Benh vien laptop a chau

August 2015

Volume 14 No.8

™ R30.00 incl. VAT

photograph courtesy of Textron www.africanpilot.co.za

an

Outside South Africa: R26.30 (Excl. Tax) Botswana, Cover Ethiopia, Kenya, Lesotho, Madagascar, Mozambique, Namibia, Swaziland, Zambia, Zimbabwe US$4.00

A n

Two Competitions - Prizes worth R75 000 • Airshow Calendar

or ig ai ina rc l ra fra Pa ft c m ul ar ed Tr rie pa i el r ev by ntin en a rt g o is t f

content 275321

Contents features 32

Execujet gives new life to SAAF King Air B200

36

Flight of the Flogger

40

Lockheed Constallation

44

Focus on Nelspruit and KMIA Airports

52

Sling to Brussels

56

51st Paris Air Show

62

Robert ‘Bob’ Barrows’ Bearhawk Patrol debuts as first of its type in Africa

64

A Visit to AIFA Flight Training Schools

70

Zimnavex 2015

74

Zandspruit Airshow

78

Stemme S10-VT

80

Tips to Make Darting and Game Work Safer

56

Light Sport Aircraft in South Africa - Turn Magazine Over

22

regulars 4

Competitions

6

Letters to the Editor

8

Aviation Business

14

Aviation Calendar

16

Picture of the Month

18

Airline Business

22

Airline Focus

28

Fact File

30

Names to Remember

82

Accident Report

86

Medical

88

The Best of the Best

90

Register Update

92

Flying High

93

Subscription Form

93

Shop Window

98

Aircraft Sales

44 distributed by

contributors Athol Franz Christine Brits Richard De Kock Charlie Hugo John Huddlestone

Divan Muller Aidan Owen Dr. Ansa Jordaan Fiona Hugo Mary de Klerk

Willie Bodenstein Charlie Marais Steve Morrison Garth Calitz James Pitman

74

copyright The views expressed in African Pilot are not necessary those of the editor, publisher, or staff writers. The editors and publishers cannot be held responsible for differences of opinion or statements published in good faith. No part of this magazine may be reproduced including advertisements produced by Wavelengths 10 (Pty) Ltd in any form without permission from the publisher. – South African copyright laws apply. distribution African Pilot is distributed by On the Dot throughout southern African countries to approximately 1 000 retail stores:CNA, Exclusive Books, Pick ‘n Pay, PNA, selected Spar stores, garage convenience shops, Checkers Hypermarkets, 7/11 stores, selected bookshops, Fascination and Incredible Books as well as to neighbourhood convenience shops. Own distribution to specialist pilot shops at airports as well as to key decision makers within the aviation industry. Back editions are distributed free of charge to African countries, airport lounges, charter companies, the South African Air Force and selected flight schools. Altogether 6 500 copies of African Pilot are printed each month. The magazine also has online readers from all over the world. The first ten pages of African Pilot may be downloaded free of charge by visiting www.africanpilot.co.za.

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Editorial On Thursday evening 18 June, two unidentified male stowaways managed to climb into the wheel-wells of a British Airways Boeing 747-400 at OR Tambo International Airport. Ten hours later when the 747 was overhead London and the undercarriage was lowered, a body fell out of the wheel-well and landed on the roof of a building in Richmond. A study made in 2012 found that at least 76 per cent of so-called ‘wheel-well stowaways’ died during their attempts.

Those that have survived have been on short-haul flights, which fly at relatively low altitudes. One of the longest-distance known stowaway survivors lived after a 4,000-mile flight from Hawaii to Los Angeles in 2000, but suffered severe hypothermia. Experts say that if stowaways manage to avoid being crushed when the plane’s wheels are retracted, they will become unconscious at around 22,000 feet as the oxygen level drops. Many of those who stow-away in a wheel-well freeze to death during the flight and the bodies are only discovered at the airplanes’ destination or when the bodies ‘drop out’ as the airplane’s undercarriage comes down.

However, the real mystery here is that on arrival at London’s Heathrow the second stowaway was found alive in the wheel well.

According to security sources, checks are being ramped up at Johannesburg’s OR Tambo airport, from where the flight originated, as officials investigate how the men were able to climb into the wheel-wells. To get anywhere near a plane on the tarmac, a person would have had to deceive several layers of airport-security systems, including CCTV and wire fences, as well as to go unnoticed during pre-flight checks by the first officer and avoid detection from the ground staff. According to Airports Company South Africa (ACSA) spokesperson Colin Naidoo: “This is a very serious matter and ACSA is working closely with the South African Police Service (SAPS) to fully

editor Athol Franz

investigate the matter and establish the facts relating to the incident.

We need to find out how this security breach happened.” Meanwhile the authorities in London are investigating the matter and making efforts to identity the stowaways. The survivor is believed to be a male aged between 25 and 30 years and is in a West London hospital in a serious condition. Incidents of people trying to secrete themselves on aircraft are relatively rare, but this breach in security at Johannesburg International Airport worries security experts.

Johannesburg’s OR Tambo airport, where the flight originated, said security was being heightened and that the incident was the first of its nature there in 10 years.

However, what is of significant concern is that a suicide bomber could have made this attempt at OR Tambo Airport where security often leaves a lot to be desired. If two stowaways can get to the aircraft, so can terrorist suicide bombers and this is a frightening thought. My personal experience of OR Tambo’s security measures, especially at the General Aviation gate on the north-east side of the airport, has shown that the security personnel are lacking in discipline, whilst the overall condition of the area surrounding this gate shows that ACSA simply does not care about the appearance of the immediate area. Once inside this so called ‘security area’ it is relatively easy to find a hole in the fence and remain undetected, especially at night. Although I have brought this matter to the attention of ACSA management on several occasions, it appears that it is far too busy to do anything about this grave situation.

Until next month please keep the blue stuff overhead.

Athol Franz

editor@africanpilot.co.za

durban correspondent Pete van der Spek

assistant editor Divan Muller

divan@africanpilot.co.za

cape town correspondent Irene McCullagh

marketing Janine Boessenkool 079 880 4359

marketing@africanpilot.co.za

printing Business Print

012 843 7600 / 0861 42 42 59

distribution On the Dot

011 401 5938

african pilot Local International Fax

0861 00 11 30 +27 11 466 8524 / 6 +27 11 466 8496

082 552 2940

copy reader Gordon Dyne

gdyne@global.co.za

designers Michelle Carrolo Divan Muller Maria Leader

michelle@africanpilot.co.za divan@africanpilot.co.za maria@africanpilot.co.za

accounts manager Helena Kurland

admin@africanpilot.co.za

admin / subscriptions Paulinah Motlhabi

subscribe@africanpilot.co.za

transport Ephraim Ndlovu

PO Box 30620, Kyalami, 1684, South Africa

African Pilot House No. 6 Barbeque Heights, Dytchley Road, Barbeque Downs, Kyalami, South Africa

publisher / production Wavelengths 10 (Pty) Ltd

website: www.africanpilot.co.za August 2015

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Competitions Total value of the competitions in this edition is R75 000

Cover Textron AirLand Scorpion

August Cover Competition - value R8000 This month’s cover prize has been generously donated by Paul Treleven who will supply an original framed painting of an operational US aircraft carrier, the USS John Stennis. Paul’s story about his visit to the USS John Stennis was published in the June 2015 edition of African Pilot.

Questions 1) How many Light Sport Aircraft are featured in this month’s LSA feature?

2) How many bases does AIFA flight training school have in South Africa?

3) At which major aviation event was the AirLand - Textron Scorpion featured last month?

This Month’s Cover Competition Entries to be submitted to the following e-mail only: info@africanpilot. co.za or to PO Box 30620 Kyalami 1684. One entry per person please.

Multiple entries will be disqualified. Entries sent to other African Pilot e-mails will automatically be disqualified.

June Cover Competition Winner Congratulations to Brent Wade who has won a introductory flight in a Diamond DA20 with Aeronav Academy.

Picture of the Month This month’s winning entry can be viewed on page 16 & 17. Each monthly winner will receive a cash prize of R2 000 from African Pilot. The overall winner of this year’s competition will receive prizes to the value of up to R65 000. By submitting a photograph, you grant African Pilot permission to publish the image in the monthly magazine as well as within our annual executive wall calendar.

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After making its debut at Farnborough International Air Show last year, the Scorpion gained considerable interest at this year’s Paris Air Show. Textron and AirLand is marketing the aircraft as a light attack and reconnaissance platform. A comprehensive report on the Paris Air Show can be read on page 56.

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Letters Dear Athol, I am very happy to inform you that we have completed the fi xed base Embraer 120 simulator at 43 Air School, Lanseria Airport. The device has been afforded a FNPTII MCC SA CAA qualification, the only one, on the Africa continent! May I write a little description and add some photos for your magazine?

Kind regards, Joe Postma Dear Joe, As always it will be a pleasure to receive a short write-up and some photographs of your new Embraer 120 simulator.

Sincerely, Athol

prepare this article which together with some pictures to illustrate your article will be most welcome. Please go ahead with your idea by sending your story to me for future publication and we will also provide some publicity for your business.

Sincerely, Athol Dear Aidan You continue to amaze me with your illustration in the monthly magazine, and the detail of same. The latest ones on the Transall and the Herc are great.

Hi Athol, I believe your input to the Bateleurs new website was tremendous with authority and not just a whim. Thanks for being there today!

I’ve attached my speech text should you want to extract anything from it as promised. Any publicity that you can give Bateleurs is of tremendous value from your lovely African Pilot. Note I still use the old logo which I still prefer. Guess I’ll get used to the new one soon.

Cheers, Karl Jensen Dear Karl, The small amount of work I do for the Aero Club of South Africa and the Bateleurs pales into insignificance when compared with the significant amount of time you devote to all the aviation organisations: EAA, Aero Club and the Bateleurs amongst others. The new Bateleurs logo is a great improvement in these modern times and it will help solidify the brand within the aviation market.

Regards, Athol Hi Mr Franz, I am an avid reader of your most interesting magazine and I purchase it every month and enjoy it immensely as do my family who all work in our family run business. As our business consists of transporting all types of pets and animals by road or air I have always enjoyed your articles about the airports and their quite interesting information and also the local, regional and international airlines.

So down to my reason for this message. I found myself wondering today if the publication of which you are the editor, would be interested in doing an article about the cargo agents and freight agents and possibly even the clients who use all these airlines and so forth. Perhaps an article of this type could even increase African Pilot’s footprint as some airlines have reading materials in their cargo reception desks. Thanks for giving me the opportunity to read a spectacular magazine like yours and for reading this mail.

Regards, Ruari Bond Manager and Pet Travel Consultant.

Dear Ruari, Thank you for your e-mail. The idea of a pets travel article does sound interesting. Since you are in the business, it will be great for you to

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Kind regards Mike Lawrence

Letters

August 2015

African Pilot

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Aviation Business JEPPESEN FLIGHT TRAINING CUSTOMER SEMINAR The Jeppesen customer seminar returned to South Africa for a one-day flight training seminar that was held in Cape Town 30 April and Johannesburg on 5 May, to introduce Jeppesen’s training and mobile charting portfolio. Sascha Neusser presented the new eAcademy solution, which combines the functionality of a Training Management System (TMS) with a Learning Management System (LMS) to seamlessly facilitate controlled eLearning.

This up-to-date web-based training for pilot license theory can be monitored by the flight instructors and / or management. During the seminar delegates had the opportunity to see hands-on demonstrations and gain insight into the features and functions of the new training materials. The seminar was hosted

by Wings ‘n Things (qualified resellers of Jeppesen) at the Monte Casino complex.

Jeppesen team Jeppesen’s European Aviation Safety Agency (EASA) Airline Transport Pilot License (ATPL) training manuals have been completely updated. The books are printed on-demand to incorporate the latest, most up-to-date information and they are also available electronically (PC, MAC, e-books on iTunes) with enhanced functionality.

AVINET AND CAIRN TO HOST AFRICAN AIR MAESTRO USER CONFERENCE Scheduled for 3 and 4 November 2015 Avinet and alliance partner Cairn Aviation will unite to host the second African Air Maestro user conference, which will take place at the Crowne Plaza – Rosebank Hotel located in Johannesburg.The aim of the conference is to improve user experience of the Air Maestro application through a variety of scheduled sessions including intermediate and advanced training, presentations by industry leaders and interactive workshops with Avinet support, developers and management personnel.

Participants will also have the opportunity to provide input and suggestions regarding future developments throughout the conference.

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Cairn Aviation CEO Rob Daneel said of the conference, “It is about providing current and prospective customers with comprehensive training to ensure they are receiving the maximum potential from Air Maestro. It is also a good opportunity to get to know our customers and to help meet their needs for continual improvements to our software application.”

The conference will end with dinner at a nearby restaurant, where attendees will have the opportunity to connect in a relaxed environment with other Air Maestro users and Avinet and Cairn personnel.

To register for the conference please visit the website: www.airmaestro.co.za Alternatively contact Lenke Elferink e-mail: lenke@cairaviation.com Tel: +27 (0) 28 050 0398 for information.

subjects, including aerospace, the growth of unmanned aerial vehicles, ballistics, advanced manufacturing and the naval environment.

The focus is on the engineering, technology and science behind the products and solutions.

HIGHVELD GARAGE EQUIPMENT CC Established in 1985, Highveld Garage Equipment specialises in quality garage equipment and tools, either directly imported, purchased from local wholesalers or manufactured in South Africa. The head office is located in Montana, Pretoria and the building was designed and built to suit the needs and facilitate a showroom, modern offices, training centre, mechanical and electronic workshops and a warehouse.

National and international sales and service are managed throughout southern Africa utilising a well-established network.

DENEL BOOK TO ALTER SOUTH AFRICA’S MATHS, SCIENCE AND TECHNOLOGY LANDSCAPE Last month a new book launched in Kempton Park and supported by Denel is set to forever change the understanding of post-school application of Mathematics, Science and Technology education for the South African learners. The launch of ‘Defence Technology Made Easy’, a book aimed at de-mystifying the technology that drives the Defence industry for school learners, will create greater awareness about innovation and postschool opportunities that derive from Maths, Science and Technology education.

The Denel Group, with capabilities in defence, aerospace and advanced manufacturing, is a South African state-owned company that provides innovative defence, security, maritime, aerospace and related technology solutions to the South African National Defence Force (SANDF). State-owned but commercially driven, the company also provides products and solutions to selected clients in global markets. Research undertaken by Denel has led to the growth of technology in areas such as civil aviation, mine exploration, rail safety, power generation and nuclear medicine. Current projects of Denel support the fight against rhino poaching, the development of a civilian airliner and support for the country’s growing space industry.The book was commissioned by Denel in 2014 as part of the Group’s celebrations of South Africa’s 20 years of democracy. The book touches on a wide range of defence-related

Highveld Garage Equipment cc The company prides itself on providing a friendly, yet professional and personal service.

Training schools on automotive diagnostics and wheel service equipment are held on a regular basis. Company mechanical and electronic staff members ensure that the equipment is professionally installed and serviced when required. Highveld Garage Equipment CC is committed to be the market leader in the garage equipment industry, therefore only the finest products are offered, but always taking value into consideration, whilst with superior industry knowledge the company will back the products with the best possible service.

Contact: Tel 012 330 0540 E-mail: highveldgarage@gmail.com Website:www.hge.co.za

WONDERS OF AVIATION As a non-profit organisation, Wonders of Aviation uses the magic of flight to inspire and educate children and to engender a lifelong love of learning. Its goals are to: inspire children, educate them and help them find jobs in aviation. Wonders of Aviation relies on its partner organisations to provide awards, mentors, role models and educational material to carry out the organisation’s goals.Wonders of Aviation is a South

Aviation Business

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Aviation Business African-based initiative whose goal is to: 1. Help South Africa’s youth learn the enthusiasm we all have for aviation and encourage formerly disadvantaged youth to make a career in aviation 2. Support South African aviation companies and industry associations in their outreach programmes to the formerly disadvantaged youth.

In order to achieve these goals, Wonders of Aviation aims: • To create a community of volunteers who are dedicated to supporting WOA’s activities.

• To provide a forum that facilitates cooperation amongst the stakeholders and the efficient implementation of WOA’s Mission Statement.

• Provide a fiduciary obligation to ensure that WOA’s resources are utilised in accordance with its Vision and Mission Statements.

• Enable WOA’s activities to be sustainable.

The National Aerospace Centre and ACA Associates started work on this programme in 2012, as a natural extension of NAC’s existing programmes supporting undergraduate and graduate education in aeronautical technologies. Within its first year, Wonders of Aviation was supported by eleven South African aviation organisations, each of which has its own unique outreach programme.

ATS providing aviation experience In 2004, Aviation Towards Success was founded as a specialist helicopter training school. ATS had a modest beginning with a small office on the ground floor of Grand Central Airport. ATS is now owned and operated by Ernst Pienaar and Ivan van Rooyen and is still based at Grand Central Airport, taking up most of the ground floor space in the terminal building. In 2013, ATS launched its fi xed wing department. ATS is now one of the few schools based at a major airport which offers training on the Sling II and Sling 4 aeroplane. ATS provides full fi xed wing training from PPL to ATPL.

ATS As a first-class training school, the ATS team is actively involved in the training of future pilots and has developed an excellent

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reputation. A spokesman said: “We observe the highest safety and practical training standards which surpass the industry norms.

We also offer services related to FAA licence renewals for both fi xed wing and rotor wing.

In 2012, ATS established the maintenance team in Krugersdorp, run and managed by Vaughn Powell. ATS maintenance looks after our own fleet as well as privately owned aircraft. The fleet is growing and the main training fleet currently consists of two R44 helicopters, one R22 helicopter, three Sling 2 aeroplanes and one Sling 4 aeroplane, as well as a Seneca PA 34.”

Organisations that supported Wonders of Aviation during its inaugural year included: Airlines Association of Southern Africa, Airports Company South Africa, ACA Associates, Aero Club of South Africa, Air Transportation and Navigation Services, Comair, Jonker sailplanes, National Aerospace Centre, Mango Airlines, South African Airways, South African Weather Service and Vukani Aviation.

The participation of additional organisations is welcomed.

Contact: National Aerospace Centre Robert Malan e-mail: robert.malan@wits.ac.za ACA Associates Inc. Donald P. Schenk e-mail: dpschenk@aca-assoc.com

AVIATION OUTLOOK AFRICA Staged at the Sandton Convention Centre on Tuesday 30 June and Thursday 1 July the sixth annual Aviation Outlook Africa was part of Africa’s largest transport and infrastructure exhibition show. This was an opportunity for airlines, airports, investors and aviation regulatory bodies to meet and do business with new and existing clients, as well as paving the way into African market that is not easily accessible and most importantly to meet real buyers. The Aviation Outlook and Airports show Africa featured several South African and international exhibitors as well as workshops involving discussion panels at the same venue with VIP conferences. The Airport Show Africa is co-located with Air Experience, Air Retail and Aviation IT. The Aviation and Airport Industry have opportunity to identify and evaluate smarter solutions that can benefit the African market in the aviation sector and most importantly the show allows sellers to meet real buyers.

Over the two days the show received 5,000+

attendees and 150+ industry leading speakers.

For the past six years the event has brought together hundreds of CEOs and senior decision makers from the region’s aviation community. Nedbank used the conference to announce that the bank has financed four new Boeing 737 800 airliners for Comair to a value of R2,150 billion for the upgrading of the airline’s fleet. Two of the aircraft will be going to its low-cost kulula brand and two to its premium British Airways operation.

Boeing team According to James Geldenhuys, Head of Aircraft Finance at Nedbank’s Corporate and Investment Bank (CIB), the deal, which has the support and credit backing of the US Export-Import Bank (US-Exim) - the official export credit agency of the United States, will see Comair take possession of the aircraft between October 2015 and November 2016.

Geldenhuys says the funding agreement not only affirms the strong relationship that exists between the two entities, but is a positive indicator of international perceptions of the local currency.

AEROPLANE BOOKSHELF The aeroplane book shelf project started as a project for Quentesson’s fifth birthday, because he had collected many model cars and had no space to show them. Since Quentes enjoys working with his hands, he did not to simply build an ordinary shelf, but wanted to create the ‘wow’ factor and this is where the aircraft shelves started. He initially only made two shelves for his son’s room, but soon friends started seeing the shelves and they also wanted this type of book shelf.

Aviation bookshelf The aeroplane shelf is made from super wood which is cut and shaped using traditional power hand tools. After sanding, Quentes glues the bottom wing, landing gear and fuselage together. Then the paint is applied as a primer with the finished colours chosen by the customer. Once paint has dried the shelf

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Aviation Business is assembled and prepared for delivery and that is how the aeroplane shelves are born.

supporting these initiatives at a grass roots level. Th is engagement will celebrate the role of aviation and raise the profi le of the range of careers available to young people in the industry, hopefully inspiring a new generation of innovators, researchers, engineers and pilots that will shape the industry in the future.”

Contact Quentes Greyling Tel: 082 4090752 or e-mail:greylingquentes@gmail.com

GARMIN PILOT ADDS OBSTACLES AND TERRAIN FOR ANDROID Garmin is pleased to announce an updated version of the Garmin Pilot app for Android, which incorporates the display of both terrain and obstacles overtop Garmin’s rich, dynamic navigation maps, VFR Sectionals, IFR high and low en-route charts. These best-in-class terrain and obstacle overlays display visual alerts of potential hazards and enhance situational awareness, particularly in unfamiliar environments. In addition to terrain and obstacles, version 4.3 for Android supports X-Plane 10 and other compatible simulators, offers the option to display density altitude information and now includes a new subscription options.

Obstacles and Terrain Information Garmin Pilot version 4.3 provides pilots with the option to overlay terrain and obstacles simultaneously on the moving map page, whilst still retaining the ability to view pertinent inflight navigation information. Terrain and obstacle information can be overlaid and viewed in track-up format; ensuring flight plan information is upright and easy to read. Pilots also have access to a dedicated terrain page, so they may view terrain and obstacles in an arc or 360-degree view.

With a premium upgrade, intuitive colours incorporated into Garmin Pilot help pilots easily discern their proximity relative to terrain. Pilots are provided visual caution or warning alerts when operating near obstacles or terrain that may be of potential conflict.

Terrain data leverages highly detailed data found in Garmin avionics and portables and is available in various resolutions to provide pilots the flexibility to select the level of detail they prefer for their device.

Simulator support Garmin Pilot now supports X-Plane, as well as a variety of other compatible simulators. Customers may launch X-Plane and connect Garmin Pilot to the simulator.

Once the connection is made, Garmin Pilot conveniently sends AHRS information to display fl ight plan information within the application and the simulator.

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Although the day was rather windy, it was interesting to see how far some of the home made planes fl ew in controlled conditions. NAC kindly awarded the winning team a fl ight around Lanseria in an aircraft and remained committed to the future of this initiative.

NEW CTCAVIATION.COM WEBSITE GOES LIVE

Density altitude Density altitude Pilots can optionally display density altitude information within Garmin Pilot in the METAR widget. By viewing widgets in split screen mode, density altitude is calculated and displayed to provide pilots with information that is critical to aircraft performance.

KWENAMOLAPO AIRSHOW On Friday 26 June, National Airways Corporation (NAC) together with 5FM, Core Group and iSchoolAfrica collaborated to enable Grade 9 learners at the KwenaMolapo secondary school, situated very close to Lanseria International airport to build and fly paper planes fitted with small electric motors. The Grade 9 technology learners designed and built their own paper planes according to a given criteria. The planes were then controlled using iPads so as to show off the learner’s flying skills.

NAC team with Kwena Molapo school learners Core Group said it could see the impact iPads were making in private schools, but realised this technology needed to be made accessible to learners from all schools.

Martin Banner, CEO of NAC said: “It was great to see enthusiastic organisations such as 5FM and iSchoolAfrica engaging with the learners about aviation, whilst

Global airline pilot training and resourcing company CTC Aviation has launched a brand new website: www. ctcaviation.com, which is characterised by the use of the latest online visual tools with significantly greater emphasis upon digital and social media engagement with customers.The timing of the launch coincides with CTC Aviation’s 25-year anniversary and its recent acquisition by L-3 Communications.

Launched on 17 June, the new website consolidates the original corporate website and the CTC WINGS ab initio pilot training website into the one new, single domain ctcaviation.com.The new site has been developed in partnership with award winning digital agency CDD based local to CTC Aviation in Southampton. CDD plan to submit the new website for the digital design awards later this year.

The user-driven and visually striking site takes the airline manager, aspiring pilot and qualified pilot more easily to the information they seek, with a greater emphasis upon graphical, video and social media. Growing with the business, the site will see more interactive functions added over the coming months including a live job board for qualified pilots seeking new airline opportunities as well as a shopping cart facility which will enable the purchase of training courses, f light experiences and company branded merchandise.

Visit our new website today and discover more at www.ctcaviation.com

Aviation Business

August 2015

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2015

Event

Venue

Contact

1 Aug

Namibia Airshow

Hosea Kutako International Airport

Reinhard G채rtner reinhard@fivestar.co.za

1 Aug

East Rand Flying Club

Springs

Paul Sabatier 082 413 4614

7 - 9 Aug

National Air Navigation Race

Brits Airfield

Frank Eckard 083 269 1516 frank.eckard@mweb.co.za

7 - 10 Aug

EAA of South Africa convention and AGM

Margate

Paul Lastrucci paul@airpowersa.co.za

13 - 14 Aug

FREE International Air Transport Association (IATA) workshop

Balalaika Hotel, Sandton City

Tanja Grobotek 011 523 2714 071 602 1450 dandajenar@iata.org

14 - 15 Aug

Bethlehem Airshow

Bethlehem

Stephan Fourie 072 344 9678 fouriesj1491@gmail.com

20 - 29 Aug

Sports Aerobatics Club Unlimited World Championships

France

Annie Boon chunge@mweb.co.za

23 Aug

Grand Rand Airshow

Rand Airport

Stuart Coetzee 011 827 8884 manager@randairport.co.za

29 Aug

SAPFA Bethlehem Aero Club Fun Navigation Rally

Bethlehem

Izak Venter izak@motsu.co.za

12 - 13 Sep

Sports Aerobatics Club Gauteng regionals and Judges Trophy

Vereeniging

Annie Boon chunge@mweb.co.za

17 - 20 Sep

Race for Rhinos

Botswana

Antoinette antionette@airteam.co.za

18 - 20 Sep

Pyramid Air Park aviators weekend

Barberton

Peter Lea 082 553 4908 peter@irricon.co.za

22 Sep & 24 Sep

Airport Infrastructures & MRO Aviation meetings

Ethiopia

www.bciaerospace.com/ethiopia

24 - 26 Sep

SAPFA Virginia Durban fun rally

Durban

Mary de Klerk 084 880 9000 mary@expandingbranding.co.za

3 Oct

SAPFA Fun Rally

10 Oct

TMG fly-in

Bundu Inn Flying Estate

Marietjie van Niekerk 082 765 6670 marietjievn@gmail.com

24 -25 Oct

Sports Aerobatic Club KZN regionals

Ladysmith

Annie Boon chunge@mweb.co.za

African Pilot

August 2015

Grand Central Airport Jonty Esser 076 302 0451 jontye@x7online.co.za

24- hour Care Line: +27 83 407 0222 Telephone: (24hr) +27 11 827 0335 E-mail: jpv@capitalairsa.com www.capitalairsa.com Hangar 1H, Rand Airport, Germistion 1401

Capital Air is a high-flying leader in the industry, with exceptional standards and intensive training. Our operation will ensure only the very best pilots receive accreditation from our facility; offering any pilot, seeking advanced instruction, the next level in their training.

State of the Art Helicopter Simulator ...Book Now! Capital Air Academy students will benefit from the installation of the Entrol H01 simulator, which features a 180° x 80° degree, six channel spherical visual system.

Now CAA approved for: • Bell 206 ratings • RNAV endorsements • Proficiency checks • 30 hours of instrument training Capable of the following features: • Bell 206 cockpit familiarisation • Bell 206 procedural training (including safety and emergency procedures) • Pilota evaluation • Instrument ratings / renewals • Night ratings • Type ratings • Specific mission training, tailored to your needs Soon to come: • Night vision goggle (NVG) training • Mountain flying • Sling ratings • Game capture ratings August 2015

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BREAKING NEWS FROM AFRICAN PILOT African Pilot has secured a tremendous prize for the winner of the 2014 / 15 picture of the year competition. Valued at about R65 000 this will be for two tickets to Zanzibar courteously of Mango Airlines and a seven night full board stay at the Sea Cliff five star resort. We will be judging the 12 pictures entered into the competition as soon as our team returns from Oshkosh in July this year.

Douglas DC-3 by Richard De Kock This picture was taken at Rand airport in the late afternoon, after an amazing day spent at the Swartkops airshow. I had chosen to fly to the show on Skyclass ’s DC-3 ZS-BXF, definitely something worth experiencing and totally different to flight on today’s airliners.

Late afternoon arrived and we began the short flight back to Rand Airport with the sun setting and providing some great views. Upon arrival

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How to submit a photograph Should you wish to see your photograph published as a ‘Picture of the Month’, please send your image in its original size to africanpilotmag@gmail.com. All well-composed, high quality photographs with an aviation theme will be considered. Each month, the relevant photographer will receive R2000 cash from African Pilot. By submitting a photograph, you grant us permission to publish the image in African Pilot magazine, as well as our annual executive wall calendar.

The photographer who takes the best photograph of the year will receive prizes to the value of up to R10 000.

back at Rand and once we had stepped off this beautiful old machine I was greeted by the scene in this picture, of the sun setting over the Johannesburg skyline in the background and a dark silhouette of ZS-BXF in the foreground.

I captured this image on my Canon 1200D fitted with an EF-S 18-55mm lens set at 55mm, f8, 1/250 and applied a little bit of tweaking to bring out the dramatic sunset.

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Airline Business NEDBANK FINANCES FOUR NEW COMAIR BOEING 737-800S At the Aviation Outlook conference last month, Nedbank used the opportunity to announce that the bank has financed four new Boeing 737 800 airliners for Comair to a value of R 2,150 billion for the upgrading of the airline’s fleet. Two of the aircraft will be going to its low-cost kulula brand and two to its premium British Airways operation.

According to James Geldenhuys, Head of Aircraft Finance at Nedbank’s Corporate and Investment Bank (CIB), the deal, which has the support and credit backing of the US Export-Import Bank (US-Exim) - the official export credit agency of the United States, will see Comair take possession of the aircraft between October 2015 and November 2016.

Geldenhuys says the funding agreement not only affirms the strong relationship that exists between the two entities, but is a positive indicator of international perceptions of the local currency.

SA A’S ACTING CEO DISCUSSES LONG-TERM TURNAROUND STRATEGY The successful completion of the 90 Day Action Plan at the end of March this year saw South African Airways position the business for the full implementation of its Long-Term Turnaround Strategy. At the time the SAA Group affected changes within the business that will see approximately R1,25 billion in annualised EBITDA improvements for the financial year 1 April 2015 to 31 March 2016. Moving ahead, SAA has prioritised and fully aligned its short and medium term objectives following the recent step change afforded by the 90 Day Action Plan.

Nico Bezuidenhout

Boeing 737-800S Erik Venter, Chief Executive Officer of Comair emphasises that the decision by Comair to acquire four new aircraft, is indicative of the confidence the airline has in South Africa’s domestic leisure and business air travel market as well as the continued consumer appeal of both of its airline brands. “A brand new aircraft has the potential to unlock significant operator savings in terms of fuel and maintenance costs, provided there aren’t too many empty seats on most flights,” Venter explains. “Comair has consistently been filling the majority of its aircraft on all routes across southern Africa and our purchase of these new 737-800s exemplifies our confidence that this trend is set to continue.”

Boeing Commercial Airplanes Director International Sales for Africa Miguel Santos said the deal can only have positive implications for the South African travel industry and in the long term, will hopefully deliver positive and sustainable economic and employment creation spin-offs. The deal, which at the time of going to press was still to be ratified by US-Exim, will take the form a full instalment sale transaction and will be wholly funded by Nedbank.

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Review of the fi rst few months of the new financial year starting 1 April 2015: 1) The SAA Group realised positive year-on-year gains in almost all of the market segments in which it is active.

2) Launch and positive market response to the Accra (Ghana) Washington DC route; first flight scheduled for 2 August 2015.

3) Demand in the South African market remained weak with a 7% growth in available capacity across the domestic market against overall growth of just over 2%; indicating an oversupply of around 5%. Commercial adjustment to lower demand saw SAA increase load factors to an 81% aggregate during this time.

4) SAA saw a reduction of operating cost by 14% compared to the same period last year and unit costs were 7% lower than a year ago and 10% below budget; in part driven by lower oil prices.

5) Africa remains SAA’s strongest performing business segment with all routes trending upward, despite segments impacted by Ebola late last and early this year.

6) SAA was named Skytrax Best African Airline and Best Customer Service in Africa at the World Airline Awards and Best African Airline at the World Travel Awards.

SAA’s top priorities for the next six months are: 1) Implementation of its route network and fleet plan, as already accelerated through the 90-Day Action Plan. Over time an airline stands the risk of inadvertently injecting inefficiencies into its network plan. Following an extensive study of the current plan, SAA has found that there is a wide range of improvement opportunities identified, with a projected positive impact of R 2,5 billion in annualised earnings. Th is will significantly curb losses and position the airline for future growth.

2) SAA will also continue to focus on partnerships. No airline is able to service every route with its own aircraft and, through effective partnerships and codesharing; SAA’s reach will continue to grow, as was the case with our expanded middle-Eastern operations thus far adding 26 additional destinations and source-markets to the SAA network.

3) Revenue Gain: Th is includes addressing several commercial areas, including much tighter revenue management as well as developing a new distribution strategy where SAA closely embrace and leverage Travel Agency and TMC partners.

To optimally cast SAA’s revenue-net and claw back past inefficiencies, a cohesive approach is required which will see SAA’s internal efforts supported by aligned marketing and communication activities, using powerful owned channels such as Voyager, to effectively communicate SAA’s value proposition.

4) Cost compression remains a key focus area. The business will continue to seek optimised efficiencies throughout every aspect of the company. Ongoing savings initiatives will be implemented without compromising the quality and reliability of product. In this regard in excess of R2bn in initiatives have been quantified, ranging from labour cost management through to supply-chain re-engineering.

Growing the revenue line whilst simultaneously managing cost down, not through a programme but through instilling a particular cost-conscious culture, is the quickest and most sustainable way of ensuring sustainable bottom-line results.

5) Strengthening of governance, risk management and optimisation of the group structure represents the ongoing areas of emphasis, where matters are

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Airline Business to be addressed such as how do the group companies inter-relate to each other, how is each one set-up to best service its chosen markets and do we have a best-practice control environment that pro-actively manages the inherent risk present within an Aviation Group.

6) A clear drive towards performance excellence, notably within the Human Capital arena, completes our near-term area of focus. Beyond the performance excellence envisaged for the SAA business as a whole, this translates into individual accountability.

7) African Growth: SAA already operates in more than 50% of the 54 African Union member states. However with a Vision to be ‘Africa’s Leading WorldClass Airline’, the airline plans significant growth in Africa in all our major market segments e.g. passenger, cargo and technical services.

SAA BROADENS CODE-SHARE AGREEMENT WITH AIR MAURITIUS South African Airways and Air Mauritius have concluded an agreement that will see a broadening of its code-share agreement to enhance greater connectivity between the continent, South Africa, Mauritius and other inter-continental routes. From 1 July 2015 both airlines will sell freely on one another’s networks with increased availability on its code-shared trunk route between Johannesburg and Mauritius.

SAA this year also celebrates half a century of operations between the two countries.

Air Mauritius A330 “The broadening of our relationship with Air Mauritius follows growing traffic between our two countries not only as a consequence of tourism, but is also concomitant to growing trade between the markets,” says SAA Acting CEO Nico Bezuidenhout. Connectivity between SAA’s continental routes as regional feeders for traffic in and outbound from Mauritius is also enhanced. “Cross network sales will improve access to markets in a further move to support trade and tourism,” adds Bezuidenhout. Late last year SAA added

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an additional frequency to Mauritius as demand continues its upward trend.

SAA will actively market Mauritius as a leisure destination in other African markets.

Demand indicators have shown a growing number of passenger volumes connecting through Johannesburg, originating on the continent. By offering increased ease of connectivity onto the trunk codeshare route operated by SAA and Air Mauritius sustained growth in traffic is expected.

Mauritius has remained an important destination for SAA throughout its history and remains one of the fastest growing economies on the continent with consistent demand-side growth in both business and leisure travel.

NEWS FROM LUFTHANSA Lufthansa has announced that it will be operating a Boeing 747-8 on its daily Johannesburg-Frankfurt route from October. This will be the first example of its type to serve the African continent. The four-class Boeing 747-8 is our most advanced long-haul aircraft, bringing unparalleled comfort and premium service to our customers with the most advanced, fuel efficient longhaul aircraft in the Lufthansa f leet,” said Tamur Goudarzi-Pour, Lufthansa Vice President for Sales and Services Middle East, Africa and South Eastern Europe.

Currently, Europe’s largest aviation group has over 260 aircraft on order for delivery until 2025, worth 36 billion Euros at list price. These include 34 Boeing 777-9Xs and 25 Airbus A350s, the latter of which will commence service from Munich during 2016. “With these investments, Lufthansa is well on its way to becoming the first Western airline to receive a 5-star ranking from Skytrax,” noted Goudarzi-Pour.

Lufthansa is also enhancing its service to and from Cape Town. The service during South Africa’s summer season, linking Munich to the mother city, will be expanded to daily operations with an Airbus A340-600, offering local business

and leisure travellers a growing network of European and Trans-Atlantic fl ights from Lufthansa’s Bavarian Hub. For the fi fth year running, Edelweiss, Switzerland’s leading leisure carrier and a subsidiary of Swiss, will connect Cape Town with Zurich non-stop twice a week, during South Africa’s high season, operating fl ights from 26 October 2015 until 25 March 2016.

The African continent remains one of the Lufthansa Group’s top regions with new routes being planned for Nairobi, as well additional gateways for Brussels Airlines in Ghana, Rwanda, Togo, Benin and Burkina Faso.

DIRECT FLIGHTS TO SUN CITY BODE WELL FOR TOURISM IN THE NORTH WEST It has been four months since SA Express linked the skies between Cape Town, Johannesburg and Sun City in the North West province for the fi rst time. Passenger volumes are increasing steadily as travellers take advantage of the opportunity to fly direct to this iconic resort of Sun City.

Lufthansa’s Tamur Goudarzi-Pour, Andre Schulz and Claus Becker Flights to Pilanesberg from Johannesburg as well as Cape Town each have the capacity to accommodate 50 travellers. The South African community is taking full advantage of the fl ights to the Pilanesberg, accounting for 60% of sales whilst international travellers make up the remaining 40%.

In an agreement announced in March this year, the North West Provincial Government gave SA Express the contract to operate commercial fl ights from Cape Town and Johannesburg to Pilanesberg and Mafikeng Airports. SA Express’ fi rst commercial fl ights to the Pilanesberg commenced on Wednesday 1 April 2015.

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Airline Focus

Journalists under African Afr A frriica iccan cca an P Pilot ilotan SAA il ilo A August ugu ggussttA340.

201 2015 0 5 The aircraft’s landing gear is being replaced 01 222 2 in the largest hangar in the southern hemisphere.

Airline Focus SAAT’s maintenance facilities are certainly impressive. The company has more than 85 000 m² of hangar space at its disposal. This includes the biggest hangar in Africa and the southern hemisphere, which has an area 36 000 m². That is enough to simultaneously accommodate no less than five Boeing 747s. The total area available to SAAT adds up to 65 hectares.

CEO Musa Zwane welcoming media to SAAT’s facilities

SAAT also has a multipurpose dock, which can be used for maintenance on Airbus A340s, Boeing 747s and McDonnell Douglas MD11s.

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Airline Focus

Mike Kenny explaining how SAAT’s massive engine testing facility is used.

An SAAT engineer demonstrates how engine components are measured with extreme accuracy.

The company, which has provided an MRO service to the region for more than seven decades, currently employs more than 2 200 technical personnel in line maintenance, base maintenance and technical support roles.

Line maintenance refers to maintenance conducted in strict time limits, between scheduled flights. SAAT has been able to consistently achieve dispatch reliability of more than 98 percent, even for aircraft older than ten years. Base maintenance, on the other hand, refers

Conducting engine maintenence in the jet shop.

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Airline Focus

A technician working on an SAA Airbus A340’s landing gear inside the heavy maintenance hangar.

A technician operating a maintenance platform.

to heavy maintenance, conducted over several days. Its heavy maintenance turnaround time (TAT) is also above international average. Each day an airliner spends on the ground, can cost its operator $50 000, so a quick TAT is vital.

Earlier this year, SAAT won an award for best line maintenance provider in the world for 2015, at the prestigious Aircraft Technology Engineering and Maintenance (ATE&M) Awards, held in London. How was SAAT able to provide line maintenance service, which according to the ATE&M

SAAT Head of Sales and Marketing Mike Kenny addressing media in the jet shop.

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Monitoring humidity and temperatures in workshops.

Landing gear needs to be overhauled every ten years.

Equipment for testing overhauled landing gear.

SAAT’s new high speed blade tip grinder judges, is the best in the world? SAAT has several major advantages over most other MRO providers in the world. The most important of these is arguably due to the enormous investment the company has made in training technicians. In training its own technical personnel, SAAT has direct control over the standards according to which its technicians are trained. As a result, the quality of their training is of the highest in the world. By the time these technicians have completed their in-house training, they know the specifics of how the company functions.

actually training more technicians than it requires, anticipating the need for more engineers by the industry.

It is a widely known fact that the regional and global demand for maintenance personnel is increasing dramatically. Therefore, SAAT is

This might sound cliché, but upon viewing SAAT’s facilities, it is evident that it really does offer a one-stop heavy maintenance solution to its customers, which includes dozens of airlines from Africa, the Middle East and Europe. It is also encouraging to see how SAAT is increasing its capability, particularly in terms of overhauling jet engines and landing gear. The ability to support modern airliners, not necessarily operated by SAA, has allowed SAAT to expand its business in the international market.

Indran Pillay explaining SAAT’s training process

Boeing 737-200 used for technical training

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Although the Tupolev Tu-95 ‘Bear’ seemed somewhat old-fashioned when it first flew more than half a century ago, it has stood the test of time and remains an important factor in international relations. The Tu-95 was originally designed as a Cold War era nuclear bomber, but with the introduction of intercontinental missiles, it has been used in a variety of other roles, such as maritime patrol, electronic warfare and surveillance missions. That said, it is not uncommon to see Bears

Above: A Tu-95 being intercepted by a US Navy F-14 Tomcat during the Cold War. In recent years, these interceptions have again become a regular occurrence.

Tupolev Tu-95 ‘Bear’ 50.1m

46.2m

Cessna 172

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armed with cruise missiles. More than 500 Tu-95s were built from the 1950s to the 1990s. Between 50 and 60 of those remain operational with the Russian Air Force. In 2007, Tu-95 patrols next to borders of European countries have resumed for the first time since the Cold War. Reminiscent of that era, Bears are frequently intercepted by European fighters. With no replacement aircraft planned, it seems Tu-95s will remain in service with the Russian Air Force or the foreseeable future.

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By Divan Muller George Neal was born on 21 November 1919 in the province of Ontario, Canada. As a teenager, he was fascinated by flight and learned to fly at the Toronto Flying Club the age of sixteen. Two years later in 1938, he was employed by De Havilland Canada as a maintenance technician. When World War II began in 1939, Neal temporarily left De Havilland to fly Royal Canadian Air Force Avro Ansons as a check pilot and flight instructor. By the end of the war, Neal had accumulated 2 000 hours of flying experience.

He returned to De Havilland Canada and became a fulltime test pilot in 1948. Soon, he became the first civilian Canadian to fly a De Havilland Vampire jet fighter. He also became the first pilot to fly the DHC-3 Otter and DH-4 Caribou in 1951 and 1958 respectively. In his spare

time, Neal restored vintage aircraft, such as a Hawker Hind and a Sopwith Pup. He retired from the company in 1983, after 45 years of service. At the time, he held the position of director of flight operations. Over the course of his career he flew more than 150 different aircraft types, including the Avro Lancaster and Douglas DC-3. Despite his retirement, Neal never stopped flying. To this day, he enjoys flying at least once a week, mostly in one of his favourite aircraft, a De Havilland Chipmunk. In 1995, he was inducted into Canada’s Aviation Hall of Fame for his contribution to the development of STOL (short take-off and landing) aircraft. In June 2015, the 96-year-old pilot was listed in the Guinness World Records as the oldest active pilot in the world.

Timeline: 1919 - Born in Ontario, Canada 1936 - Earned his pilot’s licence 1938 - Employed by De Havilland Canada 1951 - First flight of the DHC-3 Otter 1958 - Completed the DHC-4 Caribou’s maiden flight 1983 - Retired from De Havilland Canada 1995 - Inducted into Canada’s Aviation Hall of Fame 2015 - Established Guinness World Record as oldest active pilot

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SAAF and in the refurbExecuJet personnel inv olved progreamm ishment e

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Garmin G1000 avionics In July 2011, 41 Squadron’s fleet of King Airs was grounded and taken out of service. The aircraft, three B200s and one B300, remained in storage until recently, when the decision was made to reintroduce them into SAAF service, in order to help it maintain its mandate as an air force. However, the aircraft fi rst had to be restored and undergo major maintenance inspections. In August 2014, it was decided that this task would be undertaken by the ExecuJet Aviation Group. The group currently manages more than 160 business jets on six continents and is a service centre for Hawker Beechcraft, Bombardier Aerospace and Dassault aircraft.

On 30 June, ExecuJet officially handed over the first completely refurbished and upgraded King Air at Air Force Base Waterkloof. The aircraft is now equipped with a Garmin

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with e Poggi bo r o t t E ’s m et ExecuJ Wiseman Mba n e G j a M

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Refurbished interior G1000 glass cockpit, luxurious passenger seats in a VIP configuration and is in a perfect mechanical and structural condition. During the handover, the SAAF’s Chief of Air Staff Operations Major General Wiseman Mbambo emphasised the importance of South Africa’s aviation industry, as well as the SAAF’s partnership with the industry. He said that the relationship must be kept viable, transparent and robust.

ExecuJet’s Vice President for Africa Ettore Poggi described the upgrades and maintenance work that had been done on the aircraft, saying it has undergone extensive work by the company’s refurbishment team. “Following extensive testing, we are delighted to hand the aircraft to the SAAF today and look forward to working on the rest of the fleet.”

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Development In the early 1960s, the Soviet Air Force (VVS - VoyennoVozdushnye Sily) realised that it would ultimately need to replace its MiG-21s. In addition to being equipped with more advanced weapons systems, the new aircraft was required to have improved performance, whilst at the same being capable of operating from short airfields. Mikoyan Gurevich (MiG) was tasked to design and develop an aircraft to fi ll these requirements. Building a large, high speed fighter with good short field performance was no easy task, but MiG responded with two potential solutions. The fi rst aircraft, simply named ‘Aircraft 23-01’, had a delta wing configuration, similar to that of a MiG-21. However, in addition to a conventional afterburning engine, it had two vertically mounted lift-engines to improve take-off performance. The biggest disadvantage of that concept was that, after take-off, the two heavy lift-engines took up valuable space onboard the aircraft, which could ideally be used for fuel or weapons.

MiG’s second prototype, ‘Aircraft 23-11’, showed much more promise with its variable geometry, better known as ‘swing wing’, configuration. Wings would be set at a 16° angle for take-offs and landings, 45° for cruise speeds and 72° for high speed fl ight.

Directional stability was ensured by ventral fin, whilst the tailfin Libyan MiG-23s

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was extended forward on the fuselage. Instead of ailerons, the aircraft used spoilers and all-moving ‘tailerons’, which could simultaneously be moved into opposite directions, for roll control.

A number of subsequent prototypes were built after the first aircraft had completed its maiden fl ight in June 1967. Soon, the aircraft entered production as the MiG-23. NATO (North Atlantic Treaty Organisation) assigned it the report name ‘Flogger’.

MiG-23 In terms of teething problems, early MiG-23 variants provided a fair amount of headaches to design engineers and operators alike. However, with the introduction of the MiG-23M in 1972, most of these problems were addressed. The ‘M’ was the first variant to enter mass production and was equipped with a Sapfir 23D radar. This allowed the aircraft to use beyond visual range (BVR) radar-guided missiles.

Th ree years later, Mikoyan introduced a lighter, more capable and reliable variant, called the MiG-23ML. Its fuselage had been redesigned with several aerodynamic improvements. It also had improved avionics, as well as more modern fi re control and navigation systems. Most MiG-23s underwent a modernisation programme during the 1980s, which further improved aerodynamics, avionics, weapons systems and countermeasures.

Russian MiG-27

MiG-27 Although the MiG-23 was initially intended to serve as an air superiority fighter, Mikoyan worked on a line of ground attack variants, developed alongside with fighter variants. Th is resulted in the MiG-23 ‘B’ and ‘BN’, which could be recognised by their smaller, sloped noses. Th is appearance was due to the lack of a radar in ground attack variants. Development of these aircraft led to the ‘BM’ variant, which was improved to the point that it was given a completely new type designation, the MiG-27. The new aircraft completed its maiden fl ight in November 1972. Unlike the MiG-23, which was armed with a two-barrel 23 mm cannon, the MiG-27 had a six-barrel 30 mm cannon, which could fi re at a rate of 5 000 rounds per minute. The cannon was an impressive weapon, comparable with the Avenger used by American A-10 Thunderbolts, but its recoil was so intense that it would cause damage to the aircraft from which it was fi red. In an attempt to solve this problem, its rate of fi re was reduced to 4 000 rounds per minute.

Floggers in Combat Over the years, MiG-23s and MiG-27s have served with about forty countries and as a result, the type has seen combat in many of the world’s regional confl icts and wars.

The Soviet Union used its MiGs in combat for the first time in June 1979, when two Iranian Chinook helicopters flew into its airspace. A MiG-23 destroyed one helicopter with air-to-air missiles and the other with cannon fire. The Soviets used MiG-23 fighters and strike aircraft, along with MiG-27s, extensively in combat from 1984 to 1989 during its war in Afghanistan. Earlier, during the 1970s. Libyan MiG-23s saw combat in border disputes with Egypt. In 1980, these aircraft also attacked an American RC-135 reconnaissance aircraft, but retreated when U.S. Navy fighters approached them. About eight years later, two Libyan MiG-23s were shot down by American F-14 Tomcats. In 1982, Syria used its MiG-23s against Israel, with the Israeli Air Force destroying many of its aircraft. The 1980s also saw MiG-23s involved in combat during the Iran-Iraq War. Iraqi MiGs were used successfully against Iranian F-5E Tigers and F-4 Phantoms, but were no match for Iranian F-14 Tomcats. Of course, MiG-23s and MiG-27s saw combat in many other parts of the world in various conflicts. During South Africa’s Border War with Angola, for example, Angolan MiG-23s tangled with South African Mirages on several occasions resulting in a number of the MiGs being destroyed by surface-to-air missiles and anti-aircraft artillery.

Specifications

Max. speed: Service ceiling: Wingspan: Length: Height: Empty weight: Max. take-off weight:

MiG-23ML Mach 2.3 61 000 ft 7.8 - 14 m 16.7 m 4.8 m 10 200 kg 17 800 kg

MiG-27M Mach 1.8 51 000 ft 7.8 - 14 m 17.1 m 5m 11 900 kg 20 500 kg

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Mikoyan Gurevich MiG-23ML (Flogger B) of the Angolan Air Force

Mikoyan Gurevich MiG-27L (Flogger J) of No.9 ‘Wolfpack Squadron’ , Indian Air Force

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A brief history into the Lockheed Corporation: Th ree Loughead brothers, Allan, Malcolm and Victor had a keen interest in early aviation and became involved in the building and repair of early aircraft. The brothers founded the Loughead Aircraft Manufacturing Company that folded in 1921; Malcolm left aviation and formed the Lockheed Hydraulic Brake Company. Lockheed Aircraft Company came into being in 1926 (the name changed because Loughead is pronounced ‘log head’ - not good for confidence) the current spelling Lockheed was legally used at this time. The company became a division of the Detroit Aircraft Corporation in 1929 with the name changing to Lockheed Aircraft Corporation.

The brothers left the company in the early 1930s. In the mid-thirties a brilliant young aeronautical engineer joined the company, his name was Clarence ‘Kelly’ Johnson who was responsible for several outstanding aircraft including the photographic and reconnaissance U-2 and the amazing YF-12/SR71 Blackbird that was produced by Lockheed’s skunk works. In 1977 the company name was again changed to the Lockheed Corporation. Shortly before his death in 1969 Allan Loughead became a part time consultant for the company. Many of Lockheed aircraft were named after celestial bodies such as Orion, Neptune, Constellation, Shooting Star, Tristar and Galaxy.

The Constellation or ‘Connie’ as it fondly became known as was amongst the world’s earliest pressurised airliners and its beginning dates back to the early 1940s. At that time the Connie was the world’s most advanced airliner, boasting hydraulically boosted fl ight controls, tricycle landing gear and fowler trailing edge flaps. Cabin

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pressurisation allowed a cabin altitude of 2,440m to be maintained at a cruising altitude of 6,095m. The Constellations were offered with three 18 cylinder radial engine versions, the Wright Double Cyclone R-3350, Pratt and Whitney’s Double Wasp R-2800 and the Bristol Centaurus sleeve valve engine. However, only the Wright engine was ever selected. The four Wright Double Cyclone R-3350-35 18 cylinder radial air-cooled power-plants developed 1,640 Kw that turned three blade hydromantic or electric controlled propellers enabling the Model 049 Constellation to cruise at 442 kph with a maximum range of 3,685 km depending on the payload.

The wingspan was 37.5 m and the length was 29m at a maximum weight of 39,122 kg. Before the war Trans World Airlines and Pan American each placed orders for 40 airliners to attract passengers for the proposed fastest non-stop coast-to-coast airliner.

The United States entered the war before the prototype was completed; the military needed fast long range transports to support its distant war fronts and took over the civilian order.

Lockheed also received orders for more than 300 military transports from the military and put the 049 Constellation into production as the C-69 and C-121. The fi rst fl ight of the prototype Connie NX25600 was on 9 January 1943. It received the military tail number 43-10309 and was fi nished in military camoufl age; the type had the military designation of C-69-LO. At one stage the prototype tested the P&W R-2800 engines as an optional choice, but as there was no interest, the Wright Cyclones were refitted.

The prototype Constellation was later sold to Hughes Aircraft. At the end of the war fi fteen C-69s were delivered to the USAAF, 12

were sold and the remaining military orders were cancelled. The fi rst commercial Constellation service was operated by Pan American on 3 February 1946 flying from New York to Bermuda.

The next Constellation model was the 649; the major difference was the increased power of the R-3350-18 BD-1 engines that produced 1,864 kW each. Th is allowed an increase in payload. The 649 model was also the fi rst Constellation that could be fitted with a ventral a pannier under the fuselage centre section named speed pack (similar to the Cessna 208 and 210) that could carry up to 3,700 kg of freight. The model 649A that followed had an increased fuel capacity that improved the range. The next version was the popular Model 749 series. The military version became known as the C-121A and B. The model 749A was developed for long-range operations and differed from the 749 by having strengthened wing and landing gear structure to increase the take-off weight to 48,534 kg, a cruising speed of 526 kph with a range of up to 6,000 km depending on the payload. A maximum of 81 passengers could be carried; two hundred and thirty three Lockheed Constellations were delivered to military and commercial operators. After being withdrawn from service and stored, 6 C-121A examples were bought by a commercial operator who converted them into agricultural sprayers. It must have quite something to watch them in operation.

Lockheed was experiencing intense competition from the Douglas DC-6/C-118 series transports, particularly in the form of the passenger carrying DC-6B. Lockheed bought back the prototype in the mid-fi fties and was again used as a test aircraft, the new registration was NX67900. Lockheed stretched the standard prototype Constellation by splicing in fuselage sections fore and aft of the wing, increasing the length from 29 to 34.6 metres. The new member of the Constellation family became known commercially as the Model L-1049 Super Constellation, its military counterparts were allocated the R7 series for the US Navy and the C-121C series for the US Air Force. The Model 1049 prototype fi rst flew on the 13 October 1950, twenty four Model 1049 airliners followed, they differed from the earlier models by having rectangular cabin windows, the fuselage and outer wing panels were also strengthened, they were powered by four 2,013 kW Wright Double Cyclone R-3350 CA-1 engines.

The prototype was later used to test 2,270 litre wing tip tanks for the Super 104G model, radar installations for airborne early warning aircraft and at one stage had an Allison 501 Turbo prop engine fitted on number 1 engine position for evaluation for Lockheed Orion patrol aircraft. The Model 1049A was designated by Lockheed for military WV-2 and RC-121D airborne early warning versions, the 1049B was the model number for the US Navy R7V-1 and US Air Force RC-121C and were powered by the Wright R3350 Turbo Compound engines. The 1049C and later models were powered by Wright 18 cylinder Turbo Compound Cyclone R-3350 TCEA engines that delivered up to 2,535 kW; the extra power was obtained by using engine exhaust gas from three sets of six cylinders being piped to three turbines geared to the rear of the crankshaft by a fluid coupling. These engines provided increased performance, allowing higher maximum take-off weights, payloads and range to be increased. Four Combi 1049D Super Constellations were built for Seaboard & Western Airlines, differing from the previous models by having side cargo doors fitted forward and aft of the wings on the port side. The floor was also strengthened. The aircraft had increased take-off and landing weights, could carry 18 tons of freight or up to 104 passengers.

The model 1049E with the increased operating weights of the D model were produced with Qantas being the main customer. The 1049F was Lockheed’s designation for US Air Force C-121C passenger / freight transports. The next version was the 1049G, fondly known as the Super Gs; some 87 of these graceful airliners were built and were powered by up-rated Turbo Cyclone engines providing 2,535 kW and increased maximum take-off weights. The wing tip fuel tanks gave the airliner a distinctive look and the maximum range was increased to 6,660 km the cruising speed was 491 kph. The US Navy and Air Force operated various models of Constellations and Super Constellations in roles as personnel and cargo , AEW, hurricane hunters, flying test beds and even as the presidential carrier. The US August 2015

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Navy ordered four R7V-2 (model 1249A) aircraft, these were 1049s that were modified for four P&W YT34-P-12A turboprop engines driving three blade propellers, the last of these aircraft were leased

by Lockheed to serve as a test bed for the Allison 501 turboprops that were to be fitted for the Electra and later the C-130 family. A total of 579 Super Constellations were built.

The odd US Navy WV-2 early warning aircraft were amongst the various US military aircraft seen at Jan Smuts airport in the early 1960s, the WV-2 derived from the Super Constellation had large radomes fitted on top and below of the fuselage. The aircraft were probably used for tracking space vehicles down range from the Kennedy space centre.

The fi nal version of the Connie was the L1649A Starliner. Th is was to be Lockheed’s last piston engine airliner and was designed to enable the airliner to fly non-stop across the Atlantic. TWA asked Lockheed to develop the Super Constellation to complete with the Douglas DC-7C. The fuselage was increased by 0.8 metres, the wing was redesigned and was increased by 8.7 metres and the thickness reduced, this increased the fuel capacity to 36,300 litres.

To reduce the noise level in the cabin the engines were moved 1.6 metres further outboard and the propeller diameter was increased with a reduction in propeller speed. The maximum weight was 72,575 kg the maximum range with reduced payload was 9,945 km and a cruising speed of 467 kph. TWA operated a non-stop service from Los Angeles to London with an elapsed time of 19 hours and 10 minutes; the return service from London to San Francisco took 21 hours. Sadly the jet era was close behind and these graceful airliners could no longer complete with the faster de Havilland Comet, Boeing 707 and Douglas DC-8 jetliners and they were soon relegated to less popular routes, low cost operators or converted into freighters.

South Africa also had the privilege of seeing these airliners plying their trade across our vast continent, some of them finding their final resting place on the continent. South African Airways operated its four 749A Constellations from May 1950 to 1960, using them on the Springbok service to Europe and locally, the airliners

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gave sterling service. When the early Comets were grounded after a series of incidents, the Connies stepped in to fi ll the breech to fly both SAA and BOAC services on the European services. The airliners were registered ZS-DBS to ZS-DBU and were named after the four major cities in South Africa. The airliners were sold to British company Aviation Charter Enterprises between 1964 and 1965 and registered G-ASYS to G-ASYU and G-ASYF. After a short service all the airliners were scrapped.

The other South African operator was Trek Airways which leased ZS-DBS and ZS-DBT from SAA to fly charter services from South Africa to Luxembourg. The airliners were returned to SAA in 1963. Trek also bought 2 L-1649A Super Star Constellations from Lufthansa in 1964. These aircraft had the range to fly around the bulge at the time of the Africa overflying ban imposed on South Africa. ZS-DTM was registered in February 1964 before moving on to Luxair with the registration LX-LGZ two months later, returning to the SA register as ZS-FAB in 1967 and was later scrapped at Jan Smut Airport a couple of years later. The other Super Star Connie was registered ZS-DVJ in 1964, later going to Luxembourg with the registration LX-LGX in 1967, probably to beat the overfly ban. The airliner returned to the South African register as ZS-DVJ in 1968 before being withdrawn from use in 1970. It was later sold to Limpopo Klein Kariba resort owner and flown to a makeshift runway at the resort. Donated to the SAA Museum Society and restored to display condition and is currently being moved to the museum at Rand Airport. The only Lockheed L-1049G was ZS-FAA when it appeared briefly on the South African register between May and July 1967; Th is airliner belonged to Afro-Continental Airways and registered VP-WAW, the aircraft was later displayed at the Charles Prince Airport in Harare. A total of 856 Lockheed Constellations of all models were built.

The biggest Constellation disaster occurred on 15 March 1962 when a Flying Tiger 1049H exploded and crashed into the sea between Guam and the Philippines with the loss of 107 lives. Africa also took its toll of old Connies when several either crashed or were bombed during the Biafra war in Nigeria and other losses were due to smuggling in South America.

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Nelspruit municipal airport was founded in 1949 and has expanded its operations in the past few years with a significant number of aircraft maintenance organisations (AMOs), fi refighting organisations as well as the Lowveld Aero Club. The airfield also has a fully licenced restaurant that looks over the most beautiful scenery. Recently, a number of hangars have been built for private aircraft owners as well as thriving aviation businesses. The training market has expanded with both PPL and NPL training offered by the Lowveld Aero Club.

minute fl ip to a full day package. Charters from KMI Airport to rural destinations for international visitors have also been part of the success of this industry.

The return of the famous Lowveld airshow to the South African calendar over the weekend of 22 and 23 May was welcomed as the local organisers and Kishugu in particular staged a very successful airshow at the Nelspruit airfield.

Kruger Mpumalanga International Airport

The opinion of local businesses at Nelspruit airport is that the opening of KMI has not adversely affected the operators and maintenance companies at the airport and that over the past ten years business has always been part of the culture of Nelspruit Airport. A large number of private companies operate reasonable sized aircraft from Nelspruit. The ever growing national and international tourism industry in the Lowveld has resulted in a vibrant private charter industry. A significant number of operators, especially helicopter charters are kept busy. Fresh ideas and economical packages to the Blyde River Canyon, God’s Window and a number of waterfall tours have been a huge success. These packages range from a 45

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KMIA is an ICAO approved International Airport that is gateway to Mpumalanga, with a runway of 3100m x 60m, that can accommodate Boeing and Airbus airliners. The airport is the holder of a Fire and Rescue Category 8 international aerodrome licence. The airport also offers the potential for the development of large airlinecargo handling and it is expected that cargo could easily outstrip passenger volumes in the near future. Since opening its doors for business, the airport has grown significantly as passenger fl ights have increased. Today KMIA is a household name in Mpumalanga with brand awareness continuing its focus on domestic and international

customers. Existing tenants are all highly respected businesses having branches in other major domestic and international airports.

Group 2: Teledyne Continental – TIO-, TSIO-, LTSIO-, GTSIO-360, -470, -520 & -550 Series.

Group 5: Pratt & Whitney – PT6A-114/114A Series, PT6A-21 Series, PT6A-42 Series Contact: Tel: 013 007 0042 AMO 1185 Rudi: 082 459 6365 e-mail: rudi.jacobs@yahoo.com Jakes: 078 457 4821 e-mail: jakes.airg2000@yahoo.com Aircraft Maintenance International AMO1280

Over the past year the airport has experienced an increasing number of international charter airlines visiting KMIA, whilst domestic passenger volumes show a steady rise mainly from the other major domestic airports, namely Cape Town, Durban, Johannesburg and Lanseria. KMIA presently handles 32 scheduled and an average of 21 non-scheduled movements daily, with an approximately 22 000 feet moving through the terminal building each month. New airlines are showing an increasing interest to fly to KMIA, while existing ones are looking at expanding their present schedules to accommodate passenger demands.

Aircraft Maintenance International has a dual footprint. Based both at Wonderboom’s Hangar 5 and Nelspruit Hangars A7, 8 and 9, they are involved in the scheduled and unscheduled maintenance of single/ twin piston aircraft, turbine aircraft, business jets and rotorcraft.

Air G 2000 Th is Company has operated from Nelspruit Airfield since 2011 and is based in Hanger RJH 11. It is an Aircraft Maintenance Organisation (AMO) registered in South Africa and Mozambique. Air G 200’s vision is to be the best AMO in South Africa and Africa regarding all major and minor maintenance of all aircraft weighing 5700kg and less. It also undertakes recoveries and snags anywhere in Africa.

AMI carries full Mozambican, Swaziland and Zambian Civil Aviation Authority approval and is quickly becoming southern

AMO category rating: A, B and C: A : Cessna 150, A150, 152, A152, 172 Series, 177 Series, 180 Series, 182 Skylane, 200, 206, 210 Series, 208 Series, 400 Series, Caravan 208 Series, 310, 401, 402 and 404 Series: Cessna 421 Series: Beechcraft 33, 35 and 36 Series, 55-58 Series, King Air 200: Britten Norman BN-2A/B Islander: Gippsland GA8: Piper P-28 Series, PA-32 Cherokee six Series, PA-34 Seneca, PA-38 Tomahawk Non Type: Foxbat Series, Virus SW 100, Vans Aircraft RV-6, RV-7, RV-8, RV-9, RV-10, Bushbaby and Jabiru types.

B: All as per category A C: Group 1: Teledyne Continental – O-200, O-300, E, O- and IO-360, -470, -520, -550 Series: Lycoming : O-145, O-235 Series, O-, IO-, AEIO-, VO-, IVO-, HO-, GSO- & HIO-320 , -360, -480, -540 Series: GTSIO-520: Rotax – 912 Series.

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Africa’s one-stop maintenance organisation. Furthermore, they have in-house FAA airframe and power plant and inspection authorisation approved personnel for maintenance and annual inspections on US-registered aircraft based throughout Africa.

The Nelspruit facility carries out heavy structural repairs and maintenance, including insurance work and recoveries. Other services include SID and aging aircraft control, piston engine overhaul, major structural repairs, refurbishment, group 7 & 9 rotorcraft maintenance, fi xed wing and rotorcraft sales.

With AMEs licensed on over 300 different aircraft types, their client base varies widely from corporates such as MCC Aviation and Steval Engineering, to commercial operators and private individuals. Helicopter owners take note that AMI has in-house AME’s licensed on all group 7 and 9 rotorcraft which includes Robinson, Bell, Hughes, Aerospatiale, Augusta, Enstrom, Eurocopter, Sikorsky & MIL helicopters.

Kishugu Aviation (Working on Fire) Kishugu believes in the power of the collective.

The Kishugu Group is about breaking ground in pursuit of discovering innovative solutions and empowering others, aiming to make a social, economic and environmental impact beyond expectations and borders.

Kishugu - the Swahili word for an anthill – is built on 30 years of proven successes as a diversified Integrated Fire Management (IFM) company. It was internationally acknowledged as the implementers of the award-winning South African Government’s Working on Fire (WoF) programme for over a decade.

Contact AMI Wonderboom Tel: +27 82 497 4687 e-mail: wb@aminternational.co.za Nelspruit Tel: +27 82 787 0415 e-mail: ns@aminternational.co.za CessZani Aviation Based at Nelspruit, CessZani Aviation is an owner operated air charter company which opened its doors in June 2010. It offers bush lodge transfer fl ights in a Cessna 206 from KMI and Hoedspruit Airports to the game lodges in the area. It has a number of packages that include the Blyde Blower and Fly and Ride. The Blyde Blower is a scenic fl ight in a helicopter over some of the spectacular waterfalls in the area and tourist attractions en route. The Fly and Ride is offered from any runway in the area to Kaapsehoop Horse Trails for an out ride on the Drakensberg escarpment with the possibility of seeing the wild horses.

In addition, CessZani has aircraft available for ad hoc charters to most destinations in Southern Africa. Aircraft available are: smaller twins such as the Piper Seneca and the Beechcraft Baron to larger twins such as the Cessna 402 and King Air 200.

Kishugu is the largest private supplier of Integrated Fire Management Services (IFMS) in the world, operating in several countries across four continents where it currently employs more than 7 000 people and benefits more than 50 000 people. For the greater good means that Kishugu offers innovative expertise and physical and human resources to make a difference in local and global communities. With its international experience and strategic approach to Integrated Fire Management (IFM), Kishugu offers a wide range of related products and services to WoF provided by 12 aligned divisions such as aviation, fleet, manufacturing and sales and training, to mention a few.

Contact Tel: +27 13 741 4651/013 741 4650: A/H Cell: +27 82 893 5743 E-mail: cindy@flyingafrica.co.za Hangar E1, Nelspruit Airport Hover Dynamics Nelspruit Situated in hangar 6 Hover Dynamics is a turnkey aviation solution centre coming from a rotary wing background delivering a safe, economical and reliable helicopter service for all aviation needs.

Its business has consistently grown from being an authorised Robinson dealer to include helicopter fl ight training, maintenance, charter packages as well as personalised charters, industrial and mining support, aircraft sales, both new and pre owned. Hover Dynamics operates a rotary wing training organisation in both the ‘High Veld’ (Johannesburg) and the ‘Lowveld’ (Nelspruit). With the combination of high and low altitude training, students have a fantastic understanding of the performance relationship between lift and density altitude.

Contact Philip Cope 079 886 6851 e-mail: info@hover.co.za Website: www.hover.co.za

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Kishugu manufactures and supplies most of the clothing, tools and equipment needed to provide this integrated service. WoF South Africa that is implemented by Kishugu, is one of the most successful job creation and skills development programmes in the history of the country.

WoF is funded by the Department of Environmental Affairs that forms part of the Expanded Public Works Programme (EPWP) and Natural Resource Management (NRP).

WoF has grown from its humble origins involving 25 teams (850 employees) in September 2003 to its current force spread across 200 bases in all the provinces of South Africa. The company manages fi re in more than 1,4 million ha of plantation in Chile, South America. IFMS include fi re awareness and prevention (fuel load reduction, alien plant control and prescribed burning), fi re protection, fi re detection (by our teams, satellites and camera systems), dispatch and coordination and suppression; through initial attack and expanded attack.

best safety records in the world. We have highly skilled pilots in our operations and we are ready for the fire season that is in full swing.”

Kishugu Aviation fought 3,133 fi res in the past year throughout the country and 4,451 flying hours were spent to contain these fi res.

A total number of 160 WoF teams were dispatched on these fires.

Whereas with commercial pilots that take-off and land once during a fl ight, our pilots take-off and land every 10 minutes to save the environment and protect human life.

Contact Tel: +27 13 741 6400 Website: www.kishugu.com

Kishugu’s international expansion strategy is focused on all areas of high fi re risk and areas where related industries can use our core services. In addition, the company is committed to and focused on the effective early detection of fire in areas that the company manage and as such have introduced state of the art camera detection systems in high-risk areas. Research shows the system is currently the most effective in the world and is one of the key building blocks for risk mitigation and prevention of large scale fire damage occurring. It’s strength lies in teamwork and the company actively invests in people, who in turn make a difference in the world, while upholding high environmental and ethical standards.

Leading Edge Aviation Leading Edge Aviation CC, AMO 261, opened business in 1996 initially as a refurbishment centre. Over time the business has grown to incorporate maintenance and operation of two Bell UH1H helicopters.

Safety and training regarding aerial fi refighting operations is a high priority for the organisation. According to Kishugu’s CEO Johan Heine, “aerial fi refighting internationally is recognized as a high risk activity.

Our pilots fight fi res in inherently dangerous conditions, with high winds, low visibility and close to terrain and in mountainous areas.

Therefore it is extremely important to prepare them mentally and physically for each fi re season. We are proud that we have one of the

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The company supplies parts for this helicopter and is agents for Nebraska Gas Turbine USA who overhaul the Honeywell Lycoming T53 engine. In addition Leading Edge is the agent for Tamarack Helicopters Inc, USA who carry out service exchange and component overhauls on Bell 205 A1, Bell 212 and UH-1H helicopters. Leading Edge Aviation are distributors of Van Horn Aviation blades for the UH-1H series. The company is the official Southern African agent for Lear Chemicals Canada and import and distribute ACF-50 an aviation approved anti-corrosion liquid.

The upholstery division undertakes complete strip down and leather re-upholstery of aircraft seats, wool carpets, roof lining and combination side panels manufactured to client needs. The sheet metal and repair division is approved for aircraft rebuilding.

Contact Mark Jackson Tel: +27 (0)13 741 3654 E-mail: mark@fi reforce.co.za Website: www.leadingedgeaviation.co.za Leading Edge Helicopters CC Maintenance on: Bell 206 Jet Ranger and Long Ranger, Bell 407, Bell 222 and Bell 205 UH-1H also Robinson R22, R44 & R66.

The company also caters for re-builds on the Bell models. It also carries a Category B (component overhaul) licence for the Bell 206 Jet Ranger and Long Ranger. They are also the suppliers of AMP Power Auxiliary Power Units. We currently also carry a Mozambique DCA approval.

Lowveld Aero Club The club was established in 1956 as a social flying club where aviation enthusiasts can socialise whilst living their dreams and enjoying aviation to the full. Club members are a passionate, warm hearted aviation family making the best of every opportunity to add a little sunshine in everybody’s day.

Cheerful social evenings at the club house vary from braais to theme parties and provide members the opportunity to relax and unwind whilst surrounded by the picturesque South African Lowveld scenery and breath taking sunsets. Members vary from apprentices to surgeons and the Lowveld Aero Club offers them great opportunities in a warm and friendly environment.

The Lowveld Aero Club Flight Training Academy is open five days a week and offers fl ight training for NPL,PPL,CPL,NPL as well as Instructors’ Training, Night Rating, Pilot Ground School, SA CAA online examination facilities, Restricted Radio Licences, English Language Proficiency tests, Flight Simulator Training and Trainer Aircraft Rental.

Contact Ryan Vermooten Hangar H1 Tel: + 27 (0) 13 741 5582 E-mail: tasha@leheli.co.za AMO 1184

Pilot training is undertaken by professional and experienced Flight Training Instructors and flying lessons are offered on a one-on-one basis to ensure maximum training quality, peace of mind and value for money. In addition, foreign students are also trained and type converted at the Training Academy. The school operates a Cessna 172 as well as a Cessna 150. A number of pilots who have earned their wings here have gone on to fly for SAA and a number of major South-African charter companies.

Contact: Brian Monthe Tel: 013 741 3636 Cell 078 761 2035 E-mail: flylac@myconnection.co.za Website:www.lowveldaeroclub.co.za Lowveld Aircraft Services CC (AMO 56) As a general aircraft maintenance company Lowveld Aircraft Services CC is an organisation that services and maintains all types of light fi xed wing aircraft.

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It has more than 30 years of experience and has pride in the fact that personal attention is given to its customers’ aircraft. Lowveld Aircraft Services is also an authorised service centre for ROTAX aircraft engines.

Contact Gary Vincent Tel: (013) 741 2844 or e-mail: mwlas@iafrica.com Micro Aviation

North East Avionics CC Since opening its doors for the first time in 1996, North East Avionics has established itself as one of the leading Avionics’ Service and Installation facilities in South Africa. The Nelspruit Airfield operation is housed in a modern 950 square metre maintenance facility and hangar well equipped to undertake any large or small upgrade project. All work, from the original design and installation to the manufacture, the painting and engraving of new instrument panels is undertaken completely in house.

Based just outside of Nelspruit Micro Aviation S.A. (M-628 and AMO-1316) is the manufacturer of the very popular low cost Bat Hawk light surveillance aircraft that has now been Part 24 Type approved by SA CAA. There are over 70 Bathawks flying around the world most of which are in southern Africa.

We also maintain and repair Bantam microlight aircraft that were originally imported from New Zealand when the business in 2003. Micro Aviation is the African approved agent for the very successful and reliable Camit range of aviation engines and spares.

Micro Aviation is also the S.A. agent for Peek Aircraft Polishing compounds. We are certified to maintain and repair Rotax, Camit, Honda/Viking and Jabiru engines. We maintain and service our aircraft throughout Southern Africa and have a flying maintenance technician ready to help at a moment’s notice.

We have 14 employees in our manufacturing and maintenance sections, one AME, four AP’s, two apprentices and seven labourers.

Micro Aviation in conjunction with their Chinese partners are busy establishing a factory in China to manufacture and distribute Bat Hawk aircraft to the eastern side of the world. Micro Aviation S.A. is currently exporting aircraft to Mozambique, Zambia, Botswana, Swaziland, Zimbabwe, Malawi, Namibia, Tanzania, Australia, China and Ireland and are presently in discussions with prospective agent / distributors / manufacturers in the USA. Contact: Andrew Pappas +27 82 338 9848 or Terry Pappas +27 82 828 6706 E-mail: info@bathawk.co.za Website: www.bathawk.co.za

Customers throughout the Southern and East African region have come to rely on the more than 30 years of experience offered

by North East Avionics and the company continues to meet the needs of these customers in a very fast moving, technology driven industry. Avionics’ installations have become far more complex in recent years, and upgrades to the equipment involve a lot more than the traditional NAV/COMM systems of years gone by. North East Avionics prides itself on keeping abreast of these dynamic changes.

North East Avionics is a factory approved distributor for most major avionics manufacturers including Garmin, L-3 Communications, Avidyne, Shadin, JPI, Electronics International, Insight, Sandel and David Clark.

Contact: Keith or Jenny Tel: 013 741 2986 Cell: 083 442 9948 e-mail: jenny@northeastavionics.co.za Sahara African Aviation Founded by Trevor Brotherton who is passionate about aviation, Sahara African Aviation (Pty) Limited was established in 2007 and is a world class aircraft leasing company with numerous Embraer 120ERs operating for international airlines, mining, oil and gas industries and other significant corporations. Focusing primarily on aircraft leasing, in addition to non-schedule air charter services, Sarah African Aviation has established itself as a trusted expert in aviation for a number of growing organisations primarily on the African Continent and Middle East.

Mpumalanga EMS Mpumalanga EMS also operates from a very well-maintained hangar at the airfield and operates a Bell 407 fitted with state of the art medical equipment as well as qualified medical staff.

Th is is a non-profit service by the Mpumalanga Government to ensure victims with serious injuries or life threatening conditions are flown from anywhere in the province to the nearest medical facility for attention.

Contact A.J. Dreyer 082 440 0802

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Sahara African Aviation is based at Hangar 3, Kruger Mpumalanga International Airport (KMIA), Nelspruit, South Africa, conveniently situated to accommodate diverse business interests in game lodges, commercial property, hotels, retail facilities to mention, but a few. Its maintenance facility is also based at KMIA, but the company also has operating bases at Lanseria International Airport, Johannesburg and numerous other bases in other parts of the African Continent.

Contact: Tel: +27 (0)13 750 0267 Trevor Brotherton 083 305 4508 or Shirley Meyer 082 659 2981 e-mail: info@flysahara.co.za Website: www.flysahara.co.za South African Police Services Air Wing Nelspruit Most aviators would agree that police pilots have a much more exciting job than the most other civilian aviation industry pilots.

Police pilots work in shifts and are kept on standby during night and day. The South African Police Air Wing operates a variety of aircraft including fi xed-wing aircraft as well as helicopters that are based at airports around the country. They are used in many policing operations such as crime prevention, vehicle tracking and

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pursuit, dagga plantation spraying, crowd control and monitoring, VIP transport and even search and rescue operations.

Tel: (013) 741-1231 Sunrise Aviation Established in 1997, Sunrise Aviation has a customer orientated approach offering a personal service to the corporate, tourist and contract market. Owner and chief pilot Mike Pingo has over 16 000 hours of helicopter fl ight time. The company operates from hangar H3, on the main helicopter pad and has been flying in the Lowveld and Mozambique area for the past 25 years. Sunrise Aviation operates two Bell Jet Ranger helicopters, which each carry four passengers. Sunrise Aviation offers a variety of affordable helicopter fl ight options, offering the tourist an opportunity of experiencing the beauty of the South African Eastern Highlands, high mountain cliffs, cascading waterfalls and the wild African bushveld: • Helicopter Transfers can be arranged from Kruger International Airport, located on the outskirts of Nelspruit to mountain and game lodges or between lodges • Mountain picnics and scenic trips from anywhere in the Mpumalanga and Lowveld areas • These fl ights include a sightseeing fl ight over the Blyde Canyon and surrounding waterfalls, with a stop on top of the escarpment to take in a panoramic view over the Lowveld • Aerial photography • Game census / aerial game auditing • Sunrise Aviation is a leader in the use of computerised counting for over 20 years.

• Corporate or VIP Charter – tailor-made to suit one’s timetable.

Contact Mike Pingo Tel: 013 7449254 Cell: 083 625 6991 E-mail: sunavian@mweb.co.za Website: www.sunrisehelicopters.co.za AOC # 08805 licence # N555D and G556D

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Finals - Corfu

Monday 4 May 2015 – Leg 1 from Tedderfield to Polokwane 1.5 hours.

Today Pierre Van Wetter and I eventually took off from Tedderfield to Brussels in the Sonaca Sling. Pierre is a Belgian aeronautical engineer, has a PPL and works for Sonaca, the SocieteNationale de Construction Aerospatiale SA. Sonaca has a 90 year aviation pedigree, manufactures components for Airbus, Dassault and Embraer and is now developing a certified light aircraft with The Airplane Factory.

So far we are three days behind schedule, but the SA CAA helped by giving us a special fl ight permit allowing us to fly at night, though only from Tedderfield to Polokwane. However, since we only took off twenty minutes before sunset it did turn into a small blessing.

Mike, Sean, Andrew and Lloyd flew out in formation with us to Midrand, until the sun set and a full moon rose to our right. As

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we passed over the SA CAA offices I cursed at the refusal to issue a night authority to fly (ATF), but then I let it go, accepting that there are some mysteries that are just not meant to be solved. Our take-off was not totally standard. With fourteen hours of fuel on board we had to be careful taking off on runway 29 at Tedderfield.

Fortunately we cleared the power lines on the R550 with a good 20 feet to spare.

Tuesday 5 May 2015 – leg 2 – Polokwane to Dar es Salaam – 10 hours.

The moon was setting behind the Polokwane tower as we left, but the weather was very good, at least until we got pretty close to Dar es Salaam. It only took 10 hours, because we flew at 9 500 feet most of the distance. It turns out the Whirlwind propeller is about 10 knots faster than a Warpdrive and the Rotax 914 works better at altitude, so we cruised along at 135 knots, burning just less than 25 litres an

Pierre readying himself

We’re going there

hour. Three hundred miles out of Dar es Salaam we had to descend to dodge some storms, but it meant we were able to see the virgin spaces of southern Tanzania. What a place. (Note to myself – return some day to explore this place – it’s one of the world’s great wildernesses).

Our Indigosat tracker worked like a dream. Not only could the world track our progress, but we could send and receive SMSs all the way. Our weather gurus sitting at their computers kept us informed on a minute by minute basis. Unfortunately it was pouring with rain and it looked like worse was coming, so I doubt we’ll get out of Dar es Salaam for Addis Ababa for some time. We were also stuck in traffic for four hours on the way to Pierre’s brother’s place, so nothing looks likely to happen fast here. Anyhow, this gave us some time to explore Dar es Salaam.

Friday 8 May 2015 – leg 3 – Dar es Salaam to Addis Ababa – just 7 hours.

We arrived in Dar es Salaam at the front of the biggest deluge the area has had in years. Fortunately we were not in a hotel, but Pierre’s luckless sister in law had to put up with us for four days just 48 hours after giving birth. Her son, Remy, kept us entertained with his collection of pets, especially the regular feeding of his python.

Flying in Tanzania seems to be alive and well, but it’s certainly not deregulated. Our attempts to arrange to fly a single circuit (actually to give Pierre’s brother a ride, but ostensibly for a technical test) required

application for an additional overflight permit and payment of a US$100 fee, so we decided to abandon this flight. Tanzanians have to be pretty innovative. The rainwater run-off required motorcyclists to stand on their bikes and businessmen to be wheeled across the street in wheelbarrows to keep their suits dry. Not really ideal flying weather. Still, we left early that morning with 430 litres (17 hours) of Avgas on board; apparently cheaper in Dar es Salaam, so we reckoned we may as well fill up. Zanzibar passed under the wing with some squalls out to the right, but we made good time with a 20 knot tailwind. The weather looked better to the west and we could see Kilimanjaro topped with ice in the distance.

Towards Addis Ababa things became more difficult. Pierre and I had some slight differences of opinion on routing as we discovered that the mountains to the south of Dar es Salaam are 13 000 foot high. Quite quickly we could see on the Garmin G3X that the highest clouds followed the highest mountains.

Eventually we had to descend from 16 000 feet between towering cumulous and we were fortunate to be able to follow a valley up to Addis Ababa, sneaking beneath the clouds. The autopilot worked like a dream and with the EFIS, a Garmin 495 stuck to the perspex and Pierre’s iPod with a 30 day trial version of Jeppesen Flitestar, we were sitting at the crossroads of some of the most potent navigational equipment available. Flight planning took all of 15 minutes with a cut price edition of Pocket FMS on my laptop.

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Finals - Khartoum After arrival at Bole (Addis Ababa) things became a bit frustrating. We tried to outwit the handlers who demanded USD350 for a lift to the Terminal building, but after an hour sitting on the wing in the drizzle we realised that there is a time to negotiate and a time to be humble. Worse news is that there is no Avgas at Bole and the authorities simply would not allow any petrol through the terminal building to the f light side. We started holding our breaths, but it didn’t work. Apparently Ethiopia has a great aviation reputation and its success in that area is intimately linked to making it almost impossible for backpacker pilots like us to get through ‘cheap and dirty.’

African coastline

Saturday 9 May 2015 – Leg 4 –Addis Ababa to Khartoum (change of route) – 8 hours. Actually there is avgas in Addis, but it is not at the airport. It costs US$ 5 a litre, can only be bought in batches of 200 litres and it is collectible only on week days. Luckily the Sudan is an Islamic country (weekends on Thursdays and Fridays) and Khartoum was only nine f lying hours away. So at 20h00 we decided to change our route. Michelle of f light permits called and had it sorted within a half hour of the decision. At something like R350 per f light permission it’s not bad for service at any time of the day or night.

St Tropez yacht mole Perfectly ordered French countryside

Some of the Team

We paid our USD350 Khartoum handling fee and after one false start hit the sky. It turned out that f light plans out of Ethiopia must be filed at the briefing office at the airport, not telephoned through from Johannesburg. The weather wasn’t great, but Pierre thought the cloud looked a little bluer a few degrees off to the left of track than straight ahead. In Ethiopia it is common knowledge that you can’t f ly anywhere without diverting for weather and mountains that are only 15 000 feet high to the north of Addis Ababa.

After four hours at 18 000 feet and with nowhere VFR to go, our synthetic vision showed we were at the northern edge of the highlands. We descended through a gap over the last mountain ridge and slipped into Khartoum like a couple of kids on a roller coaster.

Monday 11 May – Leg 5 –Khartoum to Crete – 12 hours.

Khartoum worked like a dream. It had been our plan to fl y from Addis Ababa to Crete direct (17 hours), but that required an overnight fl ight with lots and lots of fuel. So the Ethiopians did us a favour -Addis to Crete would have been long and hairy, through thick cloud out of Addis and all in the dark. It’s funny how things seem to have a way of working out. The service in Khartoum was pretty good all around. Th e hotel sounded expensive at USD 150 for two, but the handler was insistent: “You pay me direct, not hotel.

If you think it not worth USD 150, you pay me what you think it worth”. It was great and worth every cent. Despite early morning frustrations (running around the Khartoum airport for an hour searching for him before sunrise) our handler really came through. Despite his name Ayatollah Khomeni, he consolidated all payments and gave us a single invoice incorporating everything, including the 100 litres of Mogas he smuggled behind the fl ight line for us in the boot of his courtesy car. It turns out the Ayatollah’s a mensch. No credit cards in Sudan (it’s un-Islamic) -so when we ran out of cash he just said, “Don’t worry, I trust you. You can pay the USD 520 into our bank account when you get to Belgium.”

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The Egyptians aren’t great general aviators and had their own views on the best routing from Khartoum to Crete. Flying into a 60 knot headwind we didn’t fancy too many detours, but the desert below was pristine with the Nile cutting a stripe of verdant green and the Aswan Dam shining in the sun. I had a quiet moment overhead El Alamein, where my grandfather was killed in WW2 and the Mediterranean coastline looked like the border of paradise up against the sulphurous sands of hell.

We found out that Crete doesn’t have any civilian airfields outside of Heraklion, but being the closest part of Europe, it does have its advantages. Souda’s mostly military, but luckily the civilians don’t seem to like the army guys, so they also agreed to sneak in enough Mogas for us to get to Corfu in the morning. We hired a car and stayed in a hotel costing EUR65 right on the beachfront. Not bad.

Tuesday 12 May –leg 6 – Crete to Troyes (France), via Corfu – 13 hours. What a peach of a day - immaculate weather despite light headwinds right across Europe.We had a good start, swimming in the Mediterranean Sea just in front of the hotel. Then we were out of Souda behind a Eurofighter and buzzed a submarine just off the coast. Corfu took us an hour and a half, climbing to 9 000 feet over the Peloponnese. There we bought 375 litres of avgas, four slices of pizza, some sandwiches and some fruit juice. Off we headed for the heel of Italy. Once flying it seemed crazy to route to the north of Rome, so we asked ATC for a route change to the south. “Standby, we check”.

Five minutes later that was cool, so we buzzed past Vesuvius low level, gazed out towards Rome on the right and headed for the Isola Monte Christo, 800 foot over the sea.

Into French airspace just short of Corsica ‘the mountains in the sea’, Pierre took over the radio-work as we gazed out to the snow on Monte Cinto, towering 2 706 metres above the chop. Two hours later we reached the mainland at St Tropez, where we considered a right turn into Cannes; the fi lm festival was in full swing, but we were running very late for a day landing in Troyes.

Against a cloudless sky the snowy Alps rose up under the right wing, ATC nursed us past Grenoble and Lyon as the sun set in a blaze of red, pink and purple. Two hours after sunset ATC had us descend beneath a military zone, just 50 miles short of our destination. We snuck over a rather dark mountain, lost radio contact and found Troyes deserted. Five clicks got the lights on and we discovered we had joined long fi nals for runway 35 fi ve hundred miles back in St Tropez. The landing was a greaser and at 23h30 having put our baby under her blanket we climbed over the locked gate and walked to our hotel.

We were fl attered to fi nd that the hotel reception had already received calls from fans looking for us, but we tucked into some Belgian Blondes before bothering to investigate too closely.

(Blonde beers that is, not women). Apparently the French ATC has a reasonable understanding of human nature, because before dispatching the Air Force to locate us (we failed to close our fl ight plan), they had called a couple of the local hotels and pubs. Fortunately they tried our hotel again and got us just after midnight. A few more beers and some bar snacks down the hatch and we collapsed into bed.

Wednesday 13 May – leg 7 – Troyes to Charleroi (Brussels south) – about an hour. It was great to arrive at our destination to a rousing welcome from more than 300 Sonaca employees. We were given the freedom of the Charleroi International Airport for 15 minutes (between the Ryan Air fl ights) and as we taxied through a hole they had made in the fence between the runway and the Sonaca premises, two fi re engines wet us down.

So the trip’s over. Ten days, seven legs, no visas, 45 hours of f lying, US$4500 spent. One mechanical fault (I melted one brake line by leaving the handbrake on when taxiing in Khartoum – we f lew the remainder of the trip with only a left brake), lots of differing landscapes and no real frights. What a plane! I said my goodbyes before leaving the Sling 2 and headed off to Paris for the weekend.

We made it

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The impressive displays by a French air force pilot in Dassault Aviation’s Rafale, the presentation of Airbus’ A350, A380, A400M, Dassault Aviation’s Falcon 8X and other aircraft delighted the French President and the public from the fi rst to the last day. The French groups’ staff manning the careers plane exhibition and the GIFAS job-training forum provided 70 000 visitors, mainly young people, insight into 19 aeronautical manufacturing careers. Moreover, this job-centred initiative was highly successful in attracting more people to the expanding aviation sector.

The following are some official figures from this year: • Exhibitors: 2,303 (+4% vs 2013) from 48 countries • Visitors: 149,947 Professionals (+7.6%) and 201,637 General Public (+13.6%) • Aircraft: 130 • Official delegations: 296 (91 countries) • Announced orders: $130bn

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Airbus wrap-up The majority announced Airbus sales were for A320 family aircraft, a mix of CEOs and NEOs that comprised 103 fi rm orders and 263 commitments. The order total also included one ACJ319NEO, an executive version of the NEO. However, on the wide-body side, there were no A380 order announcements and only one fi rm A350 XWB order. Saudi Arabian Airlines was announced as launch customer for the new A330-300 Regional. There were not any new orders or commitments for the re-engined A330NEO that was launched in July 2014 at the Farnborough Air Show. Airbus president and CEO Fabrice Bregier told the media that the company had “a very successful Paris Air Show and that the number of orders and commitments was ‘greater than he personally expected.” He said the show confirmed that the market trends were ‘extremely positive’ and that Airbus would meet or over-achieve its goals for 2015. “We are leading this show again in terms of order and commitments,” he said. Airbus has a new A320-family final assembly line facility

Airbus ACJ319NEO

opening in Mobile, Alabama later this year and Bregier is known for keeping a sharp eye on production processes.

and how you do that on time and on budget. That’s critical. It’s about performance right now.”

Boeing orders

It was interesting that the rival OEMs ended the week at a draw on all-new fi rm orders to identified customers announced, with 124 aircraft each. I suspect the focus of the next major airshows; Dubai this year, Singapore and Farnborough in 2016 will continue to be far more on delivering large numbers of airliners rather than on largecheque signing ceremonies.

Boeing Commercial Airplanes secured orders and commitments for 331 aircraft at a list value of $50.2 billion, including a deal for 21 737NGs to an undisclosed customer. Boeing’s Paris total included thirty-six 787s, ten 777Xs, two 777-300ERs, nine 777Fs and twenty 747-8Fs as well as 253 narrowbodies, a mix of 737NGs and 737 MAXs. Boeing Commercial Airplanes VP Marketing, Randy Tinseth was similarly bullish about how the airshow had worked for Boeing and what it meant for the overall market, although he admitted that this Paris was not about the kind of ‘eye popping numbers’ that have been the theme of recent airshows. Still, it had still been a productive week. “Any time you look at a show where you have more than 300 orders and commitments, then that is a very good show,” he said. Tinseth said the 777 was outselling the A3501000 “by about five to one at this point” and that Boeing’s widebody backlog “speaks to our product line and speaks to the fact that we have the better strategy.” Tinseth added, “We are out in front of our competition and we have no plans to relinquish our number one position.” Summing up what he felt the theme of this show had been; with both Airbus and Boeing sitting on record backlogs.

Tinseth said, “Th is show is about how you deliver those airplanes

Airbus Helicopters prepares the future of vertical fl ight • Concept phase launch for its heavy-lift X6 • H160 European debut and launch of fl ight test phase • Order for 28 H175 by Milestone Aviation Group • Creation of H Pilot Club for global community Airbus Helicopters secured orders for 52 rotorcraft during this year’s Paris Air Show with the H175 seeing its largest order to date.

Milestone Aviation Group increased its combined orders and options for this helicopter to 28, taking the order book for the super medium to nearly 100 units. The H175 was designed to meet the oil and gas industry’s most demanding transportation requirements, offering new levels of comfort and cost-efficient operation. Mexican operator Transportes Aéreos Pegaso established a framework agreement

Airbus Helicopters X-6 August 2015

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Qatar A380

Textron AirLand’s Scorpion at Paris Air Show 2015 In its debut appearance at the Paris Air Show the Textron AirLand’s light strike/ISR jet Scorpion generated lots of interest. In part, this was because spectators knew they were looking at a one-of-a-kind aircraft, but also because some may suspect they are looking at the next big jet platform. At just over 44 feet long with a 47 foot 10 inch wingspan, the Scorpion had a smaller silhouette than most of the fighter jets on the tarmac in Le Bourget. But if orders come in from the Pentagon and foreign governments, the Scorpion, which went from the drawing board to a prototype in 24 months, could be providing ground support and reconnaissance to several militaries in short order.

The prototype has now crossed the Atlantic three times, first to make its debut in England at the Royal International Air Tattoo and 558 8

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Farnborough International Air Show in 2014. Then it was back to the US, including its first fly-in in Washington, D.C. The Scorpion recently flew back to Europe from South America, where it was tested by pilots in a country interested in buying multiple jets, but Textron AirLand officials declined to say which country. In addition to Latin America, there is ‘significant interest’ in the Middle East and on the Pacific Rim. Construction on a second conforming aircraft is underway and the modifications to the trimmable tail will allow the twin-engine jet to increase its cruising speed to up to 400 miles per hour. In more than 400 hours of testing, the Scorpion has scored greater than 98 percent readiness and can operate at a cost of under $3,000 per hour, Anderson said. This would represent a fraction of the cost the US has incurred using higher-end fighter such as the F-16 run ground support missions in uncontested skies in Afghanistan and Iraq. The aircraft is designed to get to trouble spots quickly with plenty of ordinance,

Mil Mi-17

to acquire 10 H145s, becoming the fi rst Latin American customer for this four-ton-class twin-engine rotorcraft. The Argentinian Armed Forces signed an MOU for 12 H125 in view of renewing the AS315B Lama fleet of the Air Force and the Army. Commercial news from Asian customers included a PT Dirgantara Indonesia order for two AS365 N3+ Dauphin helicopters for search and rescue missions and a contract signature to overhaul two of Southern Vietnam Helicopters’ (VNHS) AS332 L2s, which will include a new enhanced ground proximity warning system (EGPWS).

To be performed by the Airbus Helicopters customer centre in Malaysia, this work is to begin in the third quarter of 2015. Capturing the headlines at the Paris Air Show was Airbus Helicopters announcement that a two-year X6 concept phase has begun, enabling the assessment of major marketing, architecture and design choices for this twin-engine aircraft, which will be supplemented by a substantial dialogue with customers worldwide to validate the X6’s value creation for their operations.With entry into service anticipated in the 2020s, the X6 initially targets oil and gas missions and also will be well suited for such applications as search and rescue, corporate airlift and VIP transportation. As a member of Airbus Helicopters’ H-generation rotorcraft family, the X6 will build on the design advances from its recently-unveiled H160 medium-lift helicopter.

Viking & Reignwood Group commercial agreement for 50 Twin Otter Series 400 Aircraft Following Transport Canada’s recent announcement that the Series 400 Twin Otter has received Type Certification by the Civil Aviation Administration of China (CAAC), Viking Air Limited of Victoria, BC, Canada and Reignwood Aviation Group of Beijing, China, have entered into an agreement forming a strategic partnership to develop the Chinese market with commercial commitment to purchase up to 50 aircraft to be delivered over the next five years.

At a signing ceremony held at the Paris International Air Show, Viking president & CEO David C. Curtis and Christopher Wang, Executive Director of Reignwood Group, executed a strategic partnership agreement for the purchase of fifty aircraft including exclusive representation rights for the Series 400 Twin Otter in China. Deliveries of Reignwood’s Series 400 Twin Otters will commence in the 4th quarter of 2015, with the fi rst two aircraft configured in regional commuter landplane and amphibious floats.

Turbomeca and HAL forge support partnership

but to manoeuvre at low speeds in order to engage ground targets on the move. Thales announced it has successfully integrated its I-Master radar system into the Scorpion, giving the pilot an array of sensors including Ground Moving Target Indication, Synthetic Aperture Radar and Maritime Moving Target Indication that help identify moving targets at distance over land and sea. The joint exercise shows how flexible the radar is and how easily it can be integrated onto a platform. The combination of I-Master and the Scorpion jet demonstrates a powerful ‘surveillance and strike’ capability. Thales touts its I-Master radar as suited for ISR missions including maritime security, border protection, disaster/humanitarian relief and counter narcotics, capabilities that hint at the platform’s possible use in Latin America.

At the Paris airshow Turbomeca (Safran) and Hindustan Aeronautics Ltd signed a Memorandum of Understanding (MoU) to establish in India a joint venture to support customers in India as well as some others of different countries. Th is joint venture will provide maintenance, repair and overhaul for Turbomeca and HAL engines installed on HAL-produced helicopters. Therefore the engine fleet which will be addressed is the TM333 and Shakti engines. Together, Turbomeca and HAL intend to offer their Indian customers a fi rstclass service, with the goal of optimising engine availability. With a fleet of over 1,000 engines, including 250 TM333 and 250 Shakti, India’s armed forces are the largest operator of Turbomeca-designed engines in the country.

Russian Helicopters at the Paris Air Show Russian Helicopters (part of State Corporation Rostec) took part in the Paris Air Show 2015 showcasing its latest commercial helicopter August 2015

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Air New Zealand ATR 72-600

developments including the heavy Mi-26T2, which went into serial production this May, the medium Ka-32A11BC and the upcoming Mi-171A2.The heavy Mi-26T2 (an upgraded version of the Mi-26T helicopter) boasts unrivalled capabilities. It is equipped with the latest avionics, enabling the number of crew to be cut from five to three crew members and it can be operated at night. The Mi-26T2 does not need special airfield-based maintenance and it meets the latest international aviation construction standards. The new Mi-171A2VIP variant was unveiled at the Paris Air Show. This new Mi-171A2 is performing successfully in the final phase of tests. Built on the basis of the legendary Mi-8/17, which is in operation in over 100 countries worldwide, this is a fundamentally new helicopter. It is equipped with an integrated digital avionics suite. The Mi-171A2 also boasts a modernised fuselage, engine and main rotor system, making it more aerodynamic and delivering enhanced tactical and technical capabilities.

in the country, ATR is preparing to open a commercial branch office in Tokyo.

Another model that occupies a leading position in its class is the Ka-32A11BC. It is in operation in many countries worldwide and is known as an outstanding fi re-fighting helicopter. It is designed for special search-and-rescue, high altitude construction or assembly work, transporting cargo internally or on an external sling, logging, evacuating the sick and injured, complex fi re-fighting operations, in addition to patrols and providing support for special operations.

New ATR operator Bahamas Air will begin replacing its former 50-seat turboprop aircraft fleet with three latest generation ATR 42-600s and two ATR 72-600s, offering more seats and the latest standards of comfort on short routes to neighbouring countries and between the islands of the archipelago.

ATR announced 46 fi rm aircraft orders and 35 options The contract signed with Japan Airlines opens up a new market for ATR and enables it to exceed 1,500 firm orders since the beginning of the programme. The Cebu Pacific contract introduces the ATR 72-600 to the fleet of the Philippine airline whichhas been operating ATRs since 2008. It currently has a fleet of 8 ATR 72-500s. The gradual arrival of the new ATR 72-600s as of the third quarter of 2016 will enable the company to open new routes, to reinforce its main destinations and to gradually replace its current fleet of ATR ‘-500’s.

ATR signed the fi rst commercial contract with Japan Airlines for eight ATR 42-600 with 15 options at the Paris Air Show. Japan has more than 130 regional aircraft in service, including 109 aging turboprops, which are on average more 14 years old. The aircraft will be operated by JAC (Japan Air Commuter), the regional subsidiary of the national airline. In addition to the arrival of these fi rst ATRs

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The contract with Binter Canarias for six ATR 72-600s comes on top of an order for the same number of aircraft placed in 2014. The Canary Islands airline, which has been operating ATRs since 1989 is in the process of modernising its ATR fleet which so far consists of 18 ATR 72-500s. The fi rst Binter ATR 72-600 is scheduled to enter service in August 2015.

Five new ATR 72-600s will be joining the current fleet of 5 ATR 72-500s at Braathens Aviation. With its new ATRs, the airline is also preparing to gradually phase out its fleet of Saab 2000, thus offering its passengers greater comfort and significantly reduced fuel consumption and CO2 emissions per seat.

An ATR operator for nearly 20 years, Air Madagascar has ordered ATR 72-600s, combined with the arrival of two others being leased, will enable Air Madagascar to renew its ATR fleet, currently consisting of one ATR 42-500s and two ATR 72-500s and to significantly increase the number of seats available on its main domestic routes.

Air New Zealand has added one ATR 72-600 that will reinforce the airline’s regional expansion with latest generation aircraft. Presently Air New Zealand operates a fleet of eleven ATR 72-500s and seven ATR 72-600s, the last with the final aircraft delivered at the Paris Air Show. With seven ATR 72-600s on order, the airline will be operating 26 ATRs in 2017, one of the largest ATR fleets in the Asia Pacific region.

Saudi Arabia orders four Airbus C295W aircraft The Ministry of Interior of Saudi Arabia announced the purchase of four C295W aircraft based on its demonstrated excellent operational capabilities in hot and severe conditions and its proven affordable

maintenance and operational costs. The C295Ws will be joining the Airbus A330 MRTT Multi-Role Tanker Transport and CN235 transports previously ordered by Saudi Arabia. Together with the previous orders received from Algeria, Egypt, Jordan and Oman, this new order from Saudi Arabia cements the C295’s position as the market-leading medium transport and patrol aircraft in the Middle East and North African region.

Martin Aircraft Company - Jetpack At the Paris Air Show, New Zealand-based Martin Aircraft Company Limited made four major announcements, including the establishment of a significant business relationship based in China that the Company hopes will open up commercial opportunities for its innovative and futuristic Martin Jetpack.

Named as one of Time magazine’s Top 50 inventions for 2010, the Martin Jetpack is the world’s fi rst practical jetpack, with potential search and rescue, military, recreational and commercial applications both manned and unmanned. The Martin Jetpack became one of the more interesting exhibitors at the show capturing the imagination of both governments and industry participants.

The four agreements signed by Martin Aircraft in Paris are: • An agreement with Beijing Flying Man Science & Technology Ltd involves the parties working towards the future delivery of a Martin Aircraft package with an initial tranche of 100 manned Jetpacks, 50 unmanned Jetpacks, 25 static models and 25 simulators. It is noted that at this stage the agreement is a strategic co-operation agreement and any sales are dependent upon a successful supply agreement.

• An agreement with Beijing Voyage Investment Ltd. a subsidiary company of well-known Chinese-based AVIC International Holdings Ltd for the intended future delivery of manned and unmanned Jetpacks, simulators and static models.

• An alliance agreement with Czech Republic-based Martin Aircraft Company s.r.o. to establish a European sales centre for the Martin Jetpack.

• An alliance agreement with New Delhi based M2K Group Ltd to establish a regional sales presence in the commercially important India market.

The signing ceremony was witnessed by senior government representatives of New Zealand, China, India and the Czech Republic, along with the Chair of Martin Aircraft, Jon Mayson, Chairman of KuangChi Science and Martin Aircraft Director Dr Ruopeng Liu and Chief Executive Officer/ managing director of Martin Aircraft, Peter Coker.

Coker noted that “Production will be primarily undertaken at our New Zealand manufacturing facility and with an expected eventual capacity of up to 500 units per annum, we are confident we can meet the demands from both the Chinese and International markets.”

The 2016 major European airshow takes place at Farnborough, England between 11 and 17 July, whilst the 52nd International Paris Air Show will be held between 19–25 June 2017 at Le Bourget.

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The Patrol easily gives the impression of being a Cub killer with its similarly shaped fuselage and STOL capabilities, but Robert never set off to design such an aircraft. The truth is that Bob had just finished another aircraft design and with an empty workshop and fresh ideas in his head, he began to build the Patrol. Bob has said, “I cannot design and build airplanes! I haven’t finished one before I’m thinking about the next one, and something that I had been loosely studying for years was the group of aerofoils designed by Harry Riblett. They were very, very attractive to me. For one thing, they have low pitching moments so trim forces don’t change that much with speed or load and the tail could be smaller.” Riblett’s aerofoil designs would form the foundation upon which all Barrows’ Bearhawks would rely. Bob said, “When I was designing her, the slow speed numbers on the aerofoil looked really good, but that was all on paper. I didn’t really know how good the aerofoil was until I started flying the Patrol and found I could fly her really deep into the stall and nothing would happen. For instance I worked hard trying to induce the so-called ‘moose stall,’ but I just couldn’t make her stall. In fact, at 40mph, one can put her into at least a 60-degree bank and pull her around in a circle that can’t be 50 feet across and not lose any altitude. It is an amazing aerofoil.”

Originally implemented on the four-place Bearhawk, the optimised wing allowed Barrows to easily land on tricky runways, but the design of the four-place Bearhawk left Bob wanting for a middle seating position and improved visibility on both sides. From this concept, the Patrol began to design itself in Bob’s head. The Patrol would use the same structural concepts from the four-place Bearhawk: metal wing with a rag and tube fuselage making for a quick design process. Bob decided on a fuselage eight inches wider than the Super Cub, 32 inches

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in total to accommodate large men in snow gear. “I actually designed the airplane with 300 pound pilots in mind. With two 300 pound guys on board and using the more stringent utility category limits to which I always design, they can fill the fuel tanks (55 gallons) and still have room for 70 pounds of baggage and C of G is no problem. Flown to standard category limits, the loads would increase”, says Barrows.The Patrol that Bob finished in 2002 was a two seat tandem high wing aircraft designed for comfort and endurance. A superbly built example would thirteen years later fly far away in South Africa.

Wayne Giles, an industrial refrigeration engineer by profession, lives on the Fly Inn Estate in Gauteng. Wayne has always had a passion for and a family interest in aviation. His grandfather served in the Royal Air Force (RAF) as a Spitfire squadron leader. Wayne’s personal relationship with flying started in 1995 at the Durban Wings’ Club and has flourished ever since. He currently has 1500 hours flight time with 1300 hours on tailwheel aircraft and 11 types on his licence. Besides the Bearhawk, Wayne is also the proud owner of an immaculate Cessna 180/185. One of Wayne’s dreams has always been to build an aircraft with his own hands, something that would suit his needs. What he wanted was a two seat taildragger with a good range, respectable cruise speed, good carrying capacity and able to land on short unprepared bush strips. The only aircraft that came close to Wayne’s specifications was the Bearhawk Patrol and Wayne placed an order for AviPro’s quick build Patrol kit.

Construction started in his workshop at Fly Inn Estate and took just eighteen months to complete. “The Patrol was a really satisfying build as it combined different construction methods. Fabric fuselage and control surfaces, aluminium wing, aluminium and fibreglass cowl with various fibreglass trimmings. As it was varied, the build never became

monotonous, with different construction challenges during the build process.” Wayne said.

Retired SAA Captain Karl Jensen hangars his Cessna 170B across from Wayne’s workshop and together they have been flying from Fly Inn field since 1998. Karl’s career as a B747-400 Captain and test pilot with some 26,800 flying hours and position of Chairman for EAA’s Johannesburg Chapter 322, made him Wayne’s first port of call when considering his Patrol’s test flights.

The test flights were carried out over a number of days and once completed Karl reported as follows: “As ZU-BHP is the first of type in SA, I carried out an extensive testing programme to ensure that there were no surprises for anyone who builds or buys one in SA. ZU-BHP testing was a pleasure and on the advice of the SAAF’s General Des Barker, the tests were flown to a carefully pre-determined plan. Wayne built his Bearhawk to an incredibly high standard with diligent attention to detail. The aircraft is fitted with a Superior I0-360 engine and an MT 3 bladed constant speed propeller. This is a wonderful match and the engine is turbine like in its smoothness of operation. The advanced EFIS is a delight and there are also regular modern RT (Round Thing) instruments. The new engine on ZU-BHP had to be run-in before serious flight testing that required power changes. I carried out the run-in in accordance with recommended practice. I had to do this in the early morning calm air as at high power settings, the speed would be well into the yellow arc in still air. The EFIS allowed close monitoring of the engine parameters that noticeably stabilised after about 11 hours when the piston rings had bedded.

This Bearhawk Patrol at Max gross of 2000 lbs (907 kg) stalls with full flap at IAS 35 knots (65 km/h) and a clean stall at 45 knots (84 km/h). The design is suitable for STOL operations and ‘back country’ flying from unprepared fields. The flight envelope of the patrol is quite remarkable. For cross country flying, 75 % power cruise is 130-135 knots (240-250 km/h) due to the clean design and the Riblett aerofoil section. The handling is crisp and during spin testing, the ailerons were effective. The stall, when it happens at ridiculously steep angles of attack results in a straight ahead sink with little tendency to drop a wing unless the aircraft is grossly mishandled. To induce a spin requires power on and abrupt control input. Recovery from a spin happens when the controls are simply released. Normal spin recovery of course makes regular flight resumption a cinch. The spacious interior dimensions can accommodate large pilots and passengers comfortably and the 210 litre fuel capacity permits a safe endurance of six hours and up to nine hours at minimum drag speed. With two large occupants and full fuel there is still room for about 50 kgs of baggage to be legally carried in the spacious cargo hold which has a conveniently large access door. If the aircraft is built with basic instrumentation, a legal payload of 485 kg is possible. There are a few four-seat Bearhawks in South Africa and I’m sure that there will be many more of the two-seater Patrols in the near future when discerning pilots meet up with this lovely aircraft.

This Bearhawk Patrol surprised me on every flight as one of the most benign taildraggers I’ve ever had the pleasure to fly. In spite of the gentle handling nature of the aircraft, the performance is scintillating in every respect. In my view, the LSA version as well as the regular Patrol will be superb taildragger trainers due to their robust construction and predictable handling characteristics.”

Consequently after Wayne’s successful Bearhawk Patrol build, he has become the local importing agent for the aircraft kits.

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The urgent requirement for trained airline pilots in China has been well documented, not least by Boeing, which in 2014 estimated that the country’s fast-expanding air transport industry will need some 77,400 pilots through to 2032. According to the Boeing this represents around 40 percent of the overall requirement across the Asia Pacific region over the same period. The question is how can a country with effectively no indigenous general aviation community cultivate so many future professional pilots?

AVIC International Flight Training Academy (AIFA) was formed after acquiring Cape Flying Services based at George Airport in April 2011. AVIC-International, a large scale state-owned conglomerate with aviation products and technology import and export as its core business is AIFA’s main financier. With its headquarters in Beijing, AVIC-International has seven specialised companies and ten regional subsidiaries within China as well as 56 branches throughout the world. With total assets of up to RMB 24 billion and accumulated import and export volume of US $24 billion, AVIC-International ranks within 20 of China’s top 500 enterprises involved in import and export. The Test Flying Academy of South Africa (TFASA) is the other shareholder. Th is company has long and successful business relationships with AVIC-International and COMAC in China.

As a modern, high-tech fl ight training academy AIFA is equipped with a fleet of brand new training aircraft and simulators. Presently the single engine fleet consists of 12 Piper 161 Warriors and 19 Cessna 172 Skyhawk aircraft, whilst the twin fleet consists of seven new Piper Seminole aircraft. During 2016 the school will receive a further 16 single engine and eight multi-engine aircraft. The training school operates from three training bases and each base will eventually be equipped with 20 single engine and five multiengine aircraft as the business continues to expand. All aircraft are

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fitted with Garmin 500 or Garmin 1000 glass cockpits providing cadets early exposure to the most modern technology available in the world today. AIFA also has three King Air C90 turboprop aircraft that are utilised for high performance training. In addition, George and Oudtshoorn are each equipped with FNPT 1 and FNPT 2 simulators from Elite Simulation in Switzerland. Two new Elite simulators have been ordered for installation by 31 July 2015 when the new hangar, offices and simulator building have been completed at the newest Beaufort West base.

AIFA is accredited with both the SACAA and the CAAC (China) as a Part 141 Air Training Organisation. The school places high levels of emphasis on fl ight safety, quality of training and the professional behaviour of its cadet pilots. AIFA combines the experience of world-class instructors, the beauty of its surroundings, excellent South African weather and the passion for aviation to offer students a modern learning experience, which will open doors to an exciting career within the airline business anywhere in the world.

AIFA’s George base The George base played an important role in the formation of AIFA in 2011 with the acquisition of Cape Flying Services, which had been functioning as a fl ight training school at George Airport since 1980. Th e city of George is a popular holiday

Piper Seminole multi-engine trainer

and conferencing centre and serves as the administrative and commercial hub of the Garden Route. The coastal belt along the Garden Route has a Mediterranean type climate with conditions similar to Cape Town although rain falls throughout the year providing George with variable and sometimes challenging weather conditions. Immediately inland the majestic Outeniqua mountain range rises to the north, whilst the Indian Ocean is positioned to the south of the airfield. Th e location of AIFA’s base at George airport is close enough for a weekend tour to the attractions of the Garden Route or Mossel Bay. Maximum temperatures in mid-winter average 19 degrees C with minimum temperatures of six degrees C. Mid-summer maximum temperatures average 28 degrees C with a minimum of 17 degrees C. George airport is at 640 feet above sea level and normally receives about 662mm of rain per year.

AIFA operates from three large hangars at the George base, which can with ease accommodate 35 training aircraft. Adjacent to the hangars are numerous offices, briefi ng rooms and lecturing facilities as well as a SACAA approved examination centre.A new modern fl ight despatch centre acts as the base from where fl ight bookings are managed, aircraft and instructors are allocated, fl ight plans are fi led and fl ights despatched. Apart from the new, modern fl eet of training aircraft, AIFA also operates fully approved Elite FNPTI and FNPTII simulators at its George base. AIFA uses the George airport control tower to provide weather updates and fl ight information. Further expansions for the George base will be announced shortly.

George’s General Flying Area (GFA),covers approximately 930 square nautical miles east and approximately 850 square nautical miles west of the airport. Air Traffic and Navigation Services Lecture in progress

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Company (ATNS), in conjunction with all relevant parties, has developed routing procedures to and from the GFAincluding radio procedures to increase safety when training is being conducted.

The runway 29/11 is two kilometres long and 40 metres wide and has recently been upgraded. There are fully functional approach facilities (VOR and ILS) at the airfield, which also has full night flying facilities. The fuel bay operated by BP supplies Avgas 100LL and JET A1 fuel. Although George has several airline movements throughout the day, the airfield allows AIFA to confidently train its students from the ab-initio stage until the completion of high performance training. Th is unique training environment builds confidence, decision making skills and psychologically prepares cadets pilots for future commercial airline command positions.

Crew rooms are available for instructors and students to relax after or between fl ights, whilst a navigation planning room is available for students for fl ight planning. Computers with aviation software, enable students to prepare for examinations, study air law, or plan fl ights. Full Internet access is available as well as kitchen facilities with vending machines. There is also a barbeque (braai) area available for the use of personnel and students. All cadets are offered accommodation in guest lodges operated by AIFA, while all staff members receive free lunch daily.

AIFA’s Oudtshoorn base Oudtshoorn is situated in the Little Karoo just 55 Km from the coastal city of George. The Little Karoo is cool and wet in winter and hot and dry in summer. Oudtshoorn lies in a valley, with the Swartberg mountain range to the north and the Outeniqua mountain range to the south and is known for its warm climate, especially during December and January.The annual rainfall is approximately 600 mm, peaking in spring and autumn while dramatic thundershowers can be experienced during summer. The airfield is 1065 feet above sea level. The Oudtshoorn base is situated on an historic airfield located on the western edge of the town.

Whilst AIFA has unrestricted use of the airfield and surrounding airspace, Oudtshoorn airfield is frequently used for training camps and various other flying activities due to exceptionally good weather throughout the year.

At its Oudtshoorn base, AIFA owns a hangar large enough to house all of its fl ight training aircraft. The training centre houses one large lecture room, able to hold 50 students, two smaller lecture rooms that can accommodate 25 students each and five briefing rooms. It also houses offices for the CEO, the HR manager, the administration and financial departments as well as fl ight and ground instructors.At the heart of AIFA’s operations is a fully functional despatch centre, from where fl ight bookings are managed, aircraft and instructor allocations are scheduled, fl ight plans are fi led and aircraft are despatched. Other facilities include an instructor and student crew room with full internet access and kitchen facilities where instructors and students can relax after or between flights. Students can make use of the many computer work stations to study, prepare for examinations, research, or plan their fl ights using aviation software.

The office complex is situated next to the hangar and houses AIFA’s AFIS tower, manned by fully qualified AIFA employed ATCs, providing fl ight information to Oudtshoorn air traffic as well as other services such as weather updates. The building also houses the Elite FNPT 1 and FNPT 2 simulators.

The general flying area in Oudtshoorn is divided into ten sectors covering an area of approximately 4500 square miles. AIFA

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developed routing procedures to and from the GFA, as well as radio procedures to ensure safety when training is being conducted. The main asphalt runway 22/04 is 1.7 kilometres long, whilst a taxiway serves the runway. The airfield is fully equipped with runway lights and an NDB for day and night instrument conditions. The fuel bay, located adjacent to the apron supplies Avgas 100LL as well as JET A1 fuel. The refuelling service is provided by the very active Oudtshoorn Aero Club, also situated at the airfield. Nearby attractions to Oudtshoorn include the famous Cango Caves, several ostrich and game farms, the Rust en Vrede Waterfall as well as the world-famous Meiringspoort.

AIFA Beaufort West Base At the time of writing, I had just completed a visit to the third AIFA Beaufort West base in the heart of the Great Karoo which is still being developed. The airfield adjacent to the N1 Cape Town – Johannesburg highway 11 Km east of the town has recently been upgraded with new asphalt at a cost of R14 million. The tarring of the runway, taxiway and apron have been completed. New runway and taxiway lighting has been installed as well as an APAPI approach lighting system. The control tower and its associated facilities are operational and have been licensed by the SACAA. Construction of the main hangar and simulator building was at an advanced stage and is due to be officially opened in October this year. A new Jet A-1 and AVGAS fuel facility is complete, whilst temporary offices have been set up to enable the commencement of flying training operations from the old ‘Gateway B&B’. AIFA’s investment in office space and hangars will reach R35 million by October 2015, with more infrastructure expected in 2016.

Beaufort West is at an elevation of 2929 feet above mean sea level, whilst the main runway 08/26 is 1 483 metres long and 30 metres wide. Two alternate gravel runways for emergency use have been prepared, both more than 1 000 metres long. The airfield coordinates are S032º18`00 E022º40`00. AIFA uses Cessna 172SP, Piper Seminole and King Air aircraft at its Beaufort West base.

AIFA aircraft maintenance AIFA’s piston engine fleet is maintained by a dedicated Aircraft Maintenance Organisation (AMO) owned and operated by the Test Flight Academy of South Africa (TFASA) with its main base in Oudtshoorn and a satellite base at George. Once the Beaufort West base is fully operational TFASA will establish a second satellite maintenance facility at this base. TFASA has a number of experienced and qualified Aircraft Maintenance Engineers (AMEs) at its disposal. The TFASA maintenance team is led by engineer Wellington Charlie and they meet all the requirements of the SA CAA for an Aircraft Maintenance Organisation (AMO). I was surprised to learn that several of the new Cessna 172s as well as some of the Piper Warriors had already been through an engine change having reached 2000 flying hours in a very short time.

Some of the management personnel at AIFA Willem Marais (CEO) matriculated in 1980 and joined the South African Air Force (SAAF) in 1981 where he qualified as a navigator in 1983 and served at various operational units, amassing just over 5000 flying hours as navigator. He retired from the SAAF with the military rank of Colonel in 2001 and qualified himself as a Commercial Pilot and Flight Instructor thereafter. In 2002 he started his own Aviation Training Organisation (ATO) and quickly established Central Flying Academy as one of the leading training providers in Africa. In 2005 the business was sold to Babcock PLC

Dispatch scheduling facility and Willem moved to the United Arab Emirates to establish an ATO for the Dubai Government.

After his time at Dubai Aerospace Enterprise he returned to South Africa. In 2011 he was appointed as Chief Executive Officer of AVIC-International Flight Training Academy (AIFA) in conjunction with AVIC-International Holding Corporation, with the main focus of training pilots for various Chinese Airlines.

Willem holds a tertiary qualification in financial management and still enjoys flying as much as possible. He has been married to his wife Lizette for 30 years and the couple has two children, Wilco (22 years) and Cecilia (19 years).

FNTP simulator

Yu Hao (Chief Financial Officer) attended the Central University of Finance and Economics in Beijing between 2003 and 2009, obtaining his Master’s degree in fi nancial management. Upon completion of his studies he joined AVIC-International situated in Beijing as an accountant; during 2012 he was promoted to manager in the fi nancial department. Yu Hao joined AIFA in South Africa during 2015 as Chief Financial Officer.

Tobie du Toit (head of training) qualified as a navigator in the SAAF in 1969, completed the navigator instructor’s course in 1972 and achieved his civilian Flight Navigator’s Licence in 1973. During his career in the SAAF he completed operational tours at 28, 35 and 60 squadrons as well as operations coordinator at Test Flight and Development Centre (TFDC), Bredasdorp and AFB Waterkloof. He served as senior officer navigation at Air Force headquarters and as a member of the directing staff at the SAAF College. Tobie was Officer Commanding 35 Squadron and completed his SAAF career as officer commanding Air Force Base Hoedspruit.

Wellington Charlie heads up TFASA maintenance

His SAAF career focused on flying training and he qualified as an instructional designer in 1988. During his career and after obtaining his civilian flying licences, he assisted different civilian flying schools in his spare time with training up to ATP level. Tobie joined 43 Air School as a ground instructor, was base manager at Bhisho and became chief ground instructor at 43 Air School. He joined AIFA as chief ground instructor in April 2012 and is presently head of training at AIFA. Tobie is married to Marie and they have two daughters and a son and are the proud grandparents of two girls.

Pierre du Plessis (head of operations) retired from the SAAF as Brigadier General in October 2009 after a career spanning 38 years. Highlights of his career included flying Impalas, Sabres, Mirage III and Mirage F1CZ aircraft. He flew 53 operational sorties as a member of 3 Squadron (F1CZ) during the Angolan conflict. He is a SAAF A-category flying instructor and also a pilot attack instructor. He was a member and leader of the Silver Falcons formation aerobatic team and flew a hundred displays. He commanded 83 Jet Flying School, Air Force Base Langebaanweg and Air Force Base Hoedspruit. Between 1994 and 1998 he served as the Defence Attaché in France, with secondments to Belgium and the Netherlands. He held the post of Director Combat Systems Group in the South African Air Force from January 2005 until his retirement in October 2009 and was inter alia responsible for the integration of the Gripen and Hawk fighter jets into the SAAF. August 2015

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ATC at Oudshoorn Beaufort West hangar under construction

Pierre holds a tertiary qualification in military management from UNISA. Apart from his SANDF medals he was awarded the French National Order of Merit decoration in the Knight Class after his tour of duty as attaché. He was also awarded the Santos Dumond decoration by the Brazilian Air Force. After obtaining his civilian Commercial Pilot Licence in 2009 he started part-time lecturing at AIFA in 2012, joined the team as its safety manager in July 2013 and was appointed head of operations in October 2013. Pierre is married to Annette and they have two sons and are the proud grandparents of three boys and a girl.

Gao Nan (HR manager) holds a Bachelor of Management degree from Nanjing University of Science and Technology, majoring in international marketing. He joined AVIC- International situated in Beijing during 2006 and joined the AIFA team in South Africa during 2013.

Andrea Griesel (head of standards) obtained her pilot’s licence in 1997 in Bloemfontein. She lived and worked abroad for six years before returning to South Africa to continue her career in aviation.

Andrea holds a diploma in Educational Development, is qualified in aviation quality assurance as well as being a grade II multi-engine instructor. During 2011 she joined AIFA as CFI of the Oudtshoorn base, a position she held for three years, during 2014 she moved to the quality and standards department of AIFA as the head of standards.

Zibee Stegmann started training towards his pilot’s licence during January 2008 at the former Cape Flying Services. After completion of his instructor’s rating he was hired by Cape Flying Services as a Grade III instructor and after the inception of AIFA he obtained his Grade II Flight Instructor rating. Zibee was promoted to mentor instructor during 2011 and to deputy CFI during 2013. Zibee has held the position of CFI Oudtshoorn base since 2014.

Matthew Rawlings completed his fl ight training during 2009 and was appointed as a Grade III instructor during 2010 at the former Cape Flying Services. During 2013 he completed his Grade II upgrade at AIFA and worked as a mentor instructor for AIFA until 2014, when he was promoted to CFI of the George base.

Jaco van Zyl completed his fl ight training during 2005. He has worked as contract pilot in Mozambique, Zambia, Uganda, Nigeria and Central African Republic until 2013 and was then appointed to lead the high performance team of AIFA as CFI. He lives in George with his wife Madre and his son.

Grant Strugnell qualified as a Commercial Pilot and Instructor in 2004.

After instructing for a few years in Pretoria and upgrading to Grade 2, he went on to work as a survey pilot for the following six years. During this time he also worked in Lesotho for a non-profit organisation. After gaining experience in these fields, he moved back into full time instruction and into a senior role at AIFA in 2012.

After holding the positions of deputy CFI in Oudtshoorn, he went on to be the head of standards before moving into the CFI role at AIFA’s new base, Beaufort West. Grant and his wife and daughter now live in Beaufort West.

Jaco Nel matriculated from Swartland High School in Malmesbury in 1988 and joined the SAAF in 1989, where he qualified as a navigator. As navigator

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he flew C-160 Transall, C-130 Hercules and Boeing 707 aircraft. He completed his navigator instructor course in 1996 and was a navigator instructor on both C-130 and B-707 aircraft. In 2005 he transferred to SAAF HQ where he was manager AIS and flight procedure design. In 2013 he joined AIFA as a ground school instructor. During 2015 he was promoted to chief ground school instructor. Jaco currently lives in George with his wife Mari and their two sons.

Ronnie Jonsson joined the SAAF on 1 January 1971 and received his SAAF wings in December 1972 on the Impala. Thereafter he specialised in the helicopter line with command on Alouette III, Puma and BK 117 helicopters. He spent five years at Central Flying School (CFS) Dunnottar as a flying instructor and held the position of CFI, CFS Dunnottar for three years. He was blessed to be the first leader of the Harvard aerobatic team after an absence of twenty years. He held various command positions of which Officer Commanding 22 Squadron and Officer Commanding Air Force Base Bloemspruit were career highlights. He left the SAAF after a career of thirty seven years and spent two years at SA Express as an operations duty manager.

Eben White (logistics manager) was part of the motor industry for more than 15 years, where he worked in all the different departments in various dealerships. Therefore he gained extensive knowledge, not only about vehicles and technical aspects, but also about providing the best service to clients. He still enjoys keeping himself up to date with all the new vehicle models on the road. A part of his career was spent in the retail business. That was a challenging career where he constantly had to be on top of everything being the branch manager of a shop covering budgets, stock control, sales and personal service. As the slogan says: ‘Never stop dreaming’ and his dream was realised in 2013 when he started working at AIFA. Seeking for any possible way to enter the aviation business through many years, he was pleasantly surprised when AIFA employed him, giving him the opportunity to give back all his experience from various previous careers to the advantage of this company.

My interview with Willem Marais (CEO) provided some interesting information. For example the Chinese are developing a ‘home-grown’ training aircraft known as the LE500 (Little Eagle) that will be powered by a Lycoming IO-540 engine to be used in training schools. AIFA will play an important role to obtain certification for this aircraft from the SA CAA and the first two LE500 aircraft are due to arrive in South Africa shortly. Willem also told me that next year (2016) AIFA will be training more than 400 pilots divided into 100 for George, 100 at Oudtshoorn and 200 at Beaufort West, which means that this school will, be the largest flying training school on the African continent.

This is an ambitious plan, but knowing the sheer professionalism of the organisation, which works much like a military machine, I have no doubt that these targets will be reached.

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Raly aircraft line-up

The Zambezi trader

2015 was the 41st Zimbabwe Air Rally. Since its inception in 1974 the event has never skipped or missed a single year, not even during those awful years of civil unrest. During those war years, the organisers and participants just soldiered on, which is possibly why the Zimbabwean pilots perform so well in the event. They know every leaf on every tree and every stone in every river! Last year 2014 was the 40thAnniversary and a magazine of memories was produced to commemorate this prestigious event.

So how did Africa’s ‘best kept aviation secret’ start? The Air Rally had its beginnings in simple navigation exercises, much like the mini rally which is staged before the main event. The Sable Motor Car Club joined with the Mashonaland Flying Club in the early 70s to stage a combined Automobile and Airplane event known as the MotAir Rally and from this the aviators were introduced to rally style flying together with ground marshals, who played an integral part in each event.

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One of the runways

It was at this time that Solly Menashe had the idea to expand the format of the Air Rally to cover three days of flying, with night stops away from base. Th is would entail accommodation in hotels at centres with airfields large enough to cater for 30 to 40 aircraft and so the Southern Sun Hotel group was approached for sponsorship and assistance with the ground handling logistics. Once the sponsorship had been secured, the committee, which included members of the Mashonaland Flying Club and staff from the marketing division of the Southern Sun Hotels, began the task of formulating and planning the fi rst Southern Sun Air Rally.

The rules were basic and the fi rst air rally was flown on a 1:1 000 000 map, using basic navigational tools such as a ruler, protractor and circular slide rule. There were no GPSs then and still to this day the use of GPS is forbidden. The organisers soon discovered that the flying skills of the competitors demanded more and more challenging routes and marshalling check points and so

Thys van der Merwe and Mary de Klerk

over the years the rally has become more demanding and skills of the competitors more advanced, with rules that have had to be modified to keep pace.

The reputation of the Air Rally quickly spread and soon included competitors from South Africa, Kenya, Zambia, Malawi, Tanzania and even the United Kingdom, making it a truly international event.

The Kenyans were so taken with the event that they introduced their own rally based on the same format, and in 1989 the first combined Kenya / Zimbabwe Air Rally took place.

In recent years the marshals have been replaced by GPS loggers which have certainly introduced a far more scientific approach to the event.

Each aircraft is provided with a logger which when downloaded onto a computer at the end of each rally, reads out the track, speeds, altitudes and timings, thus providing a super accurate indisputable result.

However, whilst this technological move has brought an element of sophistication to the event it has meant the demise of the marshals who were an integral part of the Zim Air Rallies for over 40 years.

Ground marshals are still ferried between night stops, but are no longer required to do the scoring. Back in 1975 marshals were dropped at the turnpoints by helicopter. Then In 1998 the first microliters joined the rally which made a big difference to the marshalling aspect as they could be deployed in areas where larger aircraft could not land. The microliters brought a whole new element to the air rallies. They added humour and it was always fun at the bar after the day’s flying to have the ‘them and us’ debate.

So what is the aim of the Zimbabwe Air Rally? It is about being on track and on time all the time! The aim of the Zimbabwe Air Rally is to improve basic fl ying and navigational skills to enable a team to navigate and handle its aircraft under basic VFR

Briefing

conditions, independently of technical tools. Th is exercise goes a long way to improve basic fl ying safety techniques. Th is rally is not a race. The winning team returns with the lowest scores for penalties gained along the route.

The overall aim for the completion is achieved by: • Emphasising the ability to follow a precise track, adhering as closely as possible to a given ground speed and therefore a given time schedule passing through over 40 timed secret or hidden points along the approximately300 nm route • Emphasising the ability to handle the aircraft under precise speed, height and directional conditions • Emphasising that the Air Rally is intended to be a fun event for aviators to perform accurate and safe flying skills Well now you know what the event is all about – I thought I did until I got there….having flown air rallies for many years, I did not think that there was much more for me to learn. It did not take too long for me to realise I was so wrong. I took one look at the route maps which were up in the briefing room and thought: “Holy Moly…… these checkpoints are going to be difficult to find!”

The Rally spanned three days. Day 1 and day 2 saw us flying amazingly scenic routes over Zimbabwe. The 3rd day bought something really different. We were allowed to use GPSs to track, but had to identify photographs en route. There was no scoring on timing, but the winner was the team that found all 18 photographs and recorded them correctly on the map.

Most teams arrived at Charles Prince Airport on the Tuesday afternoon. After reminiscing with old friends and meeting some new friends, a sumptuous dinner was enjoyed by all at the local August 2015

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Cessna 172

Lunch under the trees Coimbra Restaurant in Harare. All the teams were booked into the Bronte Hotel. Each participating team was given a really nice duffle bag, a T-shirt and cap as well as a set of five maps to plot for the three days that lay ahead. Creating these 1:250 000 maps for the event was in itself a mammoth exercise by the organisers as there are simply no current maps available of Zimbabwe. Needless to say, they were very outdated and bore little resemblance to the ground, a real challenge for the visitors, but a super homeground advantage for the locals. Some teams returned to their hotels to prepare, whilst some remained at Charles Prince to plot. At an initial glance, I could immediately see that this was not going to be a ‘walk in the park.’ We had some seriously challenging days flying ahead of us.

Day one dawned over Charles Prince Airport and brought with it wall to wall blue skies with hardly a breath of wind. The fi rst aircraft was airborne at about 08h00 and behind them followed a further 33 aircraft departing at approximately three minute intervals. Each aircraft was allocated a different ground speed, with the fastest aircraft departing fi rst therefore ensuring a healthy and increasing separation. The route was a huge challenge not only to us, but to all participants. The check points were arbitrary points on the map some of which were not even identifiable when one was directly overhead. Thys v.d. Merwe my navigator and I soon realised that we had to simply fly a heading and speed if we wanted to stay on track since there was little on the ground to link back to the map.

Th ree hours later we touched down at Kariba Airport only to refuel and get airborne again. Th is time we tracked over the water to Fothergill Island in the middle of Lake Kariba. Being the second to last aircraft airborne, we arrived well after the others and landed on the dirt strip amidst herds of elephants and hippos. We were met by a game drive vehicle and transported to the largest house boat on Lake Kariba – The Zambezi Trader.

The adventure was just getting better and better. We were treated to another splendid meal on board and then set sail for Spurwing Island a few hours away by boat. Before we knew it the African sun was setting and the crews were again treated to a truly superb Zimbabwean meal on the Island. Some crews stayed on the land, some on the Zambezi Trader and some on other private house boats.

After breakfast on day two we were taxied back to Fothergill Island in speed boats. Once again the aircraft departed fastest fi rst and slowest last. Another extremely challenging day of fl ying and navigating routed us into Hwange Game Reserve.

There we were met by staff from the Hwange Safari Lodge and escorted back to the hotel. Some crews opted to stay and have sundowners whilst watching the herds of hundreds of buff alo and elephant coming down to the watering hole to drink. Others chose the game drive into the reserve. I have never seen so many elephants on a single game drive before. We were also treated to an experience at the Painted Dog Sanctuary, the home for stray wild dogs that are caught in snares.

After another meal fit for a king, the crews retreated for the night quite exhausted after the day. On day three we were allowed us to use GPSs to track the fl ight. Th is proved quite a challenge to those not used to using GPSs to set routes. We all took off in sequence and tracked along the Zambezi towards Victoria Falls. Th e last 30 minutes of the fl ight tracked us abeam the falls with a magnificent view of the white spray. I thought initially that it was smoke, but was soon in total awe of this magnificent spectacle. The vast river was truly a sight to behold and what a privilege it was for us to be fl ying so close to it. Th e organisers really worked hard to obtain permission for this to happen.

Some of the pilots

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Victoria Falls has a large airport and is growing larger with significant construction underway to build a new runway. After checking in with scorers on the photo f light, we were transported back to the Kingdom Casino to check in for the evening. After a quick freshen up, we were on the road again. This time to prize giving at the most amazing setting on the banks of the Zambezi River. The organisers had gone out of their way to lay on an incredible spread and cash bar out in the open under the shade of beautiful trees.

Prize giving was over and done in about 30 minutes. Tony Petter-Bouwer, one of the oldest participants in the event, delivered his traditional self-made verses about the event whilst Grant Downie entertained the crew with his rendition of: “Oh f lower of Scotland.” After everyone had feasted, the DJ wound up the music and the crews danced and partied until the early hours. What a fitting end to what for me was one of the best f lying adventures I have ever experienced.

Final top 10 results

Prizes Winner day 1 - Mike Johnson/Chris Carey - Shearwater Activities voucher Winner day 2 - Tony Petter-Bowyer/Jan Hanekom - Vic Falls Safari Lodge voucher Winner day 3 - Peter and Bob Henson - Ilala Lodge voucher Most deserving old age pensioner - Bill Linfield Best team - Doma Ites - Funnels and Fuel pumps Most zeros - Brian Horsley - Wild Horizons vouchers Best new entrant - Mary de Klerk/Thys van der Merwe - Cape Town Hollow voucher Best lady pilot - Hermien Ferreira - Jewellery Best marshal - me - Davidsons Camp voucher Best pilot under 250 hours - Doug Campbell - Changa Camp voucher Most improved from day 1 - Kobus Stander/Raymond Fowkes - Bumi Hills voucher Best foreign entry - Claudia von Hase/Rainer Friebose - Bayete Lodge voucher Best family entry - Tienie and Elsebe Prinsloo - Meikles Hotel voucher Best losers - Lindsay Campbell/Andrew van Zyl - Jim Davis’ flying lessons 3rd place - John Reid-Rowland/Patrick Cox - La Rochelle Hotel voucher 2nd place - Wayne and Colin Horsley - Kingdom Hotel voucher Winners - Brian and Gerald Horsley - Vic Falls Hotel voucher Credits The 2014 Zimnavex was organized by Jim Brown together with his amazing team on the ground. Mel Cooper was in charge of the competitor correspondence, finances and Jim’s Right Hand Lady. Martin arranged Hotel bookings, meals, prizes and transfers whilst Jeff and Barbara Kockott took care of fuel trucks at Hwange, checking all aircraft for GPSs Efis as well as selling extra kit, arranging the cocktail party at The Bronte.

Hermien was not only a participant, but was also instrumental in raising some sponsorship and providing bags Lanyards and Plane Stickers. These are, but to name a few of the amazing people that dedicated so much of their time to making this event the success that it was.

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Eqstra Flying Lions - Christine Brits

T28 Trojan landing over Brian Emmenis - Athol Franz

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Harley Davidso n

bikes - Fiona H ugo

Nestling in sight of the majestic Drakensberg Mountains, Zandspruit Bush and Aero Estate, just outside the Bushveld town of Hoedspruit, is a delightful place to live where one can get away from the everyday challenges of suburban life in the cities. Th is tranquil spot has been purpose designed to accommodate nature lovers to live in luxury amongst the many game species that abound on the Estate. Then just to add an incredible option Zandspruit boasts a 1000 metre paved runway with abundant hangar space along the side of the runway as well as within the general hangar area near the river. Owners can choose stands with a bush view and have their hangars back onto the side of the runway at the bottom end of their stands or they can purchase a stand well away from the runway and simply utilise one of the general hangars available on the Estate.

When the fi rst ever Zandspruit airshow was staged it was set alongside the runway, which in the opinion of certain safety recommendations was not a good idea. For this reason the entire airshow was turned through an angle of 90 degrees to follow the dry river bed as the fl ight line for the display pilots. Most of the participating display aircraft still used the runway although the Silver Falcons - Athol Franz

threshold had been offset by about 300 metres. The SAAF’s Silver Falcons and other jets operated from the Hoedspruit Air Force base nearby, whilst the single SAAF Agusta 109 helicopter operated from Zandspruit. Needless to say that despite the logistical challenges, the airshow ran on time and there were very few gaps throughout the day. The lunch hour was devoted to the Lowveld Aero Modellers and a bunch of Harley Davidson bikes that entertained the crown of about 3000 people.

To say that the organisation was superb is an understatement! From catering for VIP guests to the marshalling of spectators’ vehicles, outstanding safety equipment with two sets of fi re engines; one positioned between the hangars near the centre of the runway with a fully trained ambulance emergency crew, whilst the other was stationed behind the public viewing area for quick access to the river bed if required. A scaffolding tower had been built specifically to accommodate the two air bosses Charlie Marais and Chris Briers as well as the ATC team from Lanseria comprising of Shaun Mollentze and Donavan Hoey. Brian Emmenis and his Capital Sounds’ team had the entire public area covered with Air Tractor AT-802 - Charlie Hugo

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ATC’s with Charlie Marais- Athol Franz speakers so that ongoing commentary from not only Brian and his right hand man Leon du Plessis, but also from display team commentators kept the spectators informed about what was happening throughout the day.

Part of the crowd - Christine Brits

L-29 - Charlie Hugo

Kitty Hawks - Fiona Hugo

The airshow programme started off with Corne Vorster jumping out of a Bell 407 helicopter with a very large South African fl ag attached to him. The airshow itself was punctuated with unique and very interesting displays. One of these which must be a world fi rst was the formation of a Boeing Stearman flown by Nigel Hopkins with a L-39 Albatros flown by Pierre Gouws. The Silver Falcons provided two full formation displays in the morning and again in the afternoon.

Th is airshow featured three T28 Trojans in formation with Menno Parsons flying his beloved Mustang Sally P51D in the ‘slot position.’ Menno brought along not only his Mustang, but a T28 Trojan, a Boeing Stearman, a L-39 and a Huey and Bell 407 helicopter. John Sayers brought his T-28 Trojan and immaculate Waco. There were the four Eqstra Flying Lions’ Harvards, four Tore/Gabriel Pitts Specials, three Goodyear Pitts Specials and several individually owned aircraft such as the Kitty Hawks RV team which put on a tremendous show and a Robinson R44 helicopter superbly displayed by Kahn de Jager. It was certainly a full programme. To see three training jets: a L-29, an Impala Mk-1 and a L-39 fly in formation against this magnificent backdrop was a sight to behold.

Working on Fire had a chance to show off a Bell Huey as well as a Turbo Th rush with staged water bombing along the edge of the display area.

Late in the afternoon and for the fi rst time we watched Andrew Pappas and Bobby Rowe display two identically camouflaged Bathawks in formation as well as to show how silently they can operate over game reserve territory specifically for use in anti-rhino poaching operations. It was also a delight to see Johnny Smith fly his Sbach in this beautiful part of the world.

As always, Nigel Hopkins flying his MX-2 had the spectators on their feet to cheer his tumbles high above the bushveld in what so often to the untrained eye looks like a hopeless loss of control of this high performance aerobatics’ machine.

The airshow came to its conclusion, but not without another superb performance of the four Eqstra Flying Lions’ T6 Harvards as their ‘night show’ with lights shining backwards into the smoke from the diesel pumped over the hot exhausts of these graceful machines. Once everyone was safely on the ground, the party at the airfield started and what an event this was with pilots swapping stories of their experiences and events of the day.

Martin den Dunnen (seated) celebrates his birthday in style - Athol Franz

Martin den Dunnen, developer of Zandspruit wishes to thank the various sponsors that made this incredible airshow possible - in no particular order: Master Power Technologies, Pick ‘n Pay, Spar, SATIB Insurance Brokers, ReMax Properties, Sable Tours, ME Graphics, Talisman, Leopards Electrical, Vector Fencing and BUCO. On behalf of African Pilot I would like to thank the Zandspruit team for its excellent hospitality and a fabulous airshow. It is an airshow such as this that keeps General Aviation alive in South Africa. In his wrap-up talk, Martin said that Zandspruit would skip a year in 2016, but that the airshow would be back on the aviation calendar in 2017. I can hardly wait!

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However, the Stemme S10-VT offers the best of both worlds. By mounting an 115hp Rotax 914 motor inside the fuselage behind the cockpit and driving a nose mounted propeller through a carbon shaft, the nose of the S10 is kept aerodynamically clean.

The propeller folds away inside the nose cone and a retractable undercarriage and cooling slats clean the aircraft up even further. The result is a glide angle of 50:1, yet under power the same aircraft cruises faster than a Cessna 172. Part of the

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secret to this fantastic performance is the 23m wing span, yet in ten minutes one person can fold the wings to 11,4m, allowing for accommodation within a standard hangar. The Stemme is a soaring machine that can leave Johannesburg early in the morning, soar with the eagles in the Drakensberg for eight hours and still be home for dinner the same day. Alternatively, f ly from Gauteng to Plettenburg Bay or Stellenbosch under power non-stop in six to eight hours.

The S10-VT is in a class of its own. Developed in the 1990s, this motor glider has been in constant refi nement and has remained unique in the recreational aviation scene. It has been the vehicle in a number of remarkable exploits such as soaring over Everest, pure soaring fl ight over 2400km and a ten day trip from England to New Zealand.The side by side cockpit seating is ideal for instruction and allows for an instrument panel with sufficient space for modern glass avionics.

Having such a long heritage, the S10-VT has ultra-refined systems, reducing pilot workload to a minimum. Restarting the motor after soaring fl ight takes seconds with almost no height loss. Compare this with the time required to extract and start a pop-up two stroke motor and the height lost during this drag producing phase.

Certified and tested to exacting standards, the S10-VT is rated for plus 5,3 and minus 2,65 G. After the fi rst model appeared with a 94hp LimbachL2400, Stemme added a variable pitch propeller to optimise climb and cruise. Th is was followed by the S10-VT with the present Rotax 914 turbo. Not only did this improved high density altitude take offs, but it produced high cruising TAS in the higher fl ight levels.

A completely new model was also developed, the S6-RT, which has a 18 /20m wing span with retractable tricycle undercarriage and feathering three blade propeller. Th is was now an aircraft aimed at the power pilot who wanted a fun machine, with high performance, with more familiar ground handling and emphasis on even more efficient powered cruise.

A few years ago, the Stemme Company changed hands and new management came on board. Besides a new image and logos,

a third model has just been announced, the S12-VT. With a wingspan of 25m, the glide ratio is 53:1 and has an even longer powered cruising range.

Peter Bailey S10-VT owner I experienced my fi rst fl ight in the Stemme S10-VT with owner Peter Bailey from Parys airfield, whilst the photographs were taken

by Garth Calitz from another motor glider. Peter’s passion for aviation complements his other passion in life; building and racing high performance sports cars, which he exports all over the world.

Peter started his flying at the East Rand Gliding Club at Springs airfield on Superfalke motor gliders and he quickly migrated to a 25 year old Grob G109B.When the S10-VT came onto the market, Peter knew that this was the ultimate flying machine for him.

MTOM Wing area Maximum payload Height Wing span Length Wing span (folded)

S10-VT specifications : 850 kg : 18.7 m2 : 205 kg : 1.8 m : 23.0 m : 8.42 m : 11.4 m

Performance data Glide ratio of up to 1:50 Range of up to 929 nm (1.720 km) Cruise speed up to 140 knots TAS @ FL 100 Climb rate @ MTOM 817 feet/min Fuel consumption @ 55% MCOP 16 l/h Service ceiling 30,000 feet

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When I asked our new pilot Brad who was en route to our Mthatha Helicopter Charter and Training operation what flying he most preferred and to what he aspired - thinking it would be instruction - he replied ‘game work.’ Th is should not surprise me as the demand for game rated pilots is increasing as the aerial darting and capture industry grows, especially in the last two years. If a pilot obtains a game rating, they will always have exciting work. A game rating takes a minimum of five hours, but it takes a lifetime to learn from one’s mistakes.The following are a few guidelines for pilots covered in our game rating course: What not to do 1. Do not fly in high temperatures. When the temperature reaches 25 degrees, stop flying. Your client may push you to operate in these temperatures, but don’t! These excess temperatures reduce the helicopter’s power and can cause animal trauma or deaths. You as the pilot will be blamed instead of the vet. Due to the heat, the animal will be under a lot more physical stress from being chased by the helicopter in warmer conditions. The animal will not be in a suitable physical state to handle the effect of the drugs. The animal could suffer a bad reaction causing it to die whilst in transit or even the following day.

2. Do not carry animals inside a helicopter. Many pilots are requested to carry animals short five minute distances in the helicopter once the animal has been darted. The pilot might be able to get away with it but, as has happened to me in the past on a much longer fl ight, if the weather conditions deteriorate, one would need to land before reaching one’s destination. I was requested to carry a darted leopard to assist in saving its life. Never again! Th is occurred on a trip from Steytlerville to a leopard rehabilitation area near Addo. I climbed from 1000 feet to a height of 5000 feet to obtain the advantage of a tailwind whilst the drugged leopard was next to the vet on a back seat in my R44 Raven. I could have descended to

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land or fly below the 1000 foot scattered cloud, but noticed a large open area ahead at my destination and continued the fl ight. On arrival at the open area, I found it was not as suitable as I thought and I had to fi nd an alternate landing zone. In the meantime the vet was becoming anxious because he needed to ‘top up’ the sedated animal to keep it drugged and he was concerned that if we did not land soon the animal would either need to be awakened or it could die. An awakened leopard inside the helicopter would make landing more difficult in deteriorating weather and light and more dangerous for everyone on board for obvious reasons.

I was able to land on the farm of a most hospitable farmer who assisted in driving my passengers to their fi nal destination. I spent the night on the farm and returned the next day. I have remained friends with the farmer to this day and will be forever grateful for his kindness and for the fact that a helicopter can land almost anywhere with no runway required.

3. Do not carry animals on the skids. As the pilot, you cannot always see behind you and having a 30 to 50 kg animal on board will affect your weight and balance and cause a rollover or accident.

The owner or operator may want to transport animals by helicopter because the animal often drops or falls far from a road and cannot be found by the ground recovery assistants. Despite this, it is not worth the risk to carry any animals inside a helicopter or on the skids and it is vital that the game operator knows this beforehand.

You as the pilot could be persuaded to carry a small springbok in the helicopter to a recovery vehicle once it has been darted. Once you agree to carry a light animal such as a springbok, you could be persuaded to carry a heavier animal such as a blesbok and the requests might become bigger and heavier. Whilst darting black impala at Willowmore in March this year I declined a request to carry darted animals. The vet was happy with my decision and commented that the last time he had been in a R22 with two springbok the helicopter had rolled over. In addition to this risk,

sometimes an animal can take too long to eventually drop after being darted and this waiting period can cause various stresses and challenges such as low fuel, increased fl ight costs and bad light.

What you should do 1. Say ‘no’ to carrying animals in the helicopter or on the skids of a helicopter. I recently heard of four impala that had been transported on R44 skids (two on either side to balance the weight). Too many pilots are getting away with this. In the Robinson safety notes, it clearly states that the skids are not designed to carry any weight. Aside from the manufacturer’s restriction, not knowing the weight limitations and bending the rules will catch up with you eventually. In addition to this, when taking off to increase forward speed with weight on the skids, the pilot would have to run on the ground to gain height with less power. If an animal is on the skid, the animal could drag along the ground and be seriously injured.Whilst conducting an operation, have sufficient radio communication and invest in a light 125 motorcycle to locate and carry animals, instead of using the helicopter to carry animals.

2. Keep your hand held aviation radio with you. If you give your personal Very High Frequency (VHF) aviation radio to ground personnel, note that it looks similar to an Ultra High Frequency (UHF) handheld radio and on completion of an operation, it is an extra stress to fly around in search of your own VHF radio when potentially running low on fuel, sunlight and suitable landing areas.

3. Identify suitable landing areas early in the operation. I can understand why rotor wing risk is somewhat higher than fi xed wing risk albeit more convenient as an aeroplane will always have a runway. For a helicopter, there are often no windsocks in the bush and when inland, there is hardly any wind in order to determine direction.

4. Avoid hunting jackal whilst on a game operation. Customers often request us to hunt jackal whilst conducting game counting with four people on board, wanting to kill two birds with one stone; as is human nature. I conduct an annual four hour count in April in the Kirkwood area and have been requested to carry a gun in the helicopter ‘just in case a jackal is spotted.’ Th is is high additional risk. Besides the risk that the gun could fi re accidentally, jackals do not run directly into wind. When being chased by a helicopter and being shot at, no animals do for that matter. It is not easy to refuse, but say ‘no.’ If one pilot agrees to take these risks; it makes it hard for other pilots to refuse for fear of losing the work opportunity.

To avoid misunderstandings and dissatisfied customers, advise your client or customer of your own rules beforehand. For example: 1. Always obtain upfront payment. The customer could incorrectly blame you as the pilot for additional flying and refuse to pay. It can take weeks or months to recover the payment owed to you 2. Apply a (25 degree) temperature limit. Know what the temperature forecast will be for the area you will be operating in for that day. There are many informative cell phone weather applications for this such as the Yr or Windguru applications 3. No animals in the Helicopter or on the skids 4. Safe landings only. Land only when you are sure your tail rotor is clear. Landing in the bush when conducting a game operation is dangerous for tail rotors. In addition, there is a fire risk from long dry grass under the helicopter. Ask your passenger to look at the tail area to avoid tail rotor strikes. This can be dangerous for each take-off and landing.

The game industry is an exciting and expanding one for pilots where safety and caution is as vital as skill and experience. It is an industry where one is tested and forced to make swift and confident decisions to avoid dangerous situations. It is not for the fearful. Despite the high risk, it is a rewarding and thrilling environment to be in where one can combine other passions such as nature conservation and the outdoors. The keys to being successful in this industry is to keep risks to a minimum, safety always comes fi rst and never be afraid to say ‘no.’

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Accident Report

Probable cause: Failure to maintain flying speed.

Comments by Charlie Marais Mountains are not a pilot’s best friend. Accidents in and around mountains are probably more common than any other geographical phenomena. In the next two articles I will discuss flying in and around this hostile territory. I will start with fi xed wing aerial vehicles just to show no prejudice and certainly no preference intended. “One is never to mix low cloud and mountainous terrain in a scud running madness.

We must get this one – low cloud, poor visibility, mountainous terrain and aircraft do not mix, they mash.” This is a quote from one of my previous articles about mountains and clouds. This is a reminder, but as I have discussed clouds and mountainous terrain before, this time I will concentrate on the effect of wind.

A few times in my life I have flown back from Dragons Peak Park in the Drakensberg to Bloemfontein, after presenting a berg flying course.

The route by helicopter, not to infringe the Lesotho air space, would take me around the berg just to the south-west of Phuthaditjhaba. This is at the tip of Lesotho’s most northern border in the Golden Gate Highlands National Park area. For some reason the winds would always come over the mountain in this area creating a serious downdraught.

This southerly wind is normally very strong and the turbulence around this corner of the mountain has made many a strong heart long for the comfort of mother earth’s terra firma. Many a time I remember when approaching this corner that the speed would drop to 40 knots, with the power already at max-continues and the rate of descend 500 feet per minute. Relax, it was a helicopter. Nevertheless, this picture may just tempt Iron man to rather turn around. We were taught to ride it out and not to turn around. I will explain, but the first time you encounter this kind of weather, the temptation to turn around is very strong. The downdraught will stop eventually as it cannot penetrate the ground. A second reality is that in strong winds, close to the mountain face, there is a small area void of turbulence and draughts. As the wind comes over the mountain, it follows the contours and creates a very strong down current of air, which by visualising as if it were water, actually becomes quite clear in the mind’s eye. In a helicopter one can then just ride the wave until the ground is near and the downdraught stops, allowing you to maintain level flight and so continue to the quitter lee side of the

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mountain. Seeing (or in this case feeling) is believing and after the first test of nerves, the second time becomes easier, but still nerve wrecking.

Yes, the accident is about a fi xed wing and not a helicopter, but then my point is that a normal aeroplane, of average size and function, cannot dare to have such a drastic airspeed loss, and still expect to survive. So, flying in this area next to a mountain where a strong wind prevails is not only very uncomfortable, but dangerous and in most cases a killer.

You would now ask me; why not turn around? Well, let us consider this option. Firstly, to turn out of a strong wind position into a downwind position, would cost a lot of energy. Normally the engine power is not sufficient to sustain airspeed and height would have to assist. The turnabout would take an enormous amount of energy, which would now have to be obtained from the height or potential energy. In order to execute this exchange, height loss would be excessive. It is difficult to be precise as wind strength, power available and so on must be taken into consideration, but I am talking rather in excess of a thousand feet than of hundreds of feet. The most difficult is to maintain airspeed. Naturally, as the ground rushes up, the pilot will pitch up and so decay the speed even further. Soon a situation develops where it is a case of ‘damned if you do, and damned if you don’t’. The argument that a very gradual turnabout could be possible might be entertained, but height loss would still be a major factor.

The point is that a downdraught is a serious energy stealer and flying close to a mountain face at low level, is certainly dangerous, especially when hard manoeuvring. When we consider a lesser wind, the dangers still remain, but in a lesser form. Th is introduction to the situation the crop sprayer found himself in, also needs to be seen against the background of the manoeuvres a crop sprayer would do in order to perform the job.

The thing about crop spraying is that manoeuvres performed close to the ground, are not classified as normal flight with normal flight attitudes. The argument would always be that the turnabout manoeuvre performed to reverse course back to the field, is likened to an aerobatic exercise. In aerobatic terms we could probably call it a wing over, which is normally performed changing direction through 180°, which is an old fighter pilot trick now used to stay inside the

Accident Report

aerobatic box. In its most extreme form it is called a stall-turn and this is a clear giveaway of the realities of overdoing a wingover.

drastic speed loss have a bearing on the result? Was it a combination of the two or did power production from the engine change?

Th is manoeuvre is a taught and judged manoeuvre and although the steepness of the manoeuvre will change from a low pitch up to a vertical pitch up, it would still mean that the aircraft speed would decay drastically and the loss of height after the turn, would have to make up for the loss of speed. So, when entering the turnaround with an initial pitch up, potential energy or height is gained with the loss of speed or kinetic energy. On the reverse side, height is now exchanged for speed. Th is normally works well if clearly understood and well flown, but when wind is in the mix, especially ending up with a tail wind after the turn around, trouble will loom.

When I read the report on this accident, a lack of relevant information failed to make me agree with the findings of the report. Maybe I should be clearer on this issue. It is not that I disagree, but the factual information to support the findings is just not available to me.

As the last crop spray run, described in this accident as published by the SA CAA suggests, was towards the mountain and into wind, the turnabout would mean a downwind situation developing. Th is must be coupled to the increased rate of descent due to the wind descending along with the mountain contour. The pilot performed a few turnabouts in this condition without encountering problems as is deduced by the report. He apparently moved closer to the mountain side to tackle another field and did a few passes before the accident occurred. That these waves or downdraught conditions existed in winds from seven to ten knots as claimed in the accident report, is quite possible. The question that begs to be asked would rather be what the difference was between the previous successful manoeuvres and the last unsuccessful one? Th is is where the true dynamics, not only of the conditions, but also the steadiness and harshness of the control inputs, are revealed. What was the change that brought about a different outcome to the seemingly same manoeuvres of the previous passes? Did the wind pick up? Did the pitch angle and as such the dynamics of lift creation associated with

The GPS printout of the final and ill-fated turning manoeuvre reveals that the turn was only done through 90째when the pilot started recovery action. He did the right thing by stopping the turn, maintaining level wings and ever so slightly attempting to turn back into wind. I deduced that the wind was from the mountain side as nowhere in the report could I find any proper wind direction in degrees. For now it seems logically so, yet the questions of whether the accident precipitation was due to the wind or not, or whether the pilot out-maneuverered the capability of the machine, still remain. The end result was the same and because I am not able to get the answer from the accident report, I must therefore advice on more than one possible change that took place.

So, as there are two main culprits to look at namely weather and manoeuvre, let me start with the manoeuvre itself. The sequence after the manoeuvre and loss of airspeed could possibly be explained in the following argument. The nose was either pitched too high, or the wind suddenly gusted on that spot, or the fl ight path could have entered the portion of a more severe downdraught. Any one of these could have brought on the trouble for the pilot. A sudden gust or actual increase in wind speed could have turned the table.

A wingover is a very sensitive manoeuvre when it comes to the recovery on the reverse course side, especially when the manoeuvre is done at steeper pitch angles. Whichever the case, the result would be the same and would need swift reaction. Once the pilot realised

Evidence of tree cut by the aircraft propeller prior impact August 2015

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Accident Report

Effects of mountain wave turbulence on the aircraft

Aircraft flight path downloaded from the GPS

that he was in trouble and on the way to the ground, very natural responses would have taken place. Besides the response to ground rush, the pilot had to jettison the load - when exactly I could not determine. One needs speed to produce lift and even more to stay above stalling speed, especially when the basic stall speed increases due to the onset of load or more commonly referred to as G, when recovering from a dive, which was dearly needed to produce speed.

Speed is one of those absolutes, which could not be negotiated as there was no more height to exchange, or as the ground rushed up, the natural reaction would possibly have been to increase the back pressure on the stick or yoke and therefore lead to accelerated stall conditions. The closer you get to the ground, the more you attempt to get away and thus the more trouble you get yourself into. Ground impact becomes a given and survival depends on the ground and vegetation conditions as any sizeable ant heap could literally ruin the day permanently. Either one of the two conditions; wind or excessive manoeuvring could have caused this accident.

be done as a defence against errors. It does matter that training is according to some standard operating or operational procedures (for now just SOPs). Without any SOP to verify completed training, such training has no value or legal standing. There is a very distinct difference between showing someone something and teaching them something. I refer here to teaching and teaching is always done according to a curriculum or SOP, or whatever reputable guideline is used to guide such training or teaching. Note that if there are no regulations or SOPs, training cannot be verified and cannot formally be accredited.

Recommendations The life of an agricultural pilot is an exciting one. The adrenalin would flow freely from time to time and as I only hold a helicopter crop rating, I can only but imagine what effect the rush due to such low flying, with serious manoeuvring close to the ground, must have on a pilot of a fi xed wing. I have done a lot of low level aerobatics in a fi xed wing, but heavy load manoeuvring in unstable conditions such as during crop spraying, I believe takes even more concentration as conditions change all the time. Now that you know that I admire you, I would dare to mention some pointers for one and all who are flying low level and who dare to do hard manoeuvring, especially in mountainous areas where wind will always be a factor to consider.

No, I do not think this pilot looked for trouble, but trouble found him anyway. Remember that ICAO advocates and I agree completely, that the defences that we can employ to avoid error are; technology, training and regulations.

The fi rst would be the obvious one of training. No training in an aspect equates to no right to partake in such aspects. Training must

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It is not just the manoeuvre that must be taught, but also the factors affecting such a manoeuvre. These factors normally include power available, load factor, weight, density altitude, as well as the elements such as wind and visibility as it may be. Knowledge precedes skills.

Haphazard backyard conversions are almost always exposed by the lack of scientific, mechanical or human factor knowledge. The rules that govern every skill are researched, tested, verified and accredited as the truth. The application of the truth is the only thing that keeps us free from stress, strain, injury or loss and, at times, even out of jail. At the very least, if not a guarantee, it still is the proven best course of action.

We have this human thing called complacency - the natural ability to become relaxed in the face of danger. Th is is not always a bad thing. To become relaxed when doing dangerous work is certainly required to a point, but to go beyond where we become blasĂŠ, is overstepping our blue print in not continually considering all the factors influencing the desired safe outcome.

There is man, machine, medium, management and your mission to consider when performing tasks. Knowledge and skills to operate with and within all of these have a direct bearing on your ability to perform and give yourself the best chance. The main driver to give us some guarantee of success in embedded in the SOP, describing the interface with each segment of the total situation we are facing.

In turn, this depends on your knowledge in general and knowledge of the specific situation. Never let your guard down, but remember that you need a guard to start off with.

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Medical

During one of these sessions statistics were provided regarding the possible medical contributory factors to fatal aircraft accidents. It was interesting that in most of these cases, it was considered being due to behavioural problems (such as the use of alcohol, drugs or alleged attempted suicide) as opposed to being the result of physical medical conditions.

These fi ndings raise several questions such as: • Should more focus be placed on assessment of mental/behavioural aspects during the routine aviation medical examination?

• If so, what would this involve?

• Would the use of questionnaires or psychological screening add value to the aviation medical examination?

• Should the Aviation Medical Examiners (AME) use the aviation medical examination as an opportunity to discuss mental or behavioural aspects (e.g. stress management strategies) that could help prevent incidents or accidents?

• If the AME is going to discuss preventative health aspects, should this not be broadened to discuss lifestyle related disease (such as obesity and the risk for diabetes) in more detail?

• Does the AME not discuss these issues in detail as part of the examination in any case?

• What is the role of the applicant’s GP, assuming that he has a GP? • Taking into account that in some cases the AME is the only medical doctor a pilot might see, would it be the responsibility of the AME to be involved in preventative medicine (as opposed to regulatory medicine)?

• Should the aviation medical examination not be based on a more formal risk assessment that takes into account operational requirements and performance?

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As both an occupational health doctor and AME, I would strongly support the risk assessment approach, with the aviation medical examination based on medical risk and operational requirements. Fit to f ly decisions in complicated medical cases which are not necessarily compliant with SA CAA protocols (such as the cases discussed at the SA CAA Aero Medical Board) are all based on the risk for incapacitation, sometimes taking into account several additional factors.

However, it would be a complicated and time-consuming process to implement a risk-based medical examination for all possible operational scenarios. In addition, other nonaviation specific factors such as the availability of resources and equipment, AME risk assessment competency and related cost implications might be significant stumbling blocks to overcome. However, it’s not that it cannot be done…

Let us consider the use of a psychological test battery as a possible screening tool, which has been suggested after the recent ‘German Wings’ accident. It might not be cost-effective or practical and might not add value if implemented as part of a routine periodic medical examination for all pilots. Considering it as a requirement for commercial f light operations might be more justifiable. However, even in these circumstances it would be very difficult to substantiate a fitness to f ly decision based on a test result of a psychological screening tool.

Taking it a step further, which psychological screening tool would ‘tick the right boxes?’ On what grounds would the tool be selected? Furthermore, would it be considered sensitive

Medical enough or specific enough (taking into account various cultural differences in various populations) to be accepted as a valid testing modality?

Taking into account the questions above, I would be hesitant to introduce a psychological test battery as a screening tool to form part of the routine aviation medical examination. Having said that, I do believe there is a place for a performance based test battery. Such a test battery would include tests measuring reaction time, coordination, reasoning ability etc. In my opinion it would add value to have a baseline performance test done on every pilot and air traffic controller (ATC).

The difference being that it should not be used for initial licensing or fitness to f ly purposes, but that it should rather serve as a baseline for comparison purposes. The initial baseline test need not be considered as a requirement for the issuance of a medical certificate, unless there is glaringly obvious pathology incompatible with safe f lying. The potential value of the baseline test is that it would enable licensing authorities to compare a specific individual’s operational performance with his / her own previous performance, which could be of benefit to the individual.

One such an example would be where an individual has been involved in an accident and sustained a head injury.

The test result after such an incident in comparison with the initial baseline test would provide objective evidence to assist with a fitness to f ly decision (thus performance based and evidence based).

Performance tests can also be beneficial in an unfortunate, but unavoidable process, otherwise known as age. Such a test can potentially be used to confirm ability to f ly after a certain age. It might not be sensitive enough to be used as a sole tests or decisive test, but might be of benefit in considering the overall ‘big picture’ scenario (the risk assessment approach).

Our present aviation medical examination no doubt addresses physical medical conditions. It should also be remembered that some physical medical conditions can also result in behavioural or mental symptoms, if not diagnosed timeously or treated optimally. The physical medical examination should not be replaced or done away with, as it is my belief that it adds value to aviation safety. There might be room for further refinement of some regulations and protocols, as well as enhanced harmonisation of existing practices globally. It must be cautioned, though, that one needs to be realistic and be aware of the fact that we will never have the ideal examination or complete harmonisation of regulations and protocols. It doesn’t mean that we should not strive to do so as more collaboration and communication will lead to better standards. We should certainly consider the addition of cost-effective tests that might add value to existing processes, such as the investigation (and possible implementation if feasible) of a more formal risk based approach to the aeromedical decision making process.

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Best of the Best

John Smith Thach, known to his peers as ‘Jimmy’, was born on 19 April 1905 in Arkansas, in the USA. After completing school, he joined the U.S. Naval Academy. Following his graduation in 1927, he served on the USS Mississippi and USS California battleships for two years, before he began fl ight training as a naval aviator. Th ach immediately excelled at flying and gained quite a reputation as an excellent pilot during those interwar years. In 1931, Thach and other pilots of his unit flew Curtis dive bombers for the movie ‘Hell Divers’, which starred well-known actor Clark Gable. The movie was fi lmed onboard the USS Saratoga. Th ach was a remarkable fl ight instructor, particularly in the field of aerial gunnery training. As a test pilot, he set a number of records. For example, in 1935, Thach flew a Hall XP2H flying boat non-stop from Virginia to Panama, a distance of 3 200 km, in 25 hours and 15 minutes. By the late 1930s, shortly before World War II, Th ach had become known as one of the U.S. Navy’s best instructors of

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aerial gunnery and for his development of combat tactics. During that time, Thach began mentoring Butch O’Hare, who later became one of the navy’s best known aces.

When the United States entered World War II in December 1941, Thach was commanding officer of VF-3. The squadron, which operated from aircraft carriers in the Pacific, was in the process of replacing its obsolescent Brewster Buffalos with Grumman Wildcats.

Although the Wildcats were more modern, they were considerably less capable fighters than the Japanese Mitsubishi Zeros. To help level the playing field somewhat, Thach developed a combat tactic which he named the ‘Beam Defence Position’, although the tactic was better known as the ‘Thach Weave.’ It involved two aircraft, or two pairs of aircraft, crossing each other’s paths in a weaving pattern. When under attack, one aircraft would serve as bait, whilst the other would be the ‘hook’, or attacking element. Thach

Best of the Best and O’Hare tested the concept in mock dogfights and soon used it in combat. From the time it was fi rst used in combat, in May 1942, the ‘Thach Weave’ was so successful that it saw widespread use throughout the Second World War and even in subsequent wars and confl icts.

Due to his value as a military tactician, Thach was not allowed to spend much time in combat. After only about six months in the Pacific Theatre, Thach was withdrawn from the frontlines.

However, in that short space of time, he was able to shoot down six enemy aircraft, earning the title of ‘ace.’ Th ree of those aircraft were shot down during a single mission, when Thach led a formation of six Wildcats to successfully apply his famous weave tactic against a superior numbers of Japanese fighters.

After proving his worth in combat, Thach was transferred to Florida, where he taught combat tactics and helped make training videos. He later returned to the Pacific as air operations’ officer of a fast carrier task force, serving under Vice Admiral John McCain, Sr., grandfather of Senator John McCain III, who ran for president of the United States against Barak Obama in 2008. As air operations’ officer, Thach observed the growing problem of kamikaze attacks against navy aircraft carriers and troop ships. Therefore, he developed the ‘Big Blue Blanket’ tactic. It involved moving picket warships, usually destroyers, farther away from the main carrier group. Moving these ships into a more vulnerable position provided an earlier warning of approaching enemy aircraft. In addition, the tactic called for an increase in combat air patrols and fighter sweeps over enemy airfields. The ‘Big Blue Blanket’ was employed with great success and no doubt saved hundreds of lives. In September 1945, Thach was present onboard the USS Missouri battleship to witness the Japanese surrender, which officially signalled the end of World War II. However, that was not the end of combat for Th ach, who was promoted to captain shortly after the war. Th ach commanded the USS Sicily escort carrier during the Korean War, which began in 1950. Marine Corps aircraft flew from the USS Sicily and conducted ground attacks and close air support missions. He later commanded the USS Franklin D. Roosevelt, a Midway-class aircraft carrier. By the 1950s, Th ach had been promoted to admiral and was regarded as one of the foremost anti-submarine warfare experts in the navy.

In fact, for his contributions to anti-submarine warfare, Th ach’s face appeared on a 1958 cover of Time magazine. He was then transferred to the Pentagon in Washington DC, where he served as Deputy Chief of Naval Operations for Air. In that position, he played a major role in ensuring the introduction of the Vought A-7 Corsair II into the US Navy, despite the resistance of then Secretary of Defence Robert McNamara. By the time Th ach retired, he was commander in chief of US naval forces in Europe.

Thach died on 15 April 1981, at the age of 75. In December the next year, the USS Thach frigate was named in his honour. His contribution to aerial combat tactics had a tremendous impact on air combat. There is no doubt that Admiral Jimmy Thach was one of the ‘best of the best.’

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African A Afr riic ica ccan P Pilot ilott il ilo

A August ugust ug ugu stt 20 201 2015 15

Introduction by Athol Franz A Light Sport Aircraft (LSA) is a small aircraft that is simple to fly and that meets certain regulations set by a national aviation authority restricting weight and performance. The following are definitions taken from the SA CAA’s website:

• One solo cross-country flight of at least three legs and of a duration of not less than 90 minutes flown at normal cruising speed • A minimum of one dual flight under instruction into and out of a controlled airport

For an aeroplane to be classified as a light aeroplane, the following parameters

The holder of a valid national flight instructor rating may conduct flight

need to be met:

training for remuneration under the auspices of an appropriately rated,

• Maximum gross take-off mass of 600 kg for land planes or 650 kg for

approved ATO.

amphibian and sea planes • Maximum stall speed with no flaps deployed at Maximum All-Up Weight (MAUW) 45 knots

Previous LSA surveys have been received with great enthusiasm. Therefore we have decided to continue the exercise adding new information as we receive it.

• Maximum speed in level flight maximum continuous power 150 knots

Please note that certain types that were previously featured have dropped out

• Two place maximum single, non-turbine engine

of the survey as they are no longer supported in South Africa.

• Unpressurised cabin For the purpose of establishing conformity the following payloads are to be included: • 80 kilograms per seat • Full fuel tank or 40kg (whichever is greater) • Luggage mass as specified by the manufacturer • Safety rescue system if one is fitted • All standard and additional equipment and systems as fitted

PARAMETERS OF MEASUREMENT African Pilot sent a questionnaire to all known importers of LSA types, which required specific answers about the relevant aircraft they market in this country. Unfortunately, some LSA types are not represented in this part of the world; therefore these aircraft types have not been included in the survey. For the purposes of comparison the LSA category is restricted to aircraft with a Maximum Take-Off Weight (MTOW) of up to 600kg and two seats, whilst the aircraft type by definition has to be ‘uncomplicated.’

REQUIREMENTS FOR NATIONAL PILOT’S LICENCE These aircraft qualify for pilots who have the National Pilot’s Licence’ (NPL) An applicant for the issuing of a national pilot’s licence shall:

and not necessary a Private Pilot’s Licence (PPL). All piston engine aircraft

• Be not less than 17 years of age, except as provided for in

types that fall into the heavier weight category (more than 600kg) will be

sub-regulation • Either hold a valid Class 4 or higher class medical certificate issued in terms of Part 67

included into a new survey together with our traditional ‘certified piston’ types early in 2015 specifically designed for these types. The object of the exercise was to make comparisons that are similar so as not to confuse our readers.

• Hold a valid national pilot learner’s certificate, or a valid pilot licence issued in terms of Part 61 • Qualify for the issue of at least one of the category ratings, referred to in regulation 62.01.5 • Hold at least a valid restricted certificate of proficiency in radiotelephony (aeronautical)

All prices quoted exclude Value Added Tax (VAT), as some suppliers have exported aircraft to neighbouring countries where the VAT may differ from that applied in South Africa. Unless otherwise stated, all importers of LSA types have quoted the price for the basic aircraft as it is delivered to the customer. Naturally all extras will add to the basic price and the relevant importer should be contacted in this regard. For the purposes of accurate

The holder of a national pilot’s licence shall be entitled to act as Pilot in

comparison prices published are in Rands, US$ or Euros. All importers have

Command (PIC) of an aircraft registered in the Republic of South Africa for

also qualified their South African prices as ‘subject to currency fluctuations.’

which he or she holds the appropriate valid category, class or type rating and which is not engaged in the provision of an air service, but not for reward or

DISCLAIMER

remuneration under Visual Meteorological Conditions (VMC), by day and in accordance with the provisions of Part 94.

African Pilot has undertaken this survey in the interests of our readers in good faith. We cannot be held responsible for incorrect information provided by

National Sport Licences require the following training:

aircraft suppliers. Therefore we recommend that interested purchasers should

• Complete not less than 35 hours flight time as a pilot of a light sport

consult with the relevant importer/ manufacturer.

aeroplane, of which at least 15 hours shall be solo flight time • One dual cross-country flight of at least three legs and of a duration of not less than 90 minutes flown at normal cruising speed

If any supplier has been omitted from this survey, it is because that importer did not respond in time with the information requested for the aircraft type.

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SPORTCRUISER

SLING LSA

Aircraft Solutions Tel: +27 (0)58 303 0811 • e-mail: andrew.oflaherty@air-tecm.com www.sport-aircraft-solutions.com

The Airplane Factory Tel: +27 (0)11 948 9898 e-mail: sales@airplanefactory.co.za • www.airplanefactory.co.za

Price: Engine types:

POA Rotax 912S2, 912 ULS2 100 hp

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction:

19 litres per hour 114 litres 1 100 km, 6 hours Fixed pitch, three blades Fixed, tricycle Full metal semi-monocoque structure

Lead time for ordering: Standard avionics: Flying in South Africa:

30-40 days Dynon glass cockpit 7 flying

Speed Cruise: 110 kts Stall: 31 kts VNE: 138 kts

Size Length: 6.6 m Wingspan: 8.6 m Height: 2.4 m

Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Weight MTOW: 600 kg Empty: 374 kg Useful: 226 kg

Speed Cruise: 112 kts Stall: 42 kts VNE: 135 kts

R 1 182 780 Rotax 912ULS, 912iS, 914UL Turbo 13-14 litres per hour (912is) 75 litres (150 litres for Sling 2) 1183 km (2366 km) with reserve, 5.7 hrs (11.4 hrs) with reserve 3 blades ground adj. or constant speed Fixed tricycle All metal, aluminium 3 months Garmin G3X Touch EFIS, Garmin GTR-200 VHF radio/intercom, flight and engine instruments 130 flying, 21 on order Size Length: 6.7 m Wingspan: 9.2 m Height: 2.5 m

Weight MTOW: 600/700 kg Empty: 362 kg Useful: 238/338 kg

SLING TAILDRAGGER LSA

STORK LSA 500

The Airplane Factory Tel: +27 (0)11 948 9898 e-mail: sales@airplanefactory.co.za • www.airplanefactory.co.za

Albasera Aircraft Tel:+27 (0)11 614 3925 • Cell: +27 (0)72 184 3445 e-mail: fincati.gl@mweb.co.za • www.flysynthesis.com

Price: Engine types: Fuel burn: Tank capacity: Range and endurance:

R 1 182 780 Rotax 912ULS, 912iS, 914UL Turbo 13-14 litres per hour (912is) 75 litres (150 litres for Sling 2) 1213 km (2426 km) with reserve, 5.7 hrs (11.4 hrs) with reserve 3 blades ground adjustable or constant speed Fixed taildragger All metal, aluminium 3 months Garmin G3X Touch EFIS, Garmin GTR-200 VHF radio/intercom, flight and engine instruments 1 flying, 2 on order

Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 115 kts Stall: 39 kts VNE: 135 kts

2

Price: Engine types: Fuel burn: Tank capacity: Range and endurance:

African Pilot

Size Length: 6.7 m Wingspan: 9.2 m Height: 2.5 m August 2015

Weight MTOW: 600/700 kg Empty: 362 kg Useful: 238/338 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 105 kts Stall: 34 kts VNE: 120 kts

POA Jabiru 85 hp,Rotax 912 UL 80 hp 15 litres per hour 90 litres 1 070 km, 5.5 hours (30 minutes reserve) Wood, composite, two blades Fixed, tricycle, steerable front wheel Composite fibreglass with aluminium tail boom 2.5 months Standard VFR instruments 8 flying Size Length: 5.75 m Wingspan: 9.32 m Height: 2.15 m

Weight MTOW: 500 kg Empty: 270 kg Useful: 230 kg

August 2015

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SYNCRO LSA

TEXAN TC 550 or 600 LSA

Albasera Aircraft Tel:+27 (0)11 614 3925 • Cell: +27 (0)72 184 3445 e-mail: fincati.gl@mweb.co.za • www.flysynthesis.com

Albasera Aircraft Tel:+27 (0)11 614 3925 • Cell: +27 (0)72 184 3445 e-mail: fincati.gl@mweb.co.za • www.flysynthesis.com

Price: Engine types: Fuel burn: Tank capacity: Range and endurance:

POA Rotax 912 ULS 100 hp 15/18 litres per hour 100 litres 1 200 km (30 minutes reserve),

Propeller type and operation:

Fixed pitch, two blades

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Fixed main gear, front castoring All carbon fibre 3 months Glass cockpit 1 on order Size Length: 6.75 m Wingspan: 10.4 m Height: 2.26 m

Speed Cruise: 124 kts Stall: 35 kts VNE: 160 kts

Weight MTOW: 600 kg Empty: 289 kg Useful: 311 kg

Price: Engine types:

POA Jabiru 85 hp or Rotax 912 ULS

Fuel burn: Tank capacity: Range and endurance:

15 / 18.5 litres per hour 100 litres 985 km (30 minutes reserve), 5.5 hours Two blades, Woodcomp Fixed, tricycle Composite 2.5 months Standard VFR instruments 1 flying

Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 115 kts Stall: 35 / 38 kts VNE: 130 / 136 kts

Size Length: 6.9 m Wingspan: 8.6 m Height: 2.4 m

Weight MTOW: 600 kg Empty: 295 kg Useful: 305 kg

BRISTELL CLASSIC

BRISTELL RG

Bristell South Africa Cell: +27 (0)82 803 4611 e-mail: ian@bristell.co.za • www.bristell.co.za

Bristell South Africa Cell: +27 (0)82 803 4611 e-mail: ian@bristell.co.za • www.bristell.co.za

Price: Engine types:

POA Rotax 912ULS, 912iS - 100 hp

Price: Engine types:

POA Rotax 912ULS, 912iS - 100 hp

Fuel burn: Tank capacity: Range and endurance:

15 litres per hour 120 litres 715 km 6.5 hours Fiti, ground adjustable Fixed 6061 Aluminium 10 weeks Standard ‘6-pack’ or glass cockpit 1 flying

Fuel burn: Tank capacity: Range and endurance:

15 litres per hour 120 litres 800 km 6.6 hours Woodcomp, constant speed Retractable 6061 Aluminium 11 weeks Standard ‘6-pack’ or glass cockpit None yet

Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 105 kts Stall: 32 kts VNE: 156 kts

4

African Pilot

Size Length: 6.5 m Wingspan: 9.1 m Height: 2.3 m August 2015

Weight MTOW: 600 kg Empty: 340 kg Useful: 260 kg

Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 135 kts Stall: 32 kts VNE: 156 kts

Size Length: 6.5 m Wingspan: 9.1 m Height: 2.3 m

Weight MTOW: 600 kg Empty: 340 kg Useful: 260 kg

BRISTELL TD

CH650 B / CH601XL B

Bristell South Africa Cell: +27 (0)82 803 4611 e-mail: ian@bristell.co.za • www.bristell.co.za

Bundu Aviation Tel: +27 (0)83 485 2427 • e-mail: info@bunduaviation.com www.bunduaviation.com

Price: Engine types:

POA Rotax 912ULS, 912iS - 100 hp

Price: Engine types:

Fuel burn: Tank capacity: Range and endurance:

15 litres per hour 120 litres 715 km 6.7 hours Woodcomp, constant speed Taildragger 6061 Aluminium 12 weeks Standard ‘6-pack’ or glass cockpit None yet

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

POA Rotax, Jabiru, Lycoming, Continental, UL Power, 80 - 120hp 15-25 litres per hour 92 litres (115 optional) 1 000 km, 5 hours Whirlwind, Warpdrive Fixed, tricycle All aluminium 6061T6 3 months According to customer specification

Flying in South Africa:

5 flying, 11 sold

Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 130 kts Stall: 32 kts VNE: 156 kts

Size Length: 6.5 m Wingspan: 9.1 m Height: 2.3 m

Weight MTOW: 600 kg Empty: 340 kg Useful: 260 kg

Speed Cruise: 120 kts Stall: 39 kts VNE: 142 kts

Size Length: 6.1 m Wingspan: 8.2 m Height: 2 m

August 2015

Weight MTOW: 600 kg Empty: 325 kg Useful: 275 kg

African Pilot

5

CH701 SkYJEEP

CH750 STOL

Bundu Aviation Tel: +27 (0)83 485 2427 • e-mail: info@bunduaviation.com www.bunduaviation.com

Bundu Aviation Tel: +27 (0)83 485 2427 • e-mail: info@bunduaviation.com www.bunduaviation.com

Price: Engine types:

Price: Engine types:

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

POA Rotax, Jabiru, UL 260 range, 80 to 115hp 15 - 20 litres per hour 76 litres 550 km, 4.6 hours Whirlwind, Warpdrive Fixed, tricycle All metal 6061-T6 3 months According to customer specification

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

POA Rotax, Jabiru, Lycoming, Continental, UL Power 350 or 390, 100-160 hp 15 - 30 litres per hour 90 litres (120 optional) 710 km, 5 hours (standard tanks) Whirlwind, Warpdrive Fixed, tricycle All metal 6061-T6 3 months According to customer specification

Flying in South Africa:

More than 20 flying, more than 30 sold

Flying in South Africa:

2 flying, 11 sold

Speed Cruise: 75 kts Stall: 24 kts VNE: 100 kts

Size Length: 6.4 m Wingspan: 8.2 m Height: 2.6 m

Weight MTOW: 560 kg Empty: 285 kg Useful: 275 kg

Speed Cruise: 90 kts Stall: 30 kts VNE: 112 kts

Size Length: 6.7 m Wingspan: 9.1 m Height: 2.6 m

Weight MTOW: 600 kg Empty: 350 kg Useful: 250 kg

CH750 CRUZER

CUBBY

Bundu Aviation Tel: +27 (0)83 485 2427 • e-mail: info@bunduaviation.com www.bunduaviation.com

Cubby Aviation Tel: +27 (0)28 572 1566 • Cell: +27 (0)72 671 6240 E-mail: aerokits99@gmail.com

Price: Engine types:

Price: Engine types:

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

POA Rotax, Jabiru, Lycoming, Continental, UL Power 350 or 390, 100 to 160 hp 15 - 30 litres per hour 90 litres (120 optional) 830 km, 5 hours (standard tanks) Whirlwind, Warpdrive Fixed, tricycle All metal 6061-T6 3 months According to customer specification

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

POA Revmaster R2300 85hp direct drive, D-Motor, CAMit 12 - 15 litres per hour 90 litres 800 km with reserves, 5.8 hours P-Prop fixed 64 inch diameter x 34 pitch Fixed, tricycle or taildragger Tube and fabric 4 months Flight and engine instruments

Flying in South Africa:

New aircraft released at Sun ‘n Fun 2013

Flying in South Africa:

26 flying

Speed Cruise: 105 kts Stall: 34 kts VNE: 122 kts

6

African Pilot

Size Length: 6.7 m Wingspan: 9 m Height: 2.85 m August 2015

Weight MTOW: 600 kg Empty: 350 kg Useful: 250 kg

Speed Cruise: 90 kts Stall: 30 kts VNE: 115 kts

Size Length: 6 m Wingspan: 9.3 m Height: 1.6 m

Weight MTOW: 550 kg Empty: 260 - 290 kg Useful: 260 kg

WT9 DYNAMIC Dynamic Aircraft Sales Cel: +27 (0)83 661 6340 e-mail: alanl@webafrica.org.za • www.wt9dynamic.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction:

POA Rotax ULS, 100 hp 15 litres per hour 75 litres 1 000 km, 4.5 hours 3-bladed Woodcomp, electronic constant speed Fixed or retractable Composite

Lead time for ordering: Standard avionics: Flying in South Africa:

2 months Flight and engine instruments 6 flying

Speed Cruise: 130 kts Stall: 45 kts VNE: 150 kts

Size Length: 6.4 m Wingspan: 9 m Height: 2 m

Weight MTOW: 550 kg Empty: 305 kg Useful: 245 kg

SAVAGE BOBBER Flying Frontiers + 27 (0)82 459 0760 email: craig@flyingfrontiers.com • www.flyingfrontiers.com

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 80 kts Stall: 30 kts VNE: 111 kts

From € 44 500 Rotax 912UL 80hp, 912 ULS 100hp, Rotax 914 13-18 litres per hour 68 litres standard, 95 litres optional 650 km (950 km), 4.5 hours (6.5 hours) 2 blade classic wooden, 3 blade ground adjustable Fixed, taildragger Chromoly tube and fabric (Dacron) 5-6 months Flight and engine instruments 1 Flying Size Length: 6.4 m Wingspan: 9.4 m Height: 2 m

Weight MTOW: 560 kg Empty: 280 kg Useful: 280 kg August 2015

African Pilot

7

SAVAGE CLASSIC

SAVAGE CRUISER

Flying Frontiers + 27 (0)82 459 0760 email: craig@flyingfrontiers.com • www.flyingfrontiers.com

Flying Frontiers + 27 (0)82 459 0760 email: craig@flyingfrontiers.com • www.flyingfrontiers.com

Price: Engine types:

From € 47 900 Rotax 912 UL 80 hp, 912 ULS 100 hp

Price: Engine types:

From € 50 500 Rotax 912 UL 80 hp, 912 ULS 100 hp

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

13-18 litres per hour 68 litres standard, 95 litres optional 720 km (1000 km), 4.5 hours (6.5 hours) 2 blade classic wooden, 3 blade ground adjustable Fixed, taildragger Chromoly tube and fabric (Dacron) 5-6 months Flight and engine instruments 1 flying

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

13-18 litres per hour 68 litres standard, 95 litres optional 720 km (1000 km), 4.5 hours (6.5 hours) 2 blade classic wooden, 3 blade ground adjustable Fixed, taildragger Chromoly tube and fabric (Dacron) 5-6 months Flight and engine instruments None

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 92 kts Stall: 33 kts VNE: 111 kts

Size Length: 6.4 m Wingspan: 9.3 m Height: 2 m

Weight MTOW: 560 kg Empty: 288 kg Useful: 272 kg

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 92 kts Stall: 33 kts VNE: 111 kts

Size Length: 6.5 m Wingspan: 9.5 m Height: 2 m

Weight MTOW: 560 kg Empty: 291 kg Useful: 269 kg

SAVAGE CUB

SAVAGE CUB-S

Flying Frontiers + 27 (0)82 459 0760 email: craig@flyingfrontiers.com • www.flyingfrontiers.com

Flying Frontiers + 27 (0)82 459 0760 email: craig@flyingfrontiers.com • www.flyingfrontiers.com

Price: Engine types:

From € 53 500 Rotax 912 ULS 100HP, Rotax 914

Price: Engine types:

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

15-18 litres per hour 68 litres standard, 95 litres optional 700 km (1000 km), 4.5 hours (6.5 hours) 2 blade classic wooden, 3 blade ground adjustable Fixed, taildragger Chromoly tube and fabric (Dacron) 5-6 months Flight and engine instruments None

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

From € 58 900 - € 100 000 Rotax 912 ULS 100 hp, Lycoming IO-320 172 hp, ECI Titan 180 hp 19-25 litres per hour 95 litres 720 km, 4 hours Catto composite 213cm

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Fixed, taildragger Chromoly tube and fabric (Dacron) 5-6 months Flight and engine instruments 1 Flying

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 90 kts Stall: 31 kts VNE: 111 kts

8

African Pilot

Size Length: 6.4 m Wingspan: 9.4 m Height: 2 m August 2015

Weight MTOW: 560 kg Empty: 296 kg Useful: 264 kg

Speed Cruise: 95 kts Stall: 30 kts VNE: 113 kts

Size Length: 6.8 m Wingspan: 9.4 m Height: 2 m

Weight MTOW: 600 kg Empty: 370 kg Useful: 230 kg

SAVAGE AGILIS

FK9 EXECUTIVE & PROFESSIONAL

Flying Frontiers + 27 (0)82 459 0760 email: craig@flyingfrontiers.com • www.flyingfrontiers.com

Investment Aircraft / FK Light Planes Tel: +27 (0)11 701 3423 E-mail: aviation@lantic.net • Website: www.investmentaircraft.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 80 kts Stall: 30 kts VNE: 112 kts

From € 31 500 Rotax 582 65 hp, Rotax 912UL 80 hp, Rotax 912 ULS 100 hp 13-18 litres per hour 68 litres standard, 95 litres optional 720 km, 4 hours with reserve 2 blade classic wooden, 3 blade ground adjustable Fixed, taildragger Chromoly tube and fabric (Dacron) 5-6 months Flight and engine instruments None Size Length: 6.2 m Wingspan: 9.1 m Height: 2.2 m

Weight MTOW: 560 kg Empty: 270 kg Useful: 290 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 105 / 110 kts Stall: 35 kts VNE: 125 kts

POA Executive Model: Rotax ULS 100 hp Professional Model: Rotax 912 ULS 80hp 15 litres per hour 110 / 60 litres 1 474 / 804 km, 7.1 / 4 hours 3-blade DUC carbon fibre CS fixed pitch Fixed Composite metal mix structure with full carbon-wing type, integrated tublar steel cage 5 months Flight and engine instruments 4 flying in SA, 495 worldwide Size Length: 6.2 m Wingspan: 9.3 m Height: 2.4 m

Weight MTOW: 520 kg Empty: 274 / 288 kg Useful: 246 / 232 kg

FK12 COMET

FK14 EXECUTIVE & PROFESSIONAL

Investment Aircraft / FK Light Planes Tel: +27 (0)11 701 3423 E-mail: aviation@lantic.net • Website: www.investmentaircraft.co.za

Investment Aircraft / FK Light Planes Tel: +27 (0)11 701 3423 E-mail: aviation@lantic.net • Website: www.investmentaircraft.co.za

Price: Engine types:

POA 912 ULS 100 hp

Price: Engine types:

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction:

15 litres per hour 58 litres 715 km, 3.8 hours 3-blade DUC carbon fibre CS fixed pitch Fixed

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction:

Lead time for ordering: Standard avionics: Flying in South Africa:

5 months Flight and engine instruments None in SA, 110 worldwide

Lead time for ordering: Standard avionics: Flying in South Africa:

Speed Cruise: 100 kts Stall: 35 kts VNE: 136 kts

Size Length: 6 m Wingspan: 6.4 m Height: 2 m

Weight MTOW: 520 kg Empty: 286 kg Useful: 234 kg

Speed Cruise: 127 / 132 kts Stall: 35 kts VNE: 157 kts

POA Executive Model: Rotax ULS 100 hp Professional Model: Rotax 912 ULS 80hp 15 litres per hour 90 litres 1 458 km, 6 hours 3-blade DUC carbon fibre CS fixed pitch Fixed Composite metal mix structure with full carbon-wing type, and monoque fuselage 5 months Flight and engine instruments 5 flying in SA, 190 worldwide Size Length: 6 m Wingspan: 9.1 m Height: 2.1 m August 2015

Weight MTOW: 520 kg Empty: 275 / 291 kg Useful: 245 / 229 kg African Pilot

9

FK51 MUSTANG

JABIRU SP120

Investment Aircraft / FK Light Planes Tel: +27 (0)11 701 3423 E-mail: aviation@lantic.net • Website: www.investmentaircraft.co.za

Jabiru Aircraft SA Tel: +27 (0)44 876 9991 • Cell: +27 (0)82 881 8499 e-mail: info@jabiru.co.za • www.jabiru.co.za

Price: Engine types:

POA Rotax 912 ULS 100hp

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction:

15 litres per hour 120 litres 2 240 km, 8 hours 3-blade DUC carbon fibre CS fixed pitch Retractable Composite honey comb structure with full carbon-wing type, and monoque fuselage 5 months Flight and engine instruments Still under development

Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 151 kts Stall: 35 kts VNE: 200 kts

Size Length: 6.9 m Wingspan: 7.9 m Height: 2 m

Weight MTOW: 600 kg Empty: 283 kg Useful: 317 kg

Price:

POA

Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

Jabiru 2200, 85 hp 4 cylinder 13 litres per hour 85 / 135 litres 1 008 / 1 854 km, 5.6 / 10.3 hours Jabiru, 2 blades, fixed pitch, wooden or composite Fixed, tricycle All composite Average 3.5 months Flight and engine instruments 80 flying

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 100 kts Stall: 47 kts VNE: 146 kts

Size Length: 5.8 m Wingspan: 8 m Height: 2 m

Weight MTOW: 500 kg Empty: 260 kg Useful: 240 kg

JABIRU UL120

JABIRU J170

Jabiru Aircraft SA Tel: +27 (0)44 876 9991 • Cell: +27 (0)82 881 8499 e-mail: info@jabiru.co.za • www.jabiru.co.za

Jabiru Aircraft SA Tel: +27 (0)44 876 9991 • Cell: +27 (0)82 881 8499 e-mail: info@jabiru.co.za • www.jabiru.co.za

Price:

POA

Price:

POA

Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

Jabiru 2200, 85 hp 4 cylinder 13 litres per hour 85 / 135 litres 907 / 1 447 km, 4.2 / 6.7 hours Jabiru, 2 blades, fixed pitch, wooden or composite Fixed, tricycle All composite Average 3.5 months Flight and engine instruments 19 flying

Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

Jabiru 2200, 85 hp 4 cylinder 13 litres per hour 135 litres 1 447 km, 10.3 hours Jabiru, 2 blades, fixed pitch, wooden or composite Fixed, tricycle All composite Average 3.5 months Flight and engine instruments 25 flying

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 100 kts Stall: 39 kts VNE: 125 kts

10

African Pilot

Size Length: 5.8 m Wingspan: 9.4 m Height: 2 m August 2015

Weight MTOW: 500 kg Empty: 280 kg Useful: 220 kg

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 100 kts Stall: 40 kts VNE: 140 kts

Size Length: 5.8 m Wingspan: 9.6 m Height: 2.3 m

Weight MTOW: 600 kg Empty: 315 kg Useful: 285 kg

JABIRU J230

BUSHBABY

Jabiru Aircraft SA Tel: +27 (0)44 876 9991 • Cell: +27 (0)82 881 8499 e-mail: info@jabiru.co.za • www.jabiru.co.za

Kitplanes For Africa (Pty) Ltd Tel: +27 (0)82 601 8970 • +27 (0)73 486 8903 e-mail: info@saplanes.co.za • www.saplanes.co.za

Price:

POA

Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

Jabiru 3300, 120 hp 6 cylinder 19 litres per hour 135 litres 1 440 km, 6.7 hours Jabiru, 2 blades, fixed pitch, wooden or composite Fixed, tricycle All composite Average 3.5 months Flight and engine instruments 25 flying

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 120 kts Stall: 40 kts VNE: 140 kts

Size Length: 6.55 m Wingspan: 9.58 m Height: 2.4 m

Price: Engine types:

Weight MTOW: 600 kg Empty: 360 kg Useful: 240 kg

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 90 kts Stall: 30 kts VNE: 115 kts

From R 400 000 Jabiru 2200, Rotax 582, 912 UL, ULS, Revmaster, other options possible 12 - 20 litres per hour 105 litres 800 - 1 000 km, 5 - 6.5 hours Fixed wood, ground adjustable Fixed Tube, fabric, aluminium and composites 4 - 6 months Flight and engine instruments, MGL Xtreme EFIS, V6 Radio, other options 115 flying Size Length: 5.8 m Wingspan: 9.2 m Height: 1.9 m

August 2015

Weight MTOW: 550 kg Empty: 265 - 300 kg Useful: 285 - 250 kg

African Pilot

11

EXPLORER

SAFARI

Kitplanes For Africa (Pty) Ltd Tel: +27 (0)82 601 8970 • +27 (0)73 486 8903 e-mail: info@saplanes.co.za • www.saplanes.co.za

Kitplanes For Africa (Pty) Ltd Tel: +27 (0)82 601 8970 • +27 (0)73 486 8903 e-mail: info@saplanes.co.za • www.saplanes.co.za

Price: Engine types:

From R 450 000 Jabiru 2200, Rotax 582, 912 UL, ULS, Rotax 914, Revmaster, other options 12-20 litres per hour 105 litres 800-1 000, 5 - 6.5 hours Fixed wood, ground adjustable Fixed, tricycle or tail dragger Tube, fabric, aluminium and composites 4 - 6 months Flight and engine instruments, MGL Xtreme, V6 Radio, other options 81 flying

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 100 kts Stall: 32 kts VNE: 120 kts

12

African Pilot

Size Length: 5.8 m Wingspan: 9.2 m Height: 1.9 m

August 2015

Weight MTOW: 600 kg Empty: 280 - 330 kg Useful: 320 - 270 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 100 kts Stall: 32 kts VNE: 130 kts

From R 540 000 Rotax 912 UL, ULS, Rotax 914, Jabiru 3300, other options possible 15 - 25 litres per hour 105 litres 800 km, 4.5 - 5 hours Fixed wood, ground adjustable Fixed Tube, fabric, aluminium and composites 5 - 7 months Flight and engine instruments, MGL Odyssey or Explorer EFIS, V6 Radio 30 flying Size Length: 6.5 m Wingspan: 9.4 m Height: 1.9 m

Weight MTOW: 600/700 kg Empty: 340 kg Useful: 260 kg

LIGHTWING

EUROFOX

LightWing AG Tel: +41 41 611 0585 e-mail: info@lightwing.ch • www.lightwing.ch

Lowveld Sport Aviation Cell: +27 (0)83 463 4865 • Tel: +27 (0)13 751 2066 E-mail: johnherbertsa@gmail.com • www.lowveldsportaviation.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

POA Rotax 912iS Sport 100 hp 10 - 14 litres per hour 90 litres 800 km, 6 hours Neuform propeller CR3-75, 3-blade, fixed pitch Fixed Aluminium tubing frame 6 months Flight and engine instruments

Flying in South Africa:

None yet

Speed Cruise: 95 kts Stall: 41 kts VNE: 113 kts

Size Length: 7 m Wingspan: 9.5 m Height: 1.7 m

Weight MTOW: 600 kg Empty: 370 kg Useful: 230 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

POA Rotax 80 / 100 hp 10 - 16 litres per hour 85 litres 900 km, 6 hours Fiti, ground adjustable or fixed pitch

Undercarriage: Type of construction:

Fixed (taildragger or tricycle) Tube and fabric,aluminium spars and ribs 3 months 1 VHF radio 8 flying

Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 95 kts Stall: 35 kts VNE: 124 kts

Size Length: 5.7 m Wingspan: 9.1 m Height: 2 m

August 2015

Weight MTOW: 560 kg Empty: 285 kg Useful: 275 kg

African Pilot

13

BAT HAWK LSA / BANTAM

PIPISTREL SHORTWING VIRUS

Micro Aviation SA Cell: +27 (0)82 338 9848 • Cell: +27 (0)82 828 6706 e-mail: apappas@iburst.co.za • www.microaviationsa.co.za

Pipistrel SA Cell: +27 (0)27 218 1125 • Cell +27 (0)83 231 4296 e-mail: kobus@pipistrelsa.co.za • www. pipistrelsa.co.za

Price: Engine types:

R 399 000 Jabiru 120 HP 3300 Viking 110 HP Honda fuel injected 16-22 litres per hour 80-100 litres 800 km, 5.5 hours Wooden Brent Thompson, 3-bladed Warp Drive Fixed, tricycle Tube, fabric and fibre glass 8 - 12 weeks Flight and engine instruments 188 Bantams, 51 Bat Hawks, 5 or order

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 78 kts Stall: 38 kts VNE: 95 kts

14

African Pilot

Size Length: 5 m Wingspan: 10 m Height: 3 m

August 2015

Weight MTOW: 540 kg Empty: 260 kg Useful: 280 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 147 kts Stall: 35 kts VNE: 165 kts

Standard Engine: € 84 700 Fuel injected: € 97 800 Rotax 912S, 100hp 17.5 litres per hour 100 litres 1 500 km, 5.5 hours Pipistrel vario, electric constant speed Fixed tricycle Composite - carbon kevlar glass 6 months Dynon 180 Efis 5 flying Size Length: 6.5 m Wingspan: 10.7 m Height: 1.85 m

Weight MTOW: 600 kg Empty: 300 kg Useful: 300 kg

PIPISTREL SINUS Pipistrel SA Cell: +27 (0)27 218 1125 • Cell +27 (0)83 231 4296 e-mail: kobus@pipistrelsa.co.za • www. pipistrelsa.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

€ 78 500 Rotax 912 UL, 80hp 10 litres per hour 100 litres 1 850 km, 8.5 hours Pipistrel vario (manual variable),

Undercarriage: Type of construction:

Fixed (tricycle or taildragger) Composite - carbon kevlar glass

Lead time for ordering: Standard avionics: Flying in South Africa:

4 months Dynon 180 Efis 16 flying

Speed Cruise: 110 kts Stall: 34 kts VNE: 122 kts

Size Length: 6.5 m Wingspan: 15 m Height: 1.85 m

Weight MTOW: 544 kg Empty: 285 kg Useful: 259 kg

PIPISTREL ALPHA TRAINER Pipistrel SA Cell: +27 (0)27 218 1125 • Cell +27 (0)83 231 4296 e-mail: kobus@pipistrelsa.co.za • www. pipistrelsa.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

POA Rotax 912 UL2, 80hp 9.2 litres per hour 50 litres 50 km, 3.1 hours Pipistrel wooden, fixed pitch

Undercarriage: Type of construction:

Fixed Composite, carbon glass, kevlar

Lead time for ordering: Standard avionics: Flying in South Africa:

4 months Flight end engine instruments None yet

Speed Cruise: 108 kts Stall: 37 kts VNE: 135 kts

Size Length: 6.5 m Wingspan: 10.5 m Height: 2.1 m August 2015

Weight MTOW: 550 kg Empty: 280 kg Useful: 270 kg African Pilot

15

BUSHCAT

RV-12

Rainbow Skyreach Tel: +27 (0)11 817 2298 e-mail: mike@fly-skyreach.com • www.fly-skyreach.com

Robin Coss Aviation Tel: +27 (0)21 934 7498 • Fax: +27 (0)21 934 7477 e-mail: info@cossaviation.com • www.cossaviation.co.za

Price: Engine types:

R 605 000 Rotax 912 ULS

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction:

15-17 litres per hour 95 litres 850 km, 6 hours Kiev 3 blade composite, ground adjustable Fixed, tricycle, taildragger or floats Tube and rag with high percentage composite parts 8-10 weeks Customisable, glass or analogue More than 150 sold (Including Cheetah)

Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 91 kts Stall: 30 kts VNE: 120 kts

16

African Pilot

Size Length: 5.1 m Wingspan: 9.6 m Height: 2.3 m

August 2015

Weight MTOW: 600 kg Empty: 311 kg Useful: 289 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

POA Rotax 912 ULS 17 litres per hour 75.7 litres 941.5 km, 4.4 hours Sensenich, fixed pitch

Undercarriage: Type of construction:

Fixed, tricycle, sprung aluminium Metal

Lead time for ordering: Standard avionics: Flying in South Africa:

Depends on US deliveries Dynon EFIS Pack More than 140 of the RV range

Speed Cruise: 114 kts Stall: 41 kts VNE: kts

Size Length: 6.07 m Wingspan: 8.15 m Height: 2.54 m

Weight MTOW: 599 kg Empty: 336 kg Useful: 263 kg

CARBON CUB EX2

ALTO TG

Robin Coss Aviation Tel: +27 (0)21 934 7498 • Fax: +27 (0)21 934 7477 e-mail: info@cossaviation.com • www.cossaviation.co.za

Sabre Aircraft Cell: +27 (0)83 655 0355 e-mail: richardstubbs@mweb.co.za • www.aircraftafrica.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

From R1.99 million ECI CC340, 180hp 19-23 litres per hour 95 litres 724 km, 4 hours Catto Propeller

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

Undercarriage: Type of construction:

Fixed, taildragger Tube and fabric

Undercarriage: Type of construction:

Lead time for ordering: Standard avionics: Flying in South Africa:

TBA VFR instruments None yet. (Leading LSA seller in USA)

Lead time for ordering: Standard avionics: Flying in South Africa:

Speed Cruise: 88 kts Stall: 28 kts VNE: 123 kts

Size Length: 7.1 m Wingspan: 10.4 m Height: 2.5 m

Weight MTOW: 600 kg Empty: 407 kg Useful: 193 kg

Speed Cruise: 112 kts Stall: 39 kts VNE: 131 kts

€ 55 000 Rotax ULS 100 hp 15 litres per hour 110 litres 1 215 km, 6.5 hours Peszke 3 blades ground adjustable composite or FITI in-flight adjustable Fixed tricycle All metal aircraft grade aluminium with various composite elements 16 weeks As per customer specifications 1st import Size Length: 6.2 m Wingspan: 8.2 m Height: 2.3 m

Weight MTOW: 600 kg Empty: 315 kg Useful: 285 kg

JK-05 JUNIOR

SABRE TOPAZ

Sabre Aircraft Cell: +27 (0)83 655 0355 e-mail: richardstubbs@mweb.co.za • www.aircraftafrica.co.za

Sabre Aircraft Cell: +27 (0)83 655 0355 e-mail: richardstubbs@mweb.co.za • www.aircraftafrica.co.za

Price: Engine types:

€ 49 900 Rotax 912 UL 80hp

Price: Engine types:

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

12.7 litres per hour 70 litres 1000 km, 5.5 hours (without reserve) Peszke 3 blades ground adjustable, composite with spinner Fixed with spats Full vinyl-ester composite 15-17 weeks plus 3 weeks shipping Flight and engine instruments 12 flying

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 100 kts Stall: 30 kts VNE: 120 kts

Size Length: 5.95 m Wingspan: 10.76 m Height: 2.3 m

Weight MTOW: 550 kg Empty: 280 kg Useful: 270 kg

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 115 kts Stall: 30 kts VNE: 120 kts

€55 000 Rotax ULS 100 hp or Rotax 912is 13.5 litres per hour 70 litres and 8 litres reserve 1 350 km, 6.5 hours (without reserves) Peszke 3 blades ground adjustable, composite with spinner Fixed with spats Full vinyl-ester composite construction 15-17 weeks plus shipping Flight and engine instruments 7 flying Size Length: 5.7 m Wingspan: 10.76 m Height: 2.25 m August 2015

Weight MTOW: 565 kg Empty: 290 kg Useful: 275 kg African Pilot

17

SAVANNAH S Savannah Africa Tel: +27 (0)43 732 1321 e-mail: info@savannahac.co.za • www.savannahac.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 90 kts Stall: 26 kts VNE: 136 kts

€ 42 300 (€ 46 400 for taildragger) € 33,200 (€ 37,300 for taildragger) Rotax 912ULS 100 hp 17 litres per hour 80 litres (150 litres with long range tanks) 750 km (1200 km), 4.4 hours (8 hours) DUC Swirl, ground adjustable Fixed, tricycle or taildragger Stressed skin aluminium 4 months VFR flight and engine instruments, VHF radio 80 Size Length: 6.5 m Wingspan: 9 m Height: 2.5 m

Weight MTOW: 600 kg Empty: 310 kg Useful: 290 kg

SHARK Shark Aircraft Tel: +27 (0)83 654 0932 e-mail: shark@sharkaircraft.co.za • www.sharkaircraft.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

POA Rotax 912ULS 100 hp 12 litres per hour 100 litres 1 600 km, 8.3 hours Variable pitch, electronically controlled

Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

Retractable Carbon fibre, composite 4-6 months According to customer specifications

Flying in South Africa:

Currently shipping

Speed Cruise: 150 kts Stall: 27 kts VNE: 176 kts

18

African Pilot

Size Length: 6.7 m Wingspan: 7.9 m Height: 2.3 m August 2015

Weight MTOW: 480 kg Empty: 275 kg Useful: 205 kg

August 2015

African Pilot

19

ONEX Sonex Africa Cell: +27 (0)83 294 3537 • +27 (0)71 405 8314 e-mail: sonex.africa@gmail.com • www.sonexafrica.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 134 kts Stall: 39 kts VNE: 188 kts

R 488 100 (Kit: $15 495, excl. shipping) AeroVee 80 hp 13 litres per hour 57 litres 856 km, 4.3 hours 2 blade Sensenich, fixed pitch Fixed, tricycle or taildragger 6061 Aluminium MGL Stratomaster Extreme EFIS, MGL Transceiver – VHF V06 Panelmount 3 sold, 1 flying Size Length: 5 m Wingspan: 6.1 m Height: 1.4 or 1.8 m

Weight MTOW: 431 kg Empty: 272 kg Useful: 156 kg

WAIEX Sonex Africa Cell: +27 (0)83 294 3537 • +27 (0)71 405 8314 e-mail: sonex.africa@gmail.com • www.sonexafrica.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

R 515 600 AeroVee 80 hp, Jabiru 85 hp, Jabiru 120 hp 13/16 litres per hour 60 litres 885 / 645 km, 4.6 / 3.75 hours 2 blade Sensenich, fixed pitch

Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

Fixed, tricycle or taildragger 6061 Aluminium

Flying in South Africa: Speed Cruise: 150 kts Stall: 35 kts VNE: 171 kts

20

African Pilot

MGL Stratomaster Extreme EFIS, MGL Transceiver – VHF V06 Panelmount 1 sold, 1 flying Size Length: 5.5 m Wingspan: 6.7 m Height: 1.4 or 1.9 m August 2015

Weight MTOW: 500 / 520 kg Empty: 281 kg Useful: 219 / 239 kg

SONEX

TECNAM ASTORE

Sonex Africa Cell: +27 (0)83 294 3537 • +27 (0)71 405 8314 e-mail: sonex.africa@gmail.com • www.sonexafrica.co.za

Tecnam SA Cell: +27 (0)82 565 5943 e-mail: mail@gertbouwer.co.za • www.tecnamsa.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 150 kts Stall: 35 kts VNE: 171 kts

R 505 600 (Kit: $17 495, excl. shipping) AeroVee 80 hp, Jabiru 85 hp, Jabiru 120 hp 13/16 litres per hour 60 litres 885 / 645 km, 4.6 / 3.75 hours 2 blade Sensenich, fixed pitch Fixed, tricycle or taildragger 6061 Aluminium MGL Stratomaster Extreme EFIS, MGL Transceiver – VHF V06 Panelmount 12 sold, 4 flying Size Length: 5.5 m Wingspan: 6.7 m Height: 1.4 or 1.9 m

Weight MTOW: 500 / 520 kg Empty: 281 kg Useful: 219 / 239 kg

Price: Engine types:

POA Rotax 912ULS2, 912is, 914

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

13.5-17.5 litres per hour 100 litres 600 km GT, Tonini, Sensenitch, MT

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Fixed Metal 90 days Standard avionics and an iPad Mini New model

Speed Cruise: 132 kts Stall: 38 kts VNE: 155 kts

Size Length: 7 m Wingspan: 8.7 m Height: 2.3 m

Weight MTOW: 600 kg Empty: 357 kg Useful: 243 kg

XENOS

TECNAM P2008

Sonex Africa Cell: +27 (0)83 294 3537 • +27 (0)71 405 8314 e-mail: sonex.africa@gmail.com • www.sonexafrica.co.za

Tecnam SA Cell: +27 (0)82 565 5943 e-mail: mail@gertbouwer.co.za • www.tecnamsa.co.za

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

R 583 300 AeroVee 80 hp, Jabiru 120 hp 13/16 litres per hour 60 litres 644 / 563 km, 4.6 / 3.75 hours 2 blade Sensenich, fixed pitch

Undercarriage: Type of construction: Lead time for ordering: Standard avionics:

Fixed, taildragger 6061 Aluminium

Flying in South Africa: Speed Cruise: 121 kts Stall: 38 kts VNE: 130 kts

MGL Stratomaster Extreme EFIS, MGL Transceiver – VHF V06 Panelmount None Size Length: 6 m Wingspan: 13.9 m Height: 1.5 m

Weight MTOW: 578 kg Empty: 340 kg Useful: 238 kg

Price: Engine types:

POA Rotax 912 ULS, 98 hp

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

15.5 litres per hour 110 litres 1 400 km, 9 hours Gt, fixed

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Fixed, tricycle Alluminium wing, composite fuselage 90 days plus 30 shipping Customer’s choice

Speed Cruise: 118 kts Stall: 35 kts VNE: 141 kts

Size Length: Wingspan: 9 m Height: 2.5 m

Weight MTOW: 600 kg Empty: 355 Useful: 245 kg August 2015

African Pilot

21

TECNAM P92 EAGLET

TECNAM P92 ECHO CLASSIC

Tecnam SA Cell: +27 (0)82 565 5943 e-mail: mail@gertbouwer.co.za • www.tecnamsa.co.za

Tecnam SA Cell: +27 (0)82 565 5943 e-mail: mail@gertbouwer.co.za • www.tecnamsa.co.za

Price: Engine types:

POA Rotax 912 ULS or S2, 98 hp

Price: Engine types:

POA Rotax 912 ULS 98 hp

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

13.5-17.5 litres per hour 90 litres 900 km Tonin Gt Wood, fixed

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

13.5-17.5 litres per hour 90 litres 900 km, 6.7 hours GT, Tonini, fixed

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Fixed, tricycle Alluminium / composite 90 days plus 30 shipping Customer’s choice 11

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Fixed, tricycle Alluminium 90 days plus 30 shipping Customer’s choice 30

Speed Cruise: 108 kts Stall: 42 kts VNE: 141 kts

Size Length: Wingspan: 8.7 m Height: 2.5 m

Weight MTOW: 600 kg Empty: 360 kg Useful: 240 kg

Size Length: 6.4 m Wingspan: 9.3 m Height: 2.5 m

Weight MTOW: 600 kg Empty: 357 kg Useful: 250 kg

TECNAM P92 TAILDRAGGER

BLACKSHAPE PRIME

Tecnam SA Cell: +27 (0)82 565 5943 e-mail: mail@gertbouwer.co.za • www.tecnamsa.co.za

Test Flying Academy of South Africa (TFASA) Tel: +27 (0)44 272 3449 • Cell: +27 (0)82 847 4731 e-mail: ulf@tfasa.co.za • www.tfasa.co.za

Price: Engine types:

POA Rotax912ULS, Lycoming IO-233 B2A

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

13.5-17.5 litres per hour 90 litres 900 km, 5 to 6 hours GT, fixed

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Fixed, taildragger Alluminium In stock Customer’s choice 1

Speed Cruise: 118 kts Stall: 42 kts VNE: 146 kts

22

Speed Cruise: 120 kts Stall: 35 kts VNE: 141 kts

African Pilot

Size Length: 6.4 Wingspan: 8.7 m Height: 2.5 m August 2015

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa:

Weight MTOW: 600 kg Empty: 345 kg Useful: 255 kg

Speed Cruise: 150 kts Stall: 35 kts VNE: 184 kts

POA Rotax 912ULS, 100hp or 914F Turbo 15 litres per hour (mogas) 60 litres (110 litres optional) 1080 km (1980 km optional) 4 hrs (7.3 hrs optional) MT Prop MTV-1A, constant speed Retractable, tricycle Carbon fibre, prepreg hot-melt Includes ballistic parachute 6 months Dynon Skyview Suite 2 flying Size Length: 7.2 m Wingspan: 7.9 m Height: 2.4 m

Weight MTOW: 600 kg Empty: 296 kg Useful: 304 kg

C42B IKARUS

FLAMINGO

Test Flying Academy of South Africa (TFASA) Tel: +27 (0)44 272 3449 • Cell: +27 (0)82 847 4731 e-mail: ulf@tfasa.co.za • www.tfasa.co.za

Wings ’n Tracks Cell: +27 (0)82 713 1016 • +27 (0)82 873 7273 e-mail: wingtrack@iafrica.com • www.wingsandtracks.com

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 95 kts Stall: 36 kts VNE: 110 kts

POA Rotax 912ULS 15 litres per hour (mogas) 65 litres (130 litres optional) 700 km (1400 km optional) 4.3 hrs (8 hrs optional) 3-blade Neuform fixed or variable pitch Retractable, tricycle Aluminium tubing frame, composite fairings 3 months Conventional avionics 20 flying Size Length: 6.4 m Wingspan: 9.5 m Height: 2.2 m

Weight MTOW: 520 kg Empty: 260 kg Useful: 260 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 140 kts Stall: 35 kts VNE: 165 kts

POA Rotax 912 ULS 100 hp 12 - 16 litres per hour 140 litres 1 750 km, 7 hours Woodcomp, variable pitch, constant speed Fixed or retractable Fully composite, sandwich shell fuselage 4-6 months Flight and engine instruments, glass cockpit optional 10 flying Size Length: 6.2 m Wingspan: 8.4 m Height: 2 m

Weight MTOW: 560 kg Empty: 332 kg Useful: 228 kg

LAMBADA Wings ’n Tracks Cell: +27 (0)82 713 1016 • +27 (0)82 873 7273 e-mail: wingtrack@iafrica.com • www.wingsandtracks.com

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 100 kts Stall: 35 kts VNE: 110 kts

POA Rotax 912 UL, 80 hp, 912 ULS 100 hp 12 litres per hour 100 litres 1 500 km, 7 hours Woodcomp variable pitch, featherable Fixed Fully composite, laminar SM701 profile 4 months Flight and engine instruments, according to customer desire 21 flying Size Length: 6.6 m Wingspan: 15 m Height: 1.9 m

Weight MTOW: 540 kg Empty: 295 kg Useful: 245 kg August 2015

African Pilot

23

SAMBA

SAMBA XL

Wings ’n Tracks Cell: +27 (0)82 713 1016 • +27 (0)82 873 7273 e-mail: wingtrack@iafrica.com • www.wingsandtracks.com

Wings ’n Tracks Cell: +27 (0)82 713 1016 • +27 (0)82 873 7273 e-mail: wingtrack@iafrica.com • www.wingsandtracks.com

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation:

POA Rotax 912 ULS - 100 hp 13 litres per hour 100 litres 1 400 km, 6.5 hours Woodcomp 3 blades, ground adj., 2 blades, electric in-flight adj.

Fixed Fully composite, laminar SM701 profile 4 months Flight and engine instruments, according to customer requirements 20 flying

Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 125 kts Stall: 35 kts VNE: 143 kts

Size Length: 5.9 m Wingspan: 10 m Height: 1.9 m

Weight MTOW: 540 kg Empty: 285 kg Useful: 255 kg

HAWK ARROW 2 Zulu Uniform Aviation Cell: +27 (0)82 782 7113 e-mail: davidaustin.pilot@gmail.com • www.cgsaviation.com

Price: Engine types:

POA Rotax 503, 582, 912, Hirth 3701, 3505 Jabiru 85 hp As per engine specifications 40 - 120 litres 250 - 750 km, 12 hours All pusher props limited to 70 inch diameter Fixed (tricycle or tail dragger) Aluminium Space frame cover with

Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Dacron or Ceconite Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 85 kts Stall: 33 kts VNE: 86 kts

24

African Pilot

12 weeks Flight and engine instruments 10 sold and flying Size Length: 6.4 m Wingspan: 9.7 m Height: 1.8 m

August 2015

Weight MTOW: 450 kg Empty: 199 kg Useful: 251 kg

Price: Engine types: Fuel burn: Tank capacity: Range and endurance: Propeller type and operation: Undercarriage: Type of construction: Lead time for ordering: Standard avionics: Flying in South Africa: Speed Cruise: 125 kts Stall: 35 kts VNE: 143 kts

POA Rotax 912 ULS, 100 hp, 13 litres per hour 100 litres 1 400 km, 6.5 hours Woodcomp ground adjustable, variable pitch Fixed Fully composite, laminar SM701 profile 5-6 months Flight and engine instruments, full glass cockpit optional 31 flying Size Length: 6 m Wingspan: 10 m Height: 2.2 m

Weight MTOW: 540 kg Empty: 295 kg Useful: 245 kg