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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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GNC 355 GPS/Comm Radio Fully WAAS/SBAS IFR-approach-capable, GNC 355 gives pilots the benefit of flying LPV, as well as RNAV approaches complete with a built-in Comm radio. Graphical flight plan editing, allowing pilots to more easily edit their flight plan based on an ATC amendment or weather. Interface options includes the G3X Touch, G5, GFC 500/600 as well as select third party autopilots. Additional interface options include pairing GNC 355 with GTX 345 (ADS-B). Available for Experimental & Certificated Aircraft and so many more capabilities...
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SADO D688 DCA AMO: MI|414|2016
NCAA AMO:FSS|AMO|C3610 CAAB AMO: B|1A|F30
CAAZ AMO: 176|128
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
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OPENING SHOT
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BENTLEY JOHANNESBURG • BENTLEY CAPE TOWN Power: 320 kW (435 hp); Torque: 900 Nm; 0-100 km/h: 4.6 seconds; Combined fuel consumption: 8.0 l/100 km; CO2 Emissions 210 g/km Priced from R2 950 000 with a 3 year/100,000 km Driveplan
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. PLEASE ENQUIRE
2890 Hrs TT, 1290 SMOH Garmin IFR, WX, Very Clean; R2,100,000 excl VAT
4635 hrs TT, 350 SMOH King & Garmin, IF, Neat & Clean: OUTSTANDING VALUE - OFFERS
2000 Hrs TT, 440 Hrs SMOH Outstanding low hour aircraft R980,000 Excl VAT
1978 Cessna 185F
1971 Cessna 182
1981 Cessna 182 RG
Tiger Moth
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
3350 Hrs TT, 1000 Hrs SMOH King & Garmin equippedVery clean; PLEASE ENQUIRE
350 Hrs SMOH on engine Basic VFR; Very neat; R850,000 incl VAT
1990 Mooney Bravo
1967 Baron 56 TC
1984 Baron B58
1978 Cessna 172 Reims
1900 Hrs TT, 200 Hrs SMOH King IF equipped, Storm scope Well-kept unit. R1,700,000 excl VAT
2790 Hrs TT, 790 SMOH, King & Garmin IF Very Clean, updated maintenance; R2,250,000 excl VAT
1750 Hrs TT, 150 SFRM King IF panel, Spotless, well maintained; R3,300,000 excl VAT
3300 Hrs TT; 350 Hrs SMOH Well equipped, very clean; R1,150,000 Excl VAT
1996 Bonanza B36TC
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.
1250 Hrs TT, A & E Avidyne, IF equipped, very good condition Recent Paint; USD995,000
282 Hrs since new Com, Transponder, GPS. Outstanding condition; R1,050,000 excl VAT
Brian Spurr
Gary Shephard
1981 Saratoga TSP
Specializing in turnkey aircraft shipping worldwide!!!
18 5GRVGODGT ^ YYY UCƃ[GT EQO
SA Flyer 2019|08
ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS.
AIRVAN AFRICA
2011 Quest Kodiak 100
+27 46 624 4899
1990 Mooney M20J Special Edition
2200 Hrs TT Airframe and Engine. PT-6A-34, 750SHP, Garmin G1000 Avionics, External Baggage Compartment, 29� Wheel Upgrade, Air Conditioning.
1807 Hours TT and 8 Hours SMOH April MPI, April Overhaul.
Price: US$ 1 258 000
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2008 Mooney M20TN Acclaim Trading for a new Acclaim Ultra. 750Hrs SNEW.
Absolutely Beautiful!
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Price: US$ 384 000
Stripping for Spares Call for Parts Price and Availability 2015 Airvan 8
1966 Piper Cherokee 180
2000 Hours TT Airframe, Factory rebuilt zero-time Engine. 3-Blade Prop, 4200lbs MAUW Upgrade, Cargo Pod, G500 PFD, G650 GPS/Nav/Comm, TCAS, Stormscope, etc
7425 Hrs TT Airframe and 150 Hrs SMOH Engine. Constant speed prop, new glass, paint refresh, new interior and carpets by 43 Airschool.
Price: Offers
Price: R500 000 neg
1981 Mooney M20J 201 3400 Hrs TT, 1350 Hrs SMOH
Price: R680 000
OTHER AIRCRAFT FOR SALE: 1981 Mooney M20J 201 2015 Airvan 8 1967 Mooney M20F Executive 1996 Mooney M20M TLS Bravo 1948 Ercoupe 415e 1969 Cessna 182M
Grumman AA-5B Tiger
BRAND NEW Airvan 8
3170 Hrs TT, 535 Hrs SMOH *RRG SDLQW DQG LQWHULRU ÀQLVKHV 6SDWV DUH
Standard panel including Garmin GTN 650 Nav/Com/GPS and JPI EDM 800 Engine Monitor.
included.
Price: R480 000
Price: US$ 862 000 Including Delivery in Africa.
2013 Robinson R66 Turbine 250 Hours since new.
Price: Call
1977 Socata Rallye 235E 1993 Maule MX7-18 1990 Mooney M20M TLS
SA Flyer 2019|09
Unless otherwise stated all prices are exclusive of VAT
1971 Beechcraft Baron E55
ALUMINIUM 2024, 3003, 6061, 7075 STAINLESS 301 15-5PH, 17-4PH, 17-7PH ALLOY STEELS 4130 ANNEALED AMS 6350 4130 NORMALIZED AMS 6345 TITANIUM 6AL-4V, CP1, CP2, CP3, CP4 IN ALL FORMS OF: SHEET, PLATE, COIL, ROD, BAR, TUBE, EXTRUSIONS ALL MATERIAL FULLY CERTIFIED TO INTERNATIONAL STANDARDS, SUCH AS: AMS, QQ-S, QQ-A, ASTM, SAE, MIL
www.alclad.co.za I Ed Knibbs: +27 83 251 4601 I ed@alclad.co.za
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!
T
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 ¿rst place ¿nisher 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
¿rm 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 ¿n. 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. Ef¿ciency 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 ĎŹĎ°Ď°Í˛Ď´ĎłĎ˛ĎľĎľĎľĎ Ĺ˝ĆŒ Ğůů͗ ĎŹĎ´ĎŽĎ´Ď´ĎϴϰϾϾ 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 .
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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 dif¿cult 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 ¿elds, 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, ¿rst 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 Ă€ying. 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 Ă€ight time. It’s always a good operational consideration to know how far you’ve Ă€own 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
SKEERPOORT THABAZIMBI PARYS AIRFIELD ULTIMATE HELIPORT, MIDRAND POTCHEFSTROOM AIRPORT
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.
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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.
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Oshkosh
IN FIGURES:
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&-&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
Post-ƃight recovery drinks in Accra.
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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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HENLEY AIR Henley Air is dedicated to helicopter charter and ƃight training excellence in the South African aviation industry.
W 80 5eRVeODeT 019 ^ YYY.sCƃ[eT.EQO
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HAT
Henley Air provides the ideal
started in
location for corporate departures and
1995 as
general aviation services due to its
a dream
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has
and OR Tambo International Airport.
out
today grown into a major operation
On the training side, Henley Air is a
at Rand Airport, Johannesburg. The
fully licensed and equipped Air Training
early years saw us using one Bell
Organisation. Our state of the art Bell
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controlled environment.
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Hangar 6 Rand Airport
your Àight, the Henley Air experience
Tel: +27 (0) 11 827 5503
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Email: andre@henley.co.za
with us as we look forward to sharing in
Website: www.henleyair.co.za
your adventure. Henley Air specialises
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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
87 YYY.sCƃ[eT.EQO ^ 5eRVeODeT 019
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
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look
forward
Our success story began in 2007 – with only one aircraft and 16 employees.
enquiries@litson.co.za. to
being
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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’.
TAIL DRAGGER AT R1590 PER HOUR ALL INCLUSIVE
Learn to fly a taildragger at Legend Sky with a highly qualified instructor. Contact us at info@legendsky.co.za or +27 83 860 5225 for your quotation.
LEARN TO
Dale de Klerk Cell: +27825563592 Fax: 0866058948 Skype: dale_de_klerk Email: dale@alpiaviation.co.za
FLY WITH
SA Flyer 2016|03
FROM NPL
THROUGH
US
TO CPL
WE NOW OFFER TA I L W H E E L TRAINING & A E R O B AT IC TRAINING
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FlightCÞm African Aviation Edition 131 | SEPTEMBER 2019
FACE TO FACE:
SAFAIR’S ELMAR CONRADIE DRONE SWARMS AND AI AFRICAN AIR TRAFFIC MANAGEMENT
MAPUTO AIRSHOW
Something Special 91 YYY.sCƃ[eT.EQO 5eRVeODeT 019 PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian ^Naira NGN600.00
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Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 Tel: (012) 543 0948/51, Fax: (012) 543 9447, email: aeroeng@iafrica.com
SA Flyer 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
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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.
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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;
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FlightCom Magazine
Yves Rossy practicing vertical takeoffs and landings - note the loose safety rope.
IMAGINE IT AND WE’LL GET YOU THERE
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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
SA Flyer 2018|10
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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
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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
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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;
w w w. i n v e s m e n t a i r c r a f t . c o . z a
SA Flyer 2019|09
Hangar 11, Rand Airport, Germiston, 1401.
1966 Piper Cherokee Six
2012 Airplane Factory Sling II
1984 Cessna 182 RG
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AFTT: 1,320 Hours 1,320 Hours Total Time, Factory Built, Flight School Certified, Dual Instruments.
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R995 000.00 + VAT (If Applicable)
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R 1 600 000.00 + VAT (If Applicable)
2006 Robinson R44 Raven II
2012 Robinson R66
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Quinton Warne _ 0 8 2 8 0 6 5 1 9 3
1991 Beechcraft 1900C AFTT: 28,966 Hours; Time Since Annual Inspection: 0.00 Hours SMOH: LH- 3,901 Hours RH- 40 Hours TSHSI: LH- 1,449 Hours RH- 40 hours SPOH: LH- 225 Hours RH- 0.00 Hours All Inspections up to date, No Corrosion, Owner Operator Maintained, All systems working, Complete Maintenance records from date of manufacture, Good Engine and Propeller Times, Clean Aircraft, All FAA AD’s complied. P.O.A
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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
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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 ψ 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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SA Flyer 2019|05
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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
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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.
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FlightCom Magazine
A FRESH APPROACH
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FlightCom Magazine
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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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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
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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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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.
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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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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.
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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;
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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.
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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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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
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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
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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.”
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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 $I&)7$ $Q RSHQ VN\ ZLWK OLPLWDWLRQV LQ DLU WUDIÀF management is less than desirable for Africa. Þ
SA Flyer 2018|10
AIRCRAFT INTERIORS & EXTERIORS
CAA No AMO 620
Tel: (011) 659-1962 Cell: 076 810 9751 Fax: (011) 659-1964 Email: francois@aircraftcompletions.co.za Hangar 107 C and D, Gate 13, Lanseria Airport FlightCom Magazine
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Airlines R EPORT : G UY L EITCH
Ethiopian - success guaranteed - by state protection.
FLAG CARRIERS is there still a place for them? Just like roads and trains, Airlines are a vital part of transport infrastructure. So, until the mid-1980s, governments owned most of the airlines, set fares and routes, and protected flag-carriers by restricting new entrants. But privatisation made air travel more competitive and liberalisation brought competition from low-cost carriers. Most airlines in state control have failed to adapt.
I
N the early days of airline development, pre-World War 2, airlines were usually started and run E\ JRYHUQPHQWV WKH H[FHSWLRQ ZDV WKH 86$ 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
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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 FDUULHUÂľ
GD\ RI WKH 0DOD\VLD EDLO RXW (WLKDG WKH Ă 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;
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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
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43
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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
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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
M
M