop was aimed at assisting Namibia and FRXQWULHV LQ (DVWHUQ DQG Southern African Region (6$) WR HQKDQFH WKHLU understanding of traveller LGHQWLĂ&#x20AC; FDWLRQ DQG LGHQWLW\ management processes, including passenger data exchange systems. It sought to provide potential solutions to challenges being faced in the region.

The workshop was being spearheaded by the ICAO Implementation and Capacity %XLOGLQJ :RUNLQJ *URXS ,&%:* LQ proffering potential solutions to technical aspects relating to machine readable travel documents, advance passenger information, DQG D WUDYHO LGHQWLĂ&#x20AC; FDWLRQ SURJUDPPH In Africa, only two countries have implemented the advance passenger information programme. Many countries are also struggling to implement the comprehensive machine readable travel GRFXPHQWV WHFKQLFDO VSHFLĂ&#x20AC; FDWLRQV WKHUHE\ impacting the global interoperability applications such as the ones needed for an

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FlightCom Magazine

effective advance passenger information system in order to effectively combat global terrorism.

Namibiaâ&#x20AC;&#x2122;s Minister of Transport and Works, John Mutorwa, said the country was delighted to be contributing to the JOREDO Ă&#x20AC; JKW DJDLQVW WHUURULVP E\ KRVWLQJ the workshop, which would help the (6$) UHJLRQ WR HVWDEOLVK DQG LPSOHPHQW the necessary programmes. â&#x20AC;&#x153;This will not only improve air travel, but will inevitably lead to the improvement of national and global economies,â&#x20AC;? he said. Mutorwa added that the workshop would go a long way in enhancing air transport facilitation systems in the region.

Speaking at the opening ceremony of the workshop, ICAOâ&#x20AC;&#x2122;s chief of facilitation, Narjess Abdennebi, said aviation security and the facilitation of passenger movements were important and reciprocal priorities in air transport. This, she said, comprised one of the most important strategic objectives of ICAO. â&#x20AC;&#x153;ICAOâ&#x20AC;&#x2122;s efforts in this area have been guided by consecutive amendments to

the Standard and Recommended Practices 6$53V FRQWDLQHG LQ $QQH[ WR WKH Chicago Convention, which focuses directly on facilitating passenger travel,â&#x20AC;? she said. ([HFXWLYH GLUHFWRU LQ WKH 0LQLVWU\ RI Works and Transport, Willem Goeiemann, VDLG WKDW ZKLOH VLJQLĂ&#x20AC; FDQW SURJUHVV FRQWLQXHG to be achieved through the enhancement of document and border inspection systems, as well as cross-border data-sharing, the industry had to continuously renew and improve its methods to combat identity fraud, given the grave security implications. Ă&#x17E;

FlightCom Magazine

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Industry Update

BAT HAWK BREAKS INTO INDIAN MARKET

The Bat Hawk has already achieved much success for Botswana conservation.

The South African Department of Trade and Industry (DTI) has announced that its Outward Selling Mission (OSM) to the Indian cities of New Delhi and Mumbai enabled Mpumalangaâ&#x20AC;&#x2122;s Bat Hawk Aircraft to close a R50 million contract to supply 200 aircraft to India over the next three years.

B

AT Hawk Aircraft designs and manufactures light sport aircraft that have become popular for surveillance and conservation.

The Bathawks are supplied as a complete UHDG\ WR Ă \ DLUFUDIW DQG IHDWXUH D VWUXW braced high-wing, a two-seats-in-sideE\ VLGH FRQĂ&#x20AC;JXUDWLRQ RSHQ FRFNSLW Ă&#x20AC;[HG tricycle landing gear and a single engine in WUDFWRU FRQĂ&#x20AC;JXUDWLRQ %DW +DZN &(2 7HUUHQFH 3DSSDV VDLG the contract had been more than three years in the making. â&#x20AC;&#x153;Previous discussions over three years were basically kicked-off with

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FlightCom Magazine

a commitment for ten aircraft, which we were scheduled to sign on the margins of the recent OSM,â&#x20AC;? Pappas said. â&#x20AC;&#x153;Then with the help of the DTI, the South African High Commission in India and the Confederation of Indian Industry, we succeeded in signing a contract to supply two hundred Bat Hawk aircraft to Max Adventure Sports in India.â&#x20AC;? Pappas said the contract would be signed and that thereafter Max Adventure Sports would undertake a site visit to their factory in Mpumalanga to Ă&#x20AC;QDOLVH GHWDLOV RI WKH FRQWUDFW â&#x20AC;&#x153;The contract to supply 200 units that

ZH VLJQHG ZLOO GHĂ&#x20AC;QLWHO\ OHDG WR FUHDWLRQ RI more jobs at our factory, especially in the manufacturing side of things,â&#x20AC;? Pappas said. â&#x20AC;&#x153;The huge advantage of manufacturing the aircraft in South Africa is the cost of our aluminium as we source that locally. In terms of the company it will be quite easy especially considering most of the labour for the aircraft goes into the installation of the engine and the wiring. â&#x20AC;&#x153;There will be 100% job creation in our factory on the raw material side.â&#x20AC;? Ă&#x17E;

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32

Airline Industry R OY E ZZE

IMPROVING AFRICAN AIR TRAFFIC MANAGEMENT Africa is one of the least congested airspaces in the world. However, as the aviation industry grows, the need for a better air traffic management (ATM) user experience becomes compelling.

EXPERIENCE NOT LUXURY )RU SLORWV SDVVHQJHUV DQG HYHQ GURQH XVHUV WKHLU H[SHULHQFH RI DLU WUDIĂ&#x20AC;F PDQDJHPHQW LV H[SHFWHG WR EHFRPH PRUH DFFRPPRGDWLQJ 7KLV LV FUXFLDO ERWK IRU WKH FXUUHQW OHYHO RI DLU WUDIĂ&#x20AC;F LQ $IULFD¡V DLUVSDFH DQG PRUH LPSRUWDQWO\ JLYHQ WKDW DLU WUDIĂ&#x20AC;F LV H[SHFWHG WR double on the continent over the next two decades.

0RUH HIĂ&#x20AC;FLHQW &16 $70 FRPPXQLFDWLRQ QDYLJDWLRQ VXUYHLOODQFH IDFLOLWLHV DUH HVVHQWLDO QHHGV LQ $IULFD WR UHGXFH WKH ZRUNORDG IRU SLORWV DQG DLU WUDIĂ&#x20AC;F FRQWUROOHUV FUHDWH VKRUWHU Ă LJKW URXWHV DQG GXUDWLRQV DQG WR VXSSRUW 1LJKW DQG ,QVWUXPHQW Meteorological operations. Apart from main international airports, PRVW GRPHVWLF DLUSRUWV RQO\ DOORZ 9)5 YLVXDO Ă&#x20AC;JKW UXOH E\ GD\ RSHUDWLRQV ZKHUHDV DLUOLQHV PD\ EH FKDUJHG IHHV E\ $163V WR Ă \ into these airports after 6 pm.

Many remote locations are barely covered by ground ATM facilities, creating the need for satellite-based facilities like the $'6 % $XWRPDWLF 'HSHQGHQW 6XUYHLOODQFH %URDGFDVW FDSDELOLWLHV for these regions. Although ADS-B has been set up in parts of West, Central and Southern Africa, more parts of Africaâ&#x20AC;&#x2122;s vast region need be so covered.

In addition, the operation of drones creates a new challenge for ANSPs, who must develop procedures for safely managing drones in airspace, in collaboration with ICAO, industry and other global partners, so as to accommodate drone users in the aviation ecosystem. Drone operators are confronted by the non-compatibility of most civil drones with management of airspace.

AFRICAâ&#x20AC;&#x2122;S RISING TRAFFIC %DVHV RQ WKH $&, $QQXDO :RUOG $LUSRUW 7UDIĂ&#x20AC;F 5HSRUW :$75

$IULFD UHFRUGHG PLOOLRQ SDVVHQJHU WUDIĂ&#x20AC;F JURZLQJ Africaâ&#x20AC;&#x2122;s air cargo movement was 2.2 million metric tonnes, growing

33

FlightCom Magazine

9.2%. African aircraft movements were 3.0 million, growth of 1.4%.

ACI describes the above as â&#x20AC;&#x153;robust demand for air transport amidst geopolitical uncertainty and trade wars.â&#x20AC;? $IULFD¡V FXUUHQW DLU WUDIĂ&#x20AC;F Ă&#x20AC;JXUHV PD\ SDLQW WKH SLFWXUH RI â&#x20AC;&#x2DC;no congestionâ&#x20AC;&#x2122; in Africaâ&#x20AC;&#x2122;s airspace but this belies the need for interoperability of ATM facilities and the harmonization of ATM SROLFLHV WR SURYLGH PRUH HIĂ&#x20AC;FLHQW $70 VHUYLFHV LQ $IULFD )XUWKHUPRUH WKH JURXQGVZHOO RI DFWLYLWLHV WR RSHQ XS $IULFD wide air access for African airlines â&#x20AC;&#x201C; under the African Unionâ&#x20AC;&#x2122;s $8 6LQJOH $IULFDQ $LU 7UDQVSRUW 0DUNHW 6$$70 DV ZHOO DV WR enable free movement for trade and business in Africa â&#x20AC;&#x201C; under the $8¡V $IULFDQ &RQWLQHQWDO )UHH 7UDGH $UHD $I&)7$ DUH HQRXJK signals for Africa to position appropriately to provide improved user-centric ATM services in line with global trends.

It is hoped that the free movement of African trade could establish Africa as one of the worldâ&#x20AC;&#x2122;s largest economic and airspace blocs. While Africaâ&#x20AC;&#x2122;s 1.2 billion population can only provide a ready market for trade and commerce in the immediate term, the expected boost in trade and business that would result from the liberalisation RI $IULFDQ DLUOLQHV FRXOG GRXEOH RU WULSOH $IULFD¡V LQWHUQDO DLU WUDIĂ&#x20AC;F over the next two decades. )XUWKHUPRUH HPHUJLQJ HFRQRPLF KXEV DURXQG $IULFD FRXOG equally attract passenger, cargo and aircraft movement from outside the continent, as seen in cities with less population such as Tokyo, Singapore, Dubai, etc., which attract far more air passengers than WKHLU ORFDO SRSXODWLRQV )RU LQVWDQFH ODVW \HDU $GGLV $EDED RYHUWRRN 'XEDL DV $IULFD¡V PDLQ WUDQVLW KXE DFFRUGLQJ WR (WKLRSLDQ $LUOLQHV More such hubs should emerge in Africa and it is safe to state WKDW LPSURYHPHQWV LQ DLU WUDIĂ&#x20AC;F IDFLOLWLHV DQG FDSDELOLWLHV PD\ VWDUW from these emerging mega-cities in Africa.

African air space management must move into the space age.

WHAT IS BEING DONE There is greater collaboration and sharing of knowledge and experiences under the peer review system among African ANSPs which has, for instance, led to the speedy improvement of ANSPs VXFK DV WKH 5REHUWV ),5 :RUNLQJ WRJHWKHU ZLWK *KDQD &LYLO Aviation Authority and Nigerian Airspace Management Agency 1$0$ 5REHUWV ),5 LPSURYHG LQ LWV 6DIHW\ 0DQDJHPHQW 6\VWHP 606 WR WKH H[WHQW WKDW LW ZRQ DQ DZDUG IURP &$162 &LYLO $LU 1DYLJDWLRQ 6HUYLFHV 2UJDQL]DWLRQ ODWH ODVW \HDU â&#x20AC;&#x153;We attained a cumulative average of 83.9% for CANSO Level C rating which led to our nomination by NAMA for the CANSO *OREDO 6DIHW\ $FKLHYHPHQW $ZDUG 5REHUWV ),5 ZRQ WKH DZDUG IRU D VLJQLĂ&#x20AC;FDQW OHYHO RI PDWXULW\ LQ MXVW WKUHH PRQWKV IRU D QHZO\ established system and a robust platform on which further progress could be developed,â&#x20AC;? said Mr. Badara A. Tarawaley, Secretary *HQHUDO &(2 RI 5REHUWV ),5 Africaâ&#x20AC;&#x2122;s ANSPs are also working towards the ICAO-led Aviation 6\VWHPV %ORFN 8SJUDGH $6%8 ZKLFK DLPV DPRQJ RWKHUV WR ensure sustainable improvement of ATM facilities and systems across all global regions. The CANSO Africa 2018 conference in 0RPEDVD IRFXVHG RQ ´,PSURYLQJ HIĂ&#x20AC;FLHQF\ WKURXJK FROODERUDWLYH GHFLVLRQ PDNLQJ DQG DLU WUDIĂ&#x20AC;F PDQDJHPHQWÂľ DQG WKLV LQGLFDWHV Africaâ&#x20AC;&#x2122;s ANSPsâ&#x20AC;&#x2122; readiness to achieve substantial improvement in ATM services, despite peculiar challenges.

CHANGING WITH THE TIMES While aeropolitical and economic changes, including the $I&)7$ DQG 6$$70 DUH JRLQJ RQ WKH $70 XVHU H[SHULHQFH PXVW be woven into Africaâ&#x20AC;&#x2122;s entire aviation development mix, Some in government may erroneously see ATM improvements in Africa as â&#x20AC;&#x2DC;unwantedâ&#x20AC;&#x2122; investments, under the excuse that ageing aircraft without ADS-B or Reduced Vertical Separation Minima still pervade the FRQWLQHQW DQG DYDLODEOH WUDIĂ&#x20AC;F LV QRW XS DW D FULWLFDO PDVV DV VHHQ LQ WKH 86 RU (XURSHDQ DLUVSDFHV 7KH IDFW KRZHYHU UHPDLQV WKDW D growing number of African airlines earnestly seek to acquire newer aircraft compatible with new ATM technologies and some airlines KDYH DOO QHZ DLUFUDIW Ă HHWV It is vital to emphasise that development in one sector of the aviation industry would beget, if not compel, a commensurate XSJUDGH LQ UHODWHG VXE VHFWRUV (VVHQWLDOO\ WKH LQVWDOODWLRQ RI satellite-based future ATM facilities would encourage airlines to intensify their quest for newer airliners. It will also further expose the challenge of African airlinesâ&#x20AC;&#x2122; inability to acquire or lease more HIĂ&#x20AC;FLHQW DLUSODQHV DQG WKHQFH DVVRFLDWHG SUHMXGLFHV DQG VWHUHRW\SHV against African airlines could be addressed at government and other global levels.

It is not debatable that future ATM facilities would take over the industry in the not-so-distant future. In this light, though it may not be feasible for African ANSPs to transform overnight, there must be

FlightCom Magazine

34

FOHDUO\ GHÀQHG WUDQVLWLRQ SODQV IRU HDFK RI the about 17 ANSPs on the continent.

SINGLE AFRICAN SKY (SAS) Upgrading ANSPs’ facilities and systems is a basis for the establishment RI WKH 6LQJOH $IULFDQ 6N\ 6$6 ZKLFK will be characterised by interoperability of ATM facilities and harmonisation of ATM policies in Africa. Such seamless and harmonized ATM systems in Africa are essential to support the single air transport market for African airlines, as well as the free trade area in Africa.

7KH H[SHULHQFHV RI $6(&1$ DV D VLQJOH ANSP bloc covering 18 African States can be brought to bear in establishing the single African ATM sky. In addition, Africa may ORRN DW WKH 6LQJOH (XURSHDQ 6N\ SURMHFW ZKLFK LV EHLQJ GULYHQ E\ WKH (8·V 6LQJOH (XURSHDQ 6N\ $70 -RLQW 8QGHUWDNLQJ 6(6$5 -8 7KH 6(6$5 FRXOG SURYLGH insight to drive the Single African Sky project. In fact, to improve user experience, WKH 6(6$5 UHFHQWO\ UHSRUWHG QHZ UHVHDUFK ZKLFK ´DGGUHVVHV DLU WUDIÀF GHOD\V DQG congestion,” as well as “research to enable access of rotorcraft to airports of all sizes.”

35

FlightCom Magazine

ABOVE: ADS-B aircraft can share the sky with older non-ADS-B equipped aircraft.

BELOW: Africa may not have much air traffic but it needs to modernise its Air Traffic Management.

FUNDING THE TRANSITION The lack of funding for capital-intensive future ATM facilities and the associated training and knowledge transfer has been a major impediment for African ANSPs striving to improve user experience.

Developing local funding capacity in Africa with external partners has now become essential to fast-track ATM improvement

in Africa. African Governments and the AU might pay greater attention to drive ATM funding, as part of the Continental framework essential for the wholesome VXFFHVV RI WKH 6$$70 DQG $I&)7$ $Q RSHQ VN\ ZLWK OLPLWDWLRQV LQ DLU WUDIÀF management is less than desirable for Africa. Þ

SA Flyer 2018|10

AIRCRAFT INTERIORS & EXTERIORS

CAA No AMO 620

Tel: (011) 659-1962 Cell: 076 810 9751 Fax: (011) 659-1964 Email: francois@aircraftcompletions.co.za Hangar 107 C and D, Gate 13, Lanseria Airport FlightCom Magazine

36

Airlines R EPORT : G UY L EITCH

Ethiopian - success guaranteed - by state protection.

FLAG CARRIERS is there still a place for them?

Just like roads and trains, Airlines are a vital part of transport infrastructure. So, until the mid-1980s, governments owned most of the airlines, set fares and routes, and protected flag-carriers by restricting new entrants. But privatisation made air travel more competitive and liberalisation brought competition from low-cost carriers. Most airlines in state control have failed to adapt.

I

N the early days of airline development, pre-World War 2, airlines were usually started and run E\ JRYHUQPHQWV WKH H[FHSWLRQ ZDV WKH 86$ 2ZQLQJ DQG RSHUDWLQJ DQ airline was seen as prestigious and thus good for a countryâ&#x20AC;&#x2122;s image.

However, not all such airlines were government-owned; Pan Am, TWA, Cathay 3DFLĂ&#x20AC;F 8QLRQ GH 7UDQVSRUWV $pULHQV 87$ &DQDGLDQ 3DFLĂ&#x20AC;F $LU /LQHV DQG Olympic Airlines were all privately owned.

Still, most of these were considered to be Ă DJ FDUULHUV DV WKH\ ZHUH WKH ´PDLQ QDWLRQDO airlineâ&#x20AC;? and often a sign of their countryâ&#x20AC;&#x2122;s presence abroad.

Since the commoditisation of air travel, it has lost a lot of its lustre as a glamorous

37

FlightCom Magazine

PRGH RI WUDQVSRUW 7KH ÂśMHW VHW¡ LV QRZ D TXDLQW DQG RXWPRGHG FRQFHSW $LUSRUWV have become large and impersonal means of processing travellers, and the passengers seldom get to see the outside of the aircraft they are travelling in, particularly when they use air bridges or jetways to get directly from the terminal building into the aircraft cabin. +RZHYHU WKH QRWLRQ DQG DSSHDO RI ÂśD Ă DJ carrierâ&#x20AC;&#x2122; has persisted in third world counties which are attracted by the notion of having DLUOLQHUV Ă \LQJ WKHLU Ă DJV LQ WKH PDMRU FLWLHV RU DW OHDVW JULP\ DLUSRUWV RI WKH ZRUOG Are there any good arguments to VXSSRUW Ă DJ FDUULHUV" 6RPH DUJXH WKDW Ă DJ FDUULHUV DUH QRW MXVW about national pride. They point out that

Ă DJ FDUULHUV PD\ EH NQRZQ DV VXFK GXH WR D legal requirement for aircraft to display the Ă DJ RI WKH FRXQWU\ RI WKHLU UHJLVWU\ This legal requirement is based on ICAO Article 17 which stipulates that aircraft have the nationality of the state in which they are UHJLVWHUHG 7KXV RQ DQ LQWHUQDWLRQDO Ă LJKW the birth of a baby is said to have occurred in the country of the aircraftâ&#x20AC;&#x2122;s registration.

6LPLODUO\ LI D FULPH LV FRPPLWWHG RQ D Ă LJKW over another country, that crime would be prosecuted under the laws of the airlineâ&#x20AC;&#x2122;s state.

AFRICAN FLAG CARRIERS The heavily regulated African aviation industry still means that bilateral aviation rights are negotiated between governments,

ARGUMENTS FOR STATE OWNERSHIP Air New Zealand, after having gone private in 1989, was later renationalised in 2001. One reason given for the renationalisation was to rescue the airline after it merged with the loss-making Ansett Australia. However, the Centre for Asia 3DFLĂ&#x20AC;F $YLDWLRQ DOVR EHOLHYHG WKDW WKH New Zealand government feared that there would otherwise not be enough airlines FRPPLWWHG WR Ă \ WR 1HZ =HDODQG WR VXSSRUW their burgeoning tourism industry.

The New Zealand governmentâ&#x20AC;&#x2122;s move paid off â&#x20AC;&#x201C; not only has the number of international arrivals grown by 70%

between 2000 and 2018 with a national tourism industry worth $20 billion, but $LU 1HZ =HDODQG¡V RZQ SURĂ&#x20AC;WV KDYH EHHQ growing strongly.

Malaysia Airlines is another interesting case for state ownership. Since the twin GLVDVWHUV RI )OLJKW 0+ GLVDSSHDUDQFH and MH17 being shot down over Ukraine these tragedies hastened the struggling airline on its route back into full government ownership. The root cause of Malaysiaâ&#x20AC;&#x2122;s troubles was that it was losing money as a matter of course.

Malaysia is not the only government that persists in keeping un-sustainable DLUOLQHV LQ Ă LJKW 7KH GUDLQ RQ SXEOLF IXQGV by state owned airlines has a long tradition.

Italy raided the stateâ&#x20AC;&#x2122;s coffers again in 2018 to keep Alitalia going. Then, on the

However in Africa, inexperienced cronies often dominate management. State employees frequently travel free. Many carriers are obliged to maintain loss-making domestic routes to please politicians. Poor PDQDJHPHQW RYHUVWDIĂ&#x20AC;QJ DQG VWURQJ XQLRQV have left airlines struggling in a changing business and with little hope of cost-cutting or streamlining. Small state-owned carriers have little clout when buying planes and are far down the pecking order in global airline alliances. So why do governments keep WKHLU Ă DJ FDUULHUV" The political cost of cutting thousands of state employees makes liquidation unpalatable. So do fears that vital connections to the world will be lost forever.

But these are in fact largely unfounded.

Proudly but disastrously bearing the flag Air Tanzania's sole Boeing 787-8.

Royal S King

denying airlines the right to an open market.

These Bilateral Air Transport Agreements often specify that rights be awarded only to locally registered airlines, forcing some governments to start airlines to avoid being disadvantaged in the face of foreign competition. Some countries also establish Ă DJ FDUULHUV IRU QDWLRQDOLVW UHDVRQV RU WR DLG the countryâ&#x20AC;&#x2122;s economy, particularly in the area of tourism.

In many cases, governments subsidise WKHLU Ă DJ FDUULHUV WKURXJK VXEVLGLHV DQG RWKHU Ă&#x20AC;QDQFLDO LQFHQWLYHV RU WKURXJK VWDWH protection against competitors. Thus competitors in the form of other locally registered airlines may be prohibited, or heavily regulated to avoid direct competition. The classic example is (WKLRSLD ZKHUH WKH FRPPHQW LV RIWHQ PDGH that the state owned airline is so protected that even birds need approval to takeoff.

This lack of competition has meant that here is very little development of domestic DLUOLQHUV LQ (WKLRSLD (YHQ ZKHUH SULYDWHO\ UXQ DLUOLQHV PD\ EH DOORZHG WR HVWDEOLVK WKH Ă DJ FDUULHUV PD\ still be accorded priority, especially in the apportionment of aviation rights to local or international markets. This is particularly common in Africa.

Beyond Africa many of the original Ă DJ FDUULHU DLUOLQHV ZHUH SULYDWLVHG 7KH catch phrase around moves to privatise state owned airlines is to ask what governments are doing when they get involved in the very specialised skill of owning and operating an airline.

As the aviation industry has become progressively deregulated one of the consequences is that countries designate multiple airlines to serve international routes, with the result that there is no single ´à DJ FDUULHU¾

GD\ RI WKH 0DOD\VLD EDLO RXW (WLKDG WKH à DJ FDUULHU RI WKH 8QLWHG $UDE (PLUDWHV DJUHHG WR LQMHFW D IXUWKHU ½ P P

into Alitalia in return for a 49% stake. And yet another restructuring plan was needed to keep Polandâ&#x20AC;&#x2122;s LOT in businessâ&#x20AC;&#x201D;in return for $200m of taxpayersâ&#x20AC;&#x2122; cash.

SUCCESSFUL STATE-OWNED AIRLINES There are a few successful state-owned airlines. The thriving airlines of Singapore DQG (WKLRSLD DQG WKH *XOI FDUULHUV (WLKDG (PLUDWHV DQG 4DWDU $LUZD\V DOO EHQHĂ&#x20AC;WHG IURP JRYHUQPHQW PRQH\ EXW KDYH been allowed to operate as commercial enterprises with minimal interference. Such entrepreneurial thrust is rare.

0DQ\ FRXQWULHV KDYH GRQH ZLWKRXW D Ă DJ carrier for years. Indeed, IATA and other agencies have conclusively shown that opening up to competition is likely to result LQ PRUH Ă LJKWV DQG ORZHU IDUHV %XW HYHQ in death, protectionist urges are strong.

Zambian Airways was liquidated in 2009 but the government refuses to let foreign airlines use Lusaka as a hub, in the unlikely HYHQW WKDW WKH DLUOLQH ZLOO RQH GD\ Ă \ DJDLQ Partly because there are few options beyond an endless cycle of failed restructurings. Privatisation plans are plentiful but rarely succeed because heavy losses, debts and legacy costs frighten investors away. It is cheaper to start an airline from scratch than take over and try turn around a failed state airline. Ă&#x17E;

FlightCom Magazine

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

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

Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za

Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com

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

Atlas Aviation Lubricants Steve Cloete 011 917 4220 Fax: 011 917 2100 Sales.aviation@atlasoil.co.za www.atlasoil.africa

C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za

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

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Aviation Direct Andrea Antel 011 465 2669 info@aviationdirect.co.za www.aviationdirect.co.za

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BAC Aviation AMO 115 Micky Joss 035 797 3610 monicad@bacmaintenance.co.za

Aeronav Academy =hgZe] H <hgghk 011 701 3862 info@aeronav.co.za www.aeronav.co.za

Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero

Aerotric (Pty) Ltd Richard Small 083 488 4535 aerotric@aol.com

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Aircraft Assembly and Upholstery Centre Tony/Siggi Bailes 082 552 6467 anthony@rvaircraft.co.za www.rvaircraft.co.za

Border Aviation Club & Flight School Liz Gous 043 736 6181 admin@borderaviation.co.za www.borderaviation.co.za

Aircraft Finance Corporation Jaco Pietersen +27 [0]82 672 2262 jaco@airfincorp.co.za www.airfincorp.co.za

Breytech Aviation cc 012 567 3139 Willie Breytenbach admin@breytech.co.za

Aircraft Maintenance @ Work Opelo / Frik 012 567 3443 frik@aviationatwork.co.za_ opelonke@aviationatwork.co.za

43

Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za

A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

Bundu Aviation Phillip Cronje 083 485 2427 info@bunduaviation.co.za www.bunduaviation.co.za

Dart Aeronautical Jaco Kelly 011 827 8204 dartaero@mweb.co.za Dart Aircraft Electrical Mathew Joubert 011 827 0371 Dartaircraftelectrical@gmail.com www.dartaero.co.za DJA Aviation Insurance 011 464 5550 0800Flying mail@dja-aviation.co.za www.dja-aviation.co.za Dynamic Propellers Andries Visser 011 824 5057 082 445 4456 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za Eagle Aviation Helicopter Division Tamryn van Staden 082 657 6414 tamryn@eaglehelicopter.co.za www.eaglehelicopter.co.za

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

Eagle Flight Academy Mr D. J. Lubbe 082 557 6429 training@eagleflight.co.za www.eagleflight.co.za

Henley Air Andre Coetzee 011 827 5503 andre@henleyair.co.za www.henleyair.co.za

Elite Aviation Academy Jacques Podde 082 565 2330 info@eliteaa.co.za www.eliteaa.co.za

Hover Dynamics Phillip Cope 074 231 2964 info@hover.co.za www.hover.co.za

Emperor Aviation Paul Sankey 082 497 1701 / 011 824 5683 paul@emperoraviation.co.za www.emperoraviation.co.za

Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 veroeschka@indigohelicopters.co.za www.indigohelicopters.co.za

Enstrom/MD Helicopters Andrew Widdall 011 397 6260 aerosa@safomar.co.za www.safomar.co.za

IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 sales@indigosat.co.za www.indigosat.co.za

Era Flug Flight Training Pierre Le Riche 021 934 7431 info@era-flug.com www.era-flug.com

Integrated Avionic Solutions Gert van Niekerk 082 831 5032 gert@iasafrica.co.za www.iasafrica.co.za

Execujet Africa 011 516 2300 enquiries@execujet.co.za www.execujet.com

International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) flightops@flyifc.co.za www.flyifc.co.za

Aircraft Maintenance International Pine Pienaar 083 305 0605 gm@aminternational.co.za

Celeste Sani Pak & Inflight Products Steve Harris 011 452 2456 admin@chemline.co.za www.chemline.co.za

Aircraft Maintenance International Wonderboom Thomas Nel 082 444 7996 admin@aminternational.co.za

Cape Aircraft Interiors Sarel Schutte 021 934 9499 michael@wcaeromarine.co.za www.zscai.co.za

9aj Daf] Hadglk 9kkg[aYlagf Sonia Ferreira 011 394 5310 alpagm@iafrica.com www.alpa.co.za

Cape Town Flying Club Beverley Combrink 021 934 0257 / 082 821 9013 info@capetownflyingclub.co.za www.@capetownflyingclub.co.za

Airshift Aircraft Sales Eugene du Plessis 082 800 3094 eugene@airshift.co.za www.airshift.co.za

Cape Town Flight Training Centre Oraya Laemkaew 021 976 7053/084 440 7922 admin@cape-town-flying.co.za www.cape-town-flying.co.za

Airvan Africa Patrick Hanly 082 565 8864 airvan@border.co.za www.airvan.co.za

Capital Air Micaella Vinagre 011 827 0335 micaella@capitalairsa.com www.capitalairsa.com

Algoa Flying Club Sharon Mugridge 041 581 3274 info@algoafc.co.za www.algoafc.co.za

Century Avionics cc Carin van Zyl 011 701 3244 sales@centuryavionics.co.za www.centuryavionics.co.za

Flight Training College Cornell Morton 044 876 9055 ftc@flighttrainning.co.za www.flighttraining.co.za

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

Chemetall Wayne Claassens 011 914 2500 wayne.claassens@basf.com www.chemetall.com

Flight Training Services Amanda Pearce 011 805 9015/6 amanda@fts.co.za www.fts.co.za

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

Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za

FlightCom Magazine

Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com

Federal Air Nick Lloyd-Roberts 011 395 9000 shuttle@fedair.com www.fedair.com Ferry Flights int.inc.

Michael (Mick) Schittenhelm 082 442 6239 ferryflights@ferry-flights.com www.ferry-flights.com Fireblade Aviation 010 595 3920 info@firebladeaviation.com www.firebladeaviation.com

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 :b]^g H FZahgr 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 Landing Eyes Gavin Brown 031 202 5703 info@landingeyes.co.za www.landingeyes.com Lanseria Aircraft Interiors Francois Denton 011 659 1962 / 076 810 9751 francois@aircraftcompletions.co.za

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Orsmond Aviation 058 303 5261 info@orsmondaviation.co.za www.orsmondaviation.co.za Owenair (Pty) Ltd Clive Skinner 082 923 9580 clive.skinner@owenair.co.za www.owenwair.co.za

SIM Aerotraining (Pty) Ltd 011 395 1326 Keith Roseveare keithr@simaero.co.za www.sim.aero

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com

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

Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

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

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za

Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia Charters Henry Miles 012 567 3873 charters@loutzavia.co.za www.loutzavia.co.za Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

United Charter cc Jonathan Wolpe 083 270 8886

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za

Pacair Wayne Bond 033 386 6027 pacair@telkomsa.net

Lanseria International Airport Mike Christoph 011 367 0300 mikec@lanseria.co.za www.lanseria.co.za

U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

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

jonathan.wolpe@unitedcharter.co.za

www.unitedcharter.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Starlite Aero Sales Klara FouchĂŠ +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com

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

Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za

Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za

SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za

Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.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

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shopsa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za

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

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com

Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com

www.trioavi.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za

Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za

Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za

Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

stoffel@trioavi.co.za/frans@trioavi.co.za

FlightCom Magazine

44

Hangarage

Export Docs & Clearing

Lodge Transfers

(armed)

Line Inspections

Security Based

Aircraft Leasing

Aerial Photography

Maintenance

Surveys

Aircraft Sales

Contracts

Safari Charters

Special Events

Helicopter

Freight

Long-Range

FAX NO

V.I.P

TEL NO

Biz-Jets

CODE

> 20 pax

NAME OF CHARTER

< 20 pax

CHARTER DIRECTORY

BRAKPAN FABB Titanium Air

(011)

914 5810

083 292 0978

M

MMM

ExecuJet South Africa

(021)

934 5764

934 2087

MMMMM

MMMM

MS Aviation

(021)

531 3162

531 4209

MMMMMM

MMM

Streamline Air Charter

(011)

395 1195/8

MMMMM

MM

(031)

564 6215

Avcon Jet Africa

(011)

312 5676

Pambele Aviation

(011)

805-0652/82

805-0649

Batair Cargo

(011)

659 2000

701 2253

ExecuJet South Africa

(011)

516 2300

659 2520

Majestic Air Charters

(018)

632 6477

Out of the Blue Air Safaris

(011)

701 2653

M

CAPE TOWN MMM M

M

M M M M MMM M

DURBAN KZN Aviation

564 6222

M

MMMMMM

M

M

MM

GRAND CENTRAL M

MMMM

M

M

MMMM

M

M

MMM M

LANSERIA AIRPORT M MMMMM M 082 905 5760

M

M MMMMM

MMM

MM

MMM

M

M

MMMM

M

M

MMM

MMM

M

MM

M

M

OR TAMBO INTERNATIONAL Fair Aviation (Pty) Ltd

(011)

395 4552

395 4244

MMMM

Federal Airlines

(011)

395 9000

086 667 1789

MMMMMMMMMM

MMM

Streamline Air Charter

(011)

395 1195/8

MMMMM

M

(012)

566 3019

M

MM

RAND AIRPORT FlyFofa Airways

www.flyfofa.co.za

MM

MM

M

WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd

(+264)

6440 3575

info@scenic-air.com.na

M

M

M

WONDERBOOM AIRPORT - PRETORIA

45

Alpha One Aviation

(082)

301 9977

Aviation @ Work

(012)

567 3443

Flyjetstream Aviation

(012)

543 0060

MMMM M

M

M MM

M

M

MMM

M

(083) 279 7853

MMMMMMMMMMMM

MMM

MMM

MM

MMM

Loutzavia Charters Pty Ltd

(012)

940 0320

086 648 2690

M

MMM

Powered Flight Charters

(078)

460 1231

086 666 2077

M

M

FlightCom Magazine

M

MMMM

MMMM MMMMMM

MM

MM

We are for the journey

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