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Edition 286
CONTENTS COLUMNISTS SA FLYER
16 Guy Leitch - ATTITUDE FOR ALTITUDE 20 Peter Garrison - LEADING EDGE 24 Jim Davis - PLAIN TALK 30 George Tonking - HELI OPS 38 Johan Walden - A SLIM LOGBOOK 42 Barry Lewis - INSURANCE 44 Ray Watts - REGISTER REVIEW 48 Jim Davis - ACCIDENT REPORT
4
FLIGHTCOM
5 11 39
Hugh Pryor - Bush Pilot Defence - Darren Olivier
60
FC 23
August 2019 | www.saflyer.com
Letters to the Editor
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Edition 286
CONTENTS FEATURES SA FLYER
14 Wassup? 52 Feature: Wing In The Door 58 Competing in Tranquility 60 AOPA: Homebuilders 63 AERO South Africa Feature
58 REGULARS
FLIGHTCOM
9 14 19 23 42 54 55 99
10
Industry Update Feature: Biz- Jets Cirrus Vision Jet Flight Test - Citation Longitude Feature: OR TAMBO International Air France Opposes Eco-Tax Airline Ops: 100 Years of BA Ejection Seats in Warbirds
FC 14
6 August 2019 | www.saflyer.com
Opening Shot
45 M&N Acoustics Register Review 55 GIB Events 56 SV Aviation Fuel Table 76 Market Place 77 Federal Airlines Charter Directory 78 AEP AMO Listing 80 Gryphon Flight School Listing 81 AME Directory 82 Subscriptions FLIGHTCOM
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POSITION REPORT
T
HE
great
thing
industry updates at the Aero Expo, the
about
living in South Africa is
Commercial
Aviation
Association’s
Dr
that there is never a dull
Roelof Botha gave sound cause for further
moment. And that makes
hope. Despite perceptions, the number of
us resilient.
GA aircraft being exported has slowed. either
Macroeconomic indicators are good: there
fantastic – or they are terrible. It’s an
has been a huge upsurge in Foreign Direct
emotional roller-coaster ride. When the ride
Investment, and unbelievably, year on year
gets too wild, I get off by tuning out from the
comparisons show double digit growth in
daily noise.
tourist arrivals from overseas, the value of
Things
are
mineral and motor vehicle sales and even the
It’s when we tune out and step back
value of buildings completed.
that we see the bigger picture. We restore perspective on the temporary travails of
And quietly, behind the scenes there
pilots moaning about the CAA’s computers
are new initiatives to improve the business
having been hacked and service having
environment, such as a panel of experts
deteriorated even further.
having been convened to remove obstacles to business.
By stepping off, we can look at the
The conclusion must be that there is still
positives – at the green shoots. A powerful
an enormous momentum in the economy and
positive is the resounding success of the Aero Expo at Wonderboom. Driven from the start by the indefatigable
there are lots of good people who want it to work. Sure, it’s taking far
Christian Maiorana of Villa San Giovanni restaurant and hotel at
longer than we had hoped for the light of good governance to shine
Wonderboom Airport, the Expo was organised with the best Teutonic
out from the miasma of the Zuma years’ destruction. But gradually
disciplines of the Germans who arrange the massive Aero Expo
the darkness is being pushed back. If we take a step away from the
Friedrichshafen, the largest in Europe.
noise of the whiners, then problems like CAA inefficiency and the
Christian Maiorana single handedly carried the burden of
general feeling of doom will appear smaller.
doing the jobs no one else wanted, most notably, engaging with
I suspect that just when many people are giving up and packing
the dysfunctional Wonderboom Airport management to have fuel
for Perth, that’s the inflection point when things start turning around,
available for the fly-in planes and even hiring plumbers to get the
and the mood of optimism and perception of overcoming all odds, for
toilets fixed at his own expense.
which we South Africans are famous, will return.
Guy Leitch
Unlike the appalling money-making racket that is the AAD Expo, the Aero Expo at Wonderboom welcomed general aviation with open arms. There were no landing fees, no parking fees for planes - or cars – and even the entrance tickets were free. It set a great standard
EDITOR & PUBLISHER
for future shows.
guy@saflyermag.co.za
Presenting one of his well-researched and factually supported
SALES MANAGER Wayne Wilson wayne@saflyermag.co.za +27 72 900 2023 TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za ACCOUNTS accounts@saflyermag.co.za DEPUTY EDITOR Owen Heckrath owen@saflyermag.co.za
8 August 2019 | www.saflyer.com
TRAVEL EDITOR Nicola Leitch nicola@saflyermag.co.za PRODUCTION & LAYOUT Emily-Jane Kinnear emily@saflyermag.co.za SUBSCRIPTIONS subs@saflyermag.co.za +27 21 786 1463
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Important
pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.
OPENING SHOT
10 August 2019 | www.saflyer.com
Send your submissions to guy@saflyermag.co.za
WHEN WORLDS MEET
I
T always pays to travel with a camera – even if it’s just a ‘mik en druk.’ Charter pilot Richard Maier had his pocket-sized Sony DSC P150 with him when these two cyclists rode past his parked King Air. He perfectly captured the juxtaposition of the first world corporate aircraft meeting the emerging world youth on their bicycles under the dominating presence of an African sky. Richard’s Sony used a wide angle focal length of 8mm with an exposure of 1/640th at F5.6 and an ISO of 100 without exposure compensation.
11 www.saflyer.com | August 2019
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WASSUP?
AIRSPEEDER RACING Coming Soon
Just when you thought that air racing spectator excitement was dying with the Red Bull pullout, our Australian friends are putting the spark back into flying low and oh-so-fast.
the races above existing racetracks. “What
REPORT: OWEN HECKRATH
S
ABOVE: Airspeeder race.
we’ve done is merge an F1 car with a racing drone and turn it into something completely YDNEY-based
Alauda
is
new,” says Alauda’s founder Matt Pearson.
positioning
Airspeeder
Attaching itself to existing car racing helps
claims the vehicles will weigh 250 kilograms
series as an aerial equivalent
leverage a ready-made audience, though
and be able to carry 100 kilograms more,
of Formula 1 car racing,
there’s been no mention of how to keep
meaning the all-up weight will be about
with
octo-
these aircraft out of spectator areas. An anti-
350 Kg. The main chassis is expected to
copters among five teams competing for
collision proximity system is said to be part of
be around four metres long and fitted with
a single championship. A combination of
the technology.
lightweight bodywork that evokes classic
10
its
quad-
or
single-vehicle time trails and head-to-head
Powered by “massive” 500-kilowatt
competition are said to ensure a thrilling
lithium-polymer batteries, the eight-motor
spectacle.
Formula 1 race car designs, such as the Lotus 49.
(50-kilowatt each) Airspeeders are expected
Alauda says it will be testing a manned,
While it hasn’t said as much, the
to be capable of 200 Km/h plus and will
full-size version later this year – watch this
assumption is the company will try to stage
compete at roughly 20 metres AGL. Alauda
space!
14 August 2019 | www.saflyer.com
j
ATTITUDE FOR ALTITUDE GUY LEITCH
WINGLETS Finance or Fashion?
Winglets are trendy – they appear on everything from jet airliners to light sport aircraft. This
issue focuses on jets, so what better than to look at the careful cost benefit analyses done by the airlines in deciding whether winglets are worthwhile – or not.
I
N
South
Africa
three
competing
Boeing's beautiful but expensive scimitar winglets on a kulula 737-800.
airlines came to different decisions as to whether to put winglets on their
which adds an extra U$50,000-80,000. The split ‘Scimitar’ winglets costs about U$330 000 more than the standard winglets on the
737s. BA/kulula has been retrofitting
737-800 and take five days to retrofit, adding
winglets,
about 300 lbs in weight, as strengthening
yet
SAA
and
FlySafair
of the wingtip is required. Nonetheless,
decided not to.
Boeing made the complex Scimitar winglets
Boeing uses the term ‘Winglets’, while
standard for all B737 Max variants.
Airbus calls theirs ‘Sharklets’. Their purpose is to reduce vortex drag caused by air
The big question is; do they pay off in
flowing from the high pressure underneath
the long term? In cruise a Boeing 737-800
the wing curling up around the wingtips to
without winglets burns about 600 US gallons
the low pressure area above. Reducing
per hour. If winglets really do yield a 5 %
drag increases speed or decreases fuel
saving, a -800 with winglets would consume
consumption, thereby saving money.
570 gallons per hour, saving 30 gallons
Boeing’s Winglet supplier APB claims
per hour in the cruise. JetA currently costs
their product has ‘the potential’ to give the
around $1.80 per US gallon, which works out
following benefits:
to $54.00 saved for every hour in the cruise.
Improved
take-off
and
performance. •
Reduced climb thrust. A winglet equipped
aircraft
can
typically
take a 3% de-rate over the nonwinglet equivalent aircraft. This extends engine life and reduces maintenance cost. •
Reduced cruise thrust. Cruise fuel flow is reduced by up to 6%.
•
Improved
cruise
performance.
Winglets can allow aircraft to reach higher levels sooner. •
Environmentally
friendly.
The
engine de-rate, if used, will reduce
•
At that rate, it would take 17,500 hours of
climb
cruise flight time, or about ten years of typical
Malcolm Reid
•
utilisation, to recover an estimated initial cost of adding winglets to an older 737. A ten If these claims are to be believed, you may wonder why all 737s don’t have them. In fact 85% of all new 737s are now built with winglets, particularly the 800 and Max series. Operators of Boeing 737s and the Airbus A320 family have the option of adding blended winglets/sharklets to their existing fleet. Although winglets are claimed to pay for themselves, some airline managers have shied away from the modification because
year payback is okay for an airliner expected to provide at least twenty years of service. There is also the saving on the carbon tax: less fuel used means less carbon produced, less carbon tax and more rebates. Also, adding winglets increases the airliner’s value and makes it more saleable. So the cost of adding the winglets benefits the airline owner, both while it owns the jet, and when it’s sold. What about cruise speed? There’s not
the noise footprint by 6.5% and
of the large initial cost and the aircraft on the
usually any change, as airline operators
NOx emissions by 5%.
ground time required.
choose to save fuel, rather than shave a few
Good looks. Winglets bring a
In the tight margin business of airline
minutes off flight time. Still, needing less
modern look and feel to aircraft, and
ops, it boils down to cost versus benefits.
fuel increases payload – which is good, and
improve customers’ perceptions of
Older Boeing 737 Winglets can cost up to
range, although that is seldom if ever an
the airline.
U$900,000 and take 2-3 weeks to install,
issue for scheduled short-haul flights.
16 August 2019 | www.saflyer.com
COLUMNS
The winglets are claimed to improve
an extra ten tons. Thus, with the increased
were converted, only those that make
Engine-out
weight of winglets, and the low flight levels
financial sense over the medium to long
cruise is faster, and second stage climb
of short-haul routes, winglets would have
term.
capabilities are claimed to be better. The
a negative, rather than positive, impact on
Louw points out that as far as the
improvement in both of these areas of
fuel economy. The Russians did the sums
handling criticisms are concerned, a winglet
performance is most needed during an in-
and decided not to put winglets on their
aircraft is very slightly more prone to fishtail
flight emergency, when performance counts
Sukhoi SuperJet or on their forthcoming
on final than a non winglet -800, but it is so
single-engine
performance.
the most. So there seems to be a strong case that, even though Winglets are expensive, the cost/benefit is worth it: winglets increase
SAA chose the simpler and cheaper winglet.
performance, reduce costs, increase safety margins and enhance the jet’s value. That’s the theory. But in practice, when is it worth adding the cost and weight of winglets? Critics point out that Winglets add 5001,000 pounds to a Boeing 737-800’s empty weight. This has an impact on the strength of the wing, effectively weakening its torsional rigidity and introducing aeroelastic issues that must be compensated for. This is accomplished by adding about 100 pounds
MC-21. Perhaps the critics are correct in
negligible that Comair does not consider
of depleted uranium in the leading edge to
claiming that, unless all flights are long-haul
it an issue. Louw says that, “Apart from
reduce the twist on the wing generated by
operations above FL370, the payback for
mentioning what type of winglet is fitted in
the winglets. Also Winglets work best at high
winglets will probably take about 10 times
our normal pre-flight aircraft differences
longer than marketing brochures claim.
briefing, no further action is required. The
Thus for short-haul operations, the payback
crosswind limitation on a dry runway only
of winglets may be elusive.
reduces from 35 knots to 34 knots, with no
WINGLETS ARE NOT A FASHION STATEMENT.
A further, albeit minor complication is that airlines such as Comair, which operate
difference on our 20 knots limit under wet conditions, so this is also not a factor.”
both winglet equipped and non-winglet
For new aircraft, particularly long-haul
equipped Boeing 737-800s, need to have
airliners, the case for winglets is stronger.
different operating speeds to maximise
Most new long-haul airliners are being built
efficiency. This can be tricky on landing,
with upwardly bent wingtips, as seen on
particularly on short wet runways.
the Airbus A350, Boeing 787 and several
Comair Chief Pilot Martin Louw says
models of Boeing 777. These raked wingtips
altitude which requires long sector lengths.
they did an extensive study on their route
are still a compromise between weight gain
But the additional weight requires a slower
structure before they decided to retrofit
and drag reduction. But as they are built
climb to be as efficient as a non-winglet
their aircraft. To hedge their bets, they
into the initial acquisition cost and thus
equipped aircraft. As soon as you speed up
leased a set of Scimitar winglets from the
amortised over the life of the airliner, they
during climb, the fuel efficiency advantages
manufacturer, fitted it to one of their 737-
should a have a clear long-term benefit.
of a winglet equipped aircraft turn negative.
800s and compared the fuel burn on specific
Another reason many airlines install
Winglet critics also point out that, while
routes with what they had experienced
winglets on their aircraft is that they are
they may be more efficient at high altitude,
before on that particular aircraft, and also
sexy - or fashionable. These days many
most narrowbody flights are short-haul
with their other new-800s. They flew the
passengers use their cell phones to take
and it may not make sense to climb above
leased Winglets for a few months and did
pictures or videos through the window
FL270, let alone the altitude at which the
their own calculations and Louw says the
for social media, and having the airline’s
efficiency of winglets really kicks in. And at
savings generated in fuel consumption, even
logo on the winglet is great exposure. The
those lower altitudes, cruising at more than
on relatively short sectors of between 60 and
bottom line is that the avowedly not fashion-
M0.71 results in a large increase in fuel
120 minutes, exceeded the manufacturer’s
conscious Comair did a careful analysis
consumption because of the weight of the
claims.
and is convinced they are cost effective.
winglets and parasitic drag.
Comair then prepared a business case
Martin Louw concludes that “winglets are
A rule of thumb for most jetliners is that
for all their -800s (both owned and leased)
not a fashion statement, they are a financial
each hour costs about 3% more in fuel for
and decided which aircraft were worth
statement!”
additional weight carried. So for a ten-hour
converting. This was mostly their owned,
flight it would cost 3 tons of fuel to carry
new aircraft. Therefore not all their -800s
j
guy@saflyermag.co.za
17 www.saflyer.com | August 2019
I
LETTER TO THE EDITOR wanted to ask your opinion as
business in a few years and the illegal guys
someone who has been in the
will continue.
industry for a long time.
GUY REPLIES: Thank you for your letter Grant.
On a cost basis over the last 2 years
Your points are well made – and the fault
My company is 13 years
I estimate R1million loss of work to my
must lie with the CAA not processing drone
old based in Cape Town and
company from the illegal operators. At
licences – particularly ROCs.
operating across South Africa,
times I feel I should operate illegally as it’s
It seems the problem of CAA lack of
specialising in aerial photography
an unfair situation, and I might go out of
capacity that I covered in my WUCAA article
mainly from helicopter, although
business unless I change things, but my
a year ago has not improved – despite Ms
various other aircraft beforehand.
moral compass and integrity won’t allow me
Poppy Khoza’s claims.
About 25% of my work is drone-based,
to go down that road.
I fear that illegal operation of drones is
where I operate the camera independently
I think if a Gatwick/Heathrow incident
the tip of the iceberg of illegal operations
from the drone flight operation . Very similar
happens here it might educate people/scare
from people no longer prepared to try
set-up as helicopter in terms of hiring a
off a certain amount of illegal operators.
wrestle with the CAA.
drone pilot operating under a ROC etc.
Possibly a larger crash or incident would
My frustration is that aerial photography
change things, but would that tighten up
from helicopter in its traditional form is a
restrictions even more, whilst still not
dying industry - for cost reasons, aircraft
policing the illegal operators. If transponders
availability in Cape Town and SACAA aircraft
are integrated with all DJI equipment in
licencing delays, and illegal drone usage.
future which I’ve heard rumours of, that
The legal drone industry compliments the
might change things if the older drones
helicopter aspect, as certain sites you can
eventually become out of circulation and the
combine more efficiently in one flight, some
illegal drones are policed via ATC. The other
sites are more difficult to access via drone as
option is SACAA could open up the industry
built up or adjacent National Key Point, less
in terms of making it easier to operate,
red tape and crew involved etc. so helicopter
which would be better overall but don’t think
works better.
they could handle that workload or police
In the construction and development
effectively with added volume.
markets where illegal drone usage is rife,
A fair amount of the imagery used for a
unchallenged and brazenly admitted with
site or in the media is credited as Supplied
no concern for people on the site, cars/
or shared between architects/developers
roads/powerlines/commercial aviation traffic/
etc. and so the imagery is ‘laundered’ and
regulations. Excuses are similar to a PPL
almost untraceable, and a Client would say
pilot doing ‘non-commercial’ work to build
it was provided to him but he doesn’t know
hours but is commercial, to ‘it’s only for site
the source/legality thereof.
reports’, ‘it’s only a toy drone’ etc. I think it’s
There are some green shoots of large
like E-tolls in terms of 2 transport companies
Clients wanting to know the legislation and
that one pays and one doesn’t. It isn’t
complying. The challenge for us is starting
policed and a Client would use the cheaper
with ROC, ASL, Pilot Licence etc. and the
transport company. I have approached the
basic structures, then Municipality/Disaster
SACAA at various times but they won’t
Management/Landowners permission, not
prosecute unless I have all the info such as
flying over roads/groups of people, whilst still
flight time, location, photos, numbers etc. of
trying to be cost effective and obtaining the
illegal operators, which is difficult to obtain.
best imagery within those restrictions.
The don’t seem interested/have the time to educated people and police effectively. At
Let me know your thoughts.
this rate, similar to the transport example above, the legal companies will be out of
18 August 2019 | www.saflyer.com
GRANT DUNCAN-SMITH
Tell us what's on your mind: guy@saflyermag.co.za
KEEP IT LITE
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19 www.saflyer.com | August 2019
LEADING EDGE PETER GARRISON
SOMETHING FOR
NOTHING One of the many ways ingenious dreamers have suggested for improving the performance of electric aeroplanes is the wingtip turbine. Basically a windmill placed in the tip vortex, which would harvest power from the vortex and return it to the motor.
W
this
tip vortex did not rotate, then a tip turbine
power – coincidentally, about what could
idea is mentioned,
would be useless; the energy required to
be saved by winglets. A winglet is, in fact, a
someone is sure
drive it would inevitably be greater than
sort of one-bladed, stationary tip turbine.
to object that it is
the energy it returned. But the energy
nothing more than
contained in the rotation of the tip vortex
HENEVER
a hare-brained perpetual-motion scheme.
is normally wasted, like the heat energy
After all, the motor had to supply the energy
in the exhaust of an internal-combustion
that moved the plane and created the tip
engine. Just as some exhaust heat can be
vortex in the first place. Isn’t this the same
recaptured by a turbocharger and put to
thing as charging the battery of an electric
use, some of the rotational energy of the
car with a rooftop windmill driven by the car’s
tip vortex can be recaptured by a turbine.
own motion?
Not a lot: At cruising speed less than ten
Not quite. The difference is that the
percent of energy used ends up in the tip
turbine in the tip vortex makes use of the
vortices, and only a fraction of that could be
rotational energy of the vortex, not just that
retrieved by turbines of practicable size. So
of the forward speed of the aeroplane. If the
we’re talking about a few percent of cruising
Even Airbus researched Wing Tip Turbine technology.
Of course, a tip turbine would work for a conventionally-powered plane too. The power required by the electrical system is normally drawn by the alternator from the engine. Using tip turbines instead would save 1.5 U.S. cents worth of fuel per ampere-hour at current prices (no pun intended) and increase cruising speed by an undetectable amount. Now you know why you’ve never seen a tip turbine. Recoverable energy turns up in surprising places. Sailplanes harvest the energy of the atmosphere by imposing human selection upon air movements whose eventual sum is always zero. They linger in rising air by slowing down or circling, and they hasten through sinking air. This activity normally takes place on a grand scale, with mountain ridges and puffy clouds conveniently signalling veins of lift. But random small eddies in the atmosphere, especially near the surface, can be mined in the same way. What is required is a small, agile sailplane with a low wing loading, a high maximum lift coefficient and a rapid response – provided by an alert pilot or a microprocessor – to random air movements. A few of these so-called microlift gliders exist, and they can remain aloft in conditions much too weak for normal sailplanes. Reduced to its simplest terms, the trick is just to pull the stick in rising air and push it in sink. In principle, given an aeroplane of the right characteristics it is
20 August 2019 | www.saflyer.com
COLUMNS
possible to remain aloft indefinitely, milking power from the surrounding air. Dynamic soaring is similar. As an activity of radio-control modellers, it has led to some remarkable performances. YouTube videos – disappointing to watch, I’m afraid, because the planes are practically invisible and the tennismatch motions of the camera make you seasick – show model gliders circling in the upslope lift of ridges and supposedly attaining speeds above 400 knots. Those are extreme cases, requiring a strong wind,
breeze of a continuously running fan and
to the wind, so that their sails operate like
gets a little push from it. Each momentary
wings, not like parachutes or spinnakers.
boost cancels the frictional losses of the
about a sailboat, however, makes us
going indefinitely.
incredulous when it is asserted about a
One of the more startling examples of
a propeller. It looks like a practical joke.
initials DDFTTW, which stand for “Directly
But the wheels have to overcome only the
Downwind Faster Than The Wind.” It has
drag of the propeller blades, and their thrust
been the subject of heated debate on the
is greater than their drag by some large
Internet, demonstrating, if nothing else,
factor. The truth is that this contraption will
that what makes things go is not always
accelerate to the wind speed and keep
obvious.
accelerating past it until it arrives at an thought experiment; these things exist. The
downwind faster than the wind?
current record – which is not claimed to
let’s say, for the sake of argument, that it has zero rolling friction – and you put a
hobbyist; but dynamic soaring occurs in nature too. The albatross, the sailplane of seabirds, may fly all the way around the world in a month and a half, flapping its wings only for takeoff and landing and expending almost as little energy in flight as when resting on the ground. It uses two soaring techniques: slope-soaring on the flanks of conveniently oriented ocean swells, and dynamic soaring. The albatross’s version of dynamic soaring is to fly a path that zigzags both side-to-side and vertically, first gliding downwind to gain groundspeed, then turning sharply into the wind and zooming upward. The increase in wind velocity farther from the surface, working against the bird’s inertia, carries it higher than it would rise in a uniform wind, and gives the bird back the energy lost in the gliding descent. The albatross’s L/D ratio, between 20 and 25, is comparable to that of a low-performance sailplane; but the vast, unceasing winds of the southern oceans provide it with an inexhaustible bounty of fuel. If it seems hard to imagine just how dynamic soaring works, think of a pendulum set up in such a way that at the peak of one end of its swing the bob enters the
equilibrium maximum speed. This is not a
device powered by the wind alone to go Suppose that you take a small cart –
a well-placed slope and a determined
four-wheeled cart whose rear wheels drive
reaping power from the wind goes by the
The question is: Is it possible for a
A NASA Wing Tip Turbine testbed.
What we may be prepared to believe
preceding swing and keeps the pendulum
represent any sort of absolute physical limit – is 2.8 times the wind speed. Space dictates that I am now obliged to
spinnaker or a square sail on it and point it
resort to the time-honoured formula, “It is
downwind. It will accelerate until its speed
left to the interested reader to analyse...”
is nearly equal to that of the wind. At that
A hint: All these examples of seemingly
point, an anemometer on the cart would
getting something from the wind for nothing
register a wind speed of zero. Evidently it
involve exploiting differences in velocity
cannot go any faster, because if it did the
– between ground and air, water and air,
sail would be blown backward and it would
or two adjacent masses of air. They also
simply slow down again.
involve the almost miraculous ability of
On the other hand, suppose you provide
wings, in one form or another, to multiply
the cart with a rig similar to a sailboat’s
force. Wings are like levers: They turn a
and send it tacking across the wind. It will
small force – drag – in one direction into
exceed the speed of the wind, but maybe not in the downwind direction, because its path, like a sailboat’s, will have to consist of a series of diagonal tacks. Now suppose you try another approach. You get rid of the sail altogether, and instead connect the wheels of the cart to a propeller. You point the thing downwind. What happens? Well, at first the cart moves slowly forward, pushed by the wind. As it moves the propeller starts to turn, and provides some thrust. But then what? Of ten people who have heard of the conservation of energy, nine will reply that because the faster you go the harder the wheels have to work to spin the propeller, there is no free lunch. The wind can only push you as fast as it can push you. You can’t trick it into pushing you faster. But if there is a sailor present, he will point out that that a fast sailboat, even
Close up of the NASA WTT installation.
though tacking, can outrun the wind. It will arrive at the end of a direct-downwind
a large one – lift – in another. It’s not quite
course sooner than a balloon. Ice yachts
something for nothing – but it’s one of the
and other low-resistance sail craft can do
better bargains that the natural world has
even better. They are travelling at an angle
to offer.
j
21 www.saflyer.com | August 2019
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22 August 2019 | www.saflyer.com
SA Flyer 2019|07
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23 www.saflyer.com | August 2019
SA Flyer 2019|08
ASSISTANCE WITH IMPORTS, EXPORTS & VALUATIONS.
PLAIN TALK JIM DAVIS
TAMING
TAILDRAGGERS Ed’s Note: This month Jim unveils the devils and delights of taildraggers and discusses why they are such wayward brutes. And next month will be about taming them when they get mean during takeoff and the various types of landing; wheelers, three-pointers, crosswinds and short fields. He will go into ways of preventing disaster when things start going dreadfully wrong – which they will.
Why are taildragger pilots so damn smug about their flying? What makes them think they are a cut above other pilots? Don’t all aircraft fly the same?
Y
ES, indeed they do all
of a wild ride. You will see why shortly.
dispensable. If you can’t handle the brute
they
Taildraggers are meant to fly — they
when
make no concessions to ground handling
they are on the ground.
and are consequently very bad at it. When
So, why did so many aeroplanes have
Unfortunately on the ground
you sit in a taildragger you can see nothing
tailwheels? Well, a little wheel is much lighter
is where accidents happen. The truth is that
ahead. The tiny tailwheel rattles and
than a big one, and it causes very little drag
taildraggers have a strong desire to crash
bounces over tufts of grass. Steering is
— so it doesn’t need to retract. And it is out
at any time their wheels are on the ground.
atrocious – as soon as you start a turn you
of the way of the business end of things
need a massive amount of opposite rudder
— the engine and the prop. It also has the
to prevent the whole thing from swinging into
advantage of lifting the prop well clear of the
a humiliating 360, known as a ground loop.
ground. So it’s not quite as silly as it seems.
fly are
the only
same
—
different
This means you have to develop a new set of skills just to avoid wrecking the aircraft every time you fly. These new skills make taildragger pilots special. They give you the finesse to land and take off smoothly and safely — every time. Once you have learned to fly a taildragger you will understand the difference between driving an aeroplane on to the ground and landing it as God intended — with the nose high and the stall-warning singing tones of approval. In the beginning all aeroplanes had tailwheels. When they sat on the ground, their noses up, sniffing the air and their wings set at an angle to give lift, they were poised for flight. This is not a romantic ode to
That’s worth saying again. A little bit of
you are kicked out to make way for a more skilful applicant.
After
WWII
the
main
players
—
rudder to start the turn, and then a whole
comrades Piper, Beech and Cessna, were
lot of opposite rudder to stop it from getting
forced to make their aeroplanes more user-
away from you. It means your feet have got
friendly. Civilian buyers wanted aeroplanes
to be moving the whole time.
that were easy to fly, which they mostly were,
To taxi in a strong crosswind, you have to
but they also had to be easy to taxi, which
use the brakes for steering. If you have far to
they weren’t. But most important, nobody
go the brakes will cook and become useless
was going to buy an aeroplane that was a
before you get to the threshold. While you
bastard to land. If an aircraft could be made
wait for them to cool, ATC are inclined to
bounce-proof it was guaranteed to sell. We
send out a bunch of heavies in a Toyota
all love an aircraft that makes our landings
bakkie to drag you clear of the taxiway.
look good.
Apart from wanting to go backwards
Now we get to the interesting bit — we
when landing, taildraggers are predisposed
are going to look at why taildraggers appear
to bouncing — I’m serious, if you wanted to
to ‘bounce’ so willingly while nose wheel
aviation — it highlights one of the problems
design an aeroplane that is a bastard to land
aeroplanes tend to settle comfortably.
of landing a taildragger. Just because the
you could do no better than put a little wheel
Certainly hammy pilots can make nose
wheels are on the ground doesn’t mean the
at the back. Again, I will explain shortly.
wheel aircraft appear to bounce — but it’s
landing is complete. It’s often the beginning
24 August 2019 | www.saflyer.com
This is fine for military pilots — they are
not part of their nature. Let me explain.
25 www.saflyer.com | August 2019
PLAIN TALK crew got their wires crossed during landing
again, and the procedure repeats itself until
and managed to drop it from between 8
they either run out of airspeed, or something
What we call bouncing is when we, the
and 10ft by accidentally activating the GLD
breaks.
pilots, meddle with the angle of attack so
(Ground Lift Dump spoilers). The aircraft
In summary it is not bouncing — it’s the
that the aircraft alternately flies and smites
literally fell out of the sky. It crashed into
pilot doing stupid things with the angle of
the planet.
the ground at 1200’/min — twice the max
attack — he is pumping the stick backwards and forwards.
NEWSFLASH
—
AEROPLANES
DON’T BOUNCE
If you think that aeroplanes bounce you
certified touchdown rate — with such force
will never learn to fly a taildragger. So let
that the main undercarriage legs collapsed.
me repeat this seldom understood concept:
The aeroplane splatted. What’s the take-home message? Sir,
AEROPLANES NEVER BOUNCE.
Now the reason that taildraggers are such a bitch is that if you touch down on the main wheels only, the tailwheel is going to do what? It’s going to keep on going down. This gives a larger angle of attack — so you fly again, and how do you respond? You shove the nose down, and when the mains hit the ground what is the tail going to do? Okay you have got the picture. That’s
why
taildraggers
appear
to
bounce. They actively want to fly again after the mains touch. There are two ways of handling the problem of becoming airborne after touchdown, and they both require Fig 1: The mains touch, the nose continues down, the AoA decreases and it doesn’t fly again, ‘bounce’ – unless you haul the stick back.
some finesse. The first is to move the stick smartly forward — just the right amount — at the precise moment the mains touch down. This prevents the tail dropping and it gives you a wheeler landing – if you get it right. If you don’t get it exactly right you start an unrecoverable series of kangaroo hops. And believe me it is unrecoverable unless you are very sharp indeed - which none of us is. Your only dignified action is an immediate go-around. Your second option, if the mains touch
Fig 2: The mains touch, the tail continues down, the AoA increases, and you fly again ‘bounce'.
while you still have flying speed and she lifts off again, is to level the nose and fly a few feet above the ground. As she slows and
If you use a crane to lift a Cherokee (or a
aeroplanes do not bounce. Geddit?
starts to sink, you hold off in the normal way
172 or a Piper Cub) to the height of a hangar
‘Okay enough already,’ I hear a voice
roof, and then drop it, I promise you it will not
chirping from the back ‘why do they
bounce — it will splat.
appear to bounce?’ Ah now we are getting
Of course there is a third option — which
somewhere — that’s a great question. And
requires intelligence rather than finesse: you
the answer is surprisingly simple. Pilots
smoothly take full power and climb away for
dump them on the ground while they still
another circuit while sensible pilots applaud
a
have flying speed. The angle of attack
your action from the clubhouse.
Bombardier 600 (or CRJ200). It seems the
increases so they fly again. The pilots get
Sounds pretty simple hey? But it isn’t
a fright and shove them back on the ground
really. You see, there are really two factors
Even if you only drop it from two feet, it still won’t bounce. I have just finished reading an excellent article
by
Quinten
Cairncross
on
until she stalls and alights gently on all three wheels together.
Fig 3: After you ‘bounce’ you shove the nose down, the mains touch, the tail goes down and you ‘bounce’ again — and again — and again.
26 August 2019 | www.saflyer.com
COLUMNS that cause the tail to drop and give you a big angle of attack. The first is the aircraft’s centre of gravity, which is behind the main wheels. This should be obvious by the fact that it naturally sits with the tailwheel on the ground when it is not flying. The second factor is momentum. The more vertical speed you have when the mains touch, the more the tail will try to continue down. This means that the simple expedient of moving the stick forward to prevent an increase in angle of attack, is not simple at all. It’s different every time because you have a different rate of descent every time. Move the stick forwards too little or too late and the kangaroo nonsense starts. And if you do it too much or too early you can stuff the prop into the ground. The way to make landings easy is to have an aeroplane that automatically decreases its angle of attack when you touch down. So now you can see why the nose wheel is such a revolution in aviation history — it does exactly that. And as a bonus you can see where you are going while taxying
Fig 4: You have three large wheels solidly on the ground. The CoG ahead of the mains tends to keep you running straight.
and taking off, and even during most of the landing — except the last bit just before touchdown, when you should have the nose high in ANY aeroplane. DIRECTIONAL CONTROL Okay let’s leave the ‘bouncing’ problem for a moment and look at three other nasties a taildragger has on the ground. 1.
It does not like going straight.
2.
It does not like going straight.
3.
It does not like going straight.
If it does go straight for a moment, please understand this is a temporary condition — the aircraft is in transit between a swing to the left or one to the right. Either of these swings can turn into a violent 180 before you have time to say "WTF?" This is not caused by some wayward spirit or gremlin — there is a good physical reason for it — it’s that troublesome C of G thingie that lives behind the main wheels. I will explain shortly.
Fig 5: With the CoG behind the main wheels it is directionally unstable.
The problem is compounded by the fact that you can’t see straight ahead because the nose is in the way. Besides, when you taxi you are not meant to go in a straight line in case you run over someone’s child, the fuel bowser or the CFI’s bicycle. To see where you are going you have to taxi in a zig-zag path looking alternately left and right of the nose. Okay time to tell you why the aft C of G makes the aircraft directionally perverse. The plan view of the green, conventional aeroplane shows the C of G (the Beemer badge) ahead of the main wheels. It has three large wheels firmly on the ground. Its natural tendency is to run straight. If you brake, it becomes even more stable because the main wheels pull back and the weight, being ahead of them, pulls forward. During take-off it also runs straight because the prop leads it by its nose. The pic of the yellow taildragger shows how it pivots about its main wheels. It is directionally unstable – particularly when slowing down. The heavy bit at the back wants to overtake the wheels, in other words it naturally tries to ground loop and prefers going backwards. The problem is aggravated by its pitiful steering system. The
Fig 6: If you turn, even slightly, the CoG tries to overtake the mains particularly when slowing down after landing.
tiny tailwheel’s feeble grip on direction is prone to suddenly letting go completely. If side loads become too much the mechanism detaches
and the fickle moods of the rudder which depend variously on power,
itself from the rudder and the wheel just castors. When this happens
speed and wind.
you lose all direct steering and have to rely on differential braking
The next diagram shows why the swine doesn’t want to go straight
27 www.saflyer.com | August 2019
PLAIN TALK – particularly when slowing, like after touch-down. The drag from the wheels pulls backwards, but the weight wants to keep going forward. Let’s say you land beautifully straight on the centreline and everything is fine for a while. Then you let the nose wander ever so slightly to the right – the tail moves to the left taking the C of G with it. The pivot point, to the right of centreline, slows down, while the weight, which is left of the centreline, keeps going. This rapidly gets worse – the more the turn, the stronger the turning force. Of course braking seriously aggravates the situation. When you start losing direction you have to correct it immediately because the slightest deviation from straight is the birth of a groundloop. It becomes unstoppable if you leave it a fraction too long. Actually it’s obvious that the aircraft will be most comfortable going backwards (with the heavy bit leading). The secret is to catch it the very instant you see the nose deviating one milli thing from the straight and narrow. To keep it straight every landing involves a thousand little jabs of rudder – each preventing a ground loop. As long as you are jiggling the rudder intelligently all the time you might have it under control. When your feet stop jiggling you are about to crash — backwards. Taxying is the same, but less hectic. Don’t ever think that a tailwheel aircraft will run straight on its own. It is inherently unstable in yaw – even at taxi speed. During the takeoff run, directional control gets a lot easier – the rudder gets more effective as the slipstream and airspeed increase. Also the aircraft is being led by the nose - the same as a nosewheel plane. Okay, now you have got a grip on the theory of tail-dragging. Next month we will look at how you actually handle the beast, from
28 August 2019 | www.saflyer.com
Fig 7: Once the swing starts the slingshot effect quickly becomes unstoppable and hugely humiliating.
getting it out of the hangar to mastering takeoffs and landings in various situations. Even taxying needs special care — I have seen experienced pilots relax their vigilance for a moment to find themselves causing very expensive damage. Lots of exciting new stuff to learn next month on your way to becoming a genuine taildragger pilot.
j
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HELI OPS GEORGE TONKING
OFF-AIRPORT & NO HELP When planning my column, I mostly think of the readers first. After all, these words are useless, if not at least mildly-entertaining for their writer, without someone to read them. Jokes aside, I like to make the content as broad as possible for the layman, but also interesting enough to give enjoyment to even seasoned whirly-birders. Dust roads make for easy temporary LZ's.
W
HEN I joined my current employer nine years ago, I’m pretty sure that my boss, Waal, had thought up some exciting things to do and places to land with our Robinson R44, which
Protea had recently acquired. Coming from a background in helicopters during the ‘South African Border War’ in the 1980s, Waal was used to setting down in some pretty wild places and remains a very competent helicopter crew member to this day. When flying with me, he will point out a power line running across the horizon five miles away. That may seem annoying to some pilots, but I’ve learned never to answer him or any passenger with the obvious “Ja, I know …” but rather to thank the spotter, even when the wire or obstacle is obviously evident. It’s nearly always the obvious wires that helicopter pilots hit. In an operational helicopter environment, teamwork is crucial, not only to mission success but, more importantly, to safety. Thinking of Waal’s history, and of teamwork and safety, led me to this week’s topic. That is, a characteristic of the helicopter that makes it almost unique – possibly challenged only by ‘Tundra’ tyre toting Cessna 185s in the Yukon – the ability to land and operate off-airport. I think that most helicopter pilots are to some extent bush pilots. I’m not talking about Indiana Jones or the dare-devil Gene Ryack, (played by Mel Gibson in the movie Air America), but rather, more simply, pilots who fly into unprepared, sometimes unfamiliar, landing zones. Many professional fixed-wing pilots never venture too far from an ILS (Instrument Landing System) or fly below MORAs (Minimum Off-Route Altitudes) let alone find themselves dusting off their shoes after an arrival on a sketchy dust strip. I say arrival, because a landing is meant to be a graceful reuniting of machine and earth, whereas a bush pilot needs to stop the bird exactly at the end of the 100-foot, too-short,
30 August 2019 | www.saflyer.com
COLUMNS
postage-stamp-sized strip, as it’s nearly impossible to take off again
communication with said engineer is vital to a successful mission.
without landing gear.
Thank them – often.
Anyway, let’s return to rotors, as the aim of this column is to look
Fuel is another critical consideration. Know the ship well. At a
into the realities of helicopter operations far from the comforts of
glance you will need to know if you’ll be able to make a diversion (or a
civilisation.
new final destination) with what’s left in the tanks, or whether you will need to dog-leg to an alternate fuel stop while considering the needs
Off airport operations are the norm in the security industry.
of the mission. On many occasions I’ve had to radio the ops to check fuel availability en-route to some one-horse town. I must also confess that I’ve landed in the local Co-Op’s parking lot for fuel. One person who’s always helped comes to mind: Riaan, at Secunda airfield. He once refuelled my craft in under five minutes, from skids down to skids up. That takes friendship and trust. Communication is possibly the most important key when flying hot on the trail of the wrongdoers. We often use mobile phones and WhatsApp to co-ordinate flight-following. When I’m off the job at home in bed at 3 a.m. I’ll often get a “safe at base” message on an operational group, to which I’ll reply with the obligatory ‘thumbs up’ icon, just to let my pilot colleague know that he or she is being looked out for. We watch each other’s backs. Heck, I’ve often done SAR (Search and Rescue) for friends of friends, mostly with good outcomes – launching helicopters to find someone, not usually aviation related. I’m their guy. You just never know who’s going to require air support next or where. Off-airport landings are a given and best done with help, either on-board or with trained ground crew. We were taught the textbook ways of safely landing a helicopter out in the sticks during PPL training, kind of like precautionary landings for fixed wing guys. Only, we called it “confined landings”. The lesson covered how to set up a high reconnaissance, checking your intended LZ from higher up, before setting up a circuit and landing after a low reconnaissance check. This works well for the average pilot who doesn’t often find him or herself landing off-airport. For our security operations, we generally have less time to drop or pick up support crew. In some
I was schooled by Waal early on that there are five P’s to flying,
cases, we are close to a fire fight and want to minimize our target
namely, Proper Planning Prevents Poor Performance. There’s actually another ‘P’, but that’s just a noun at the end, usually added after not having planned properly. When possible, planning is always
For complex confined landings, trained crew are a great help.
advisable when anticipating operating away from home. When I fly charter on a fixed wing or helicopter, I generally have plenty of time to plan the flight, routes, fuel, and weather, as well as to file flight plans etc. In that world, these are usually worked out days before the flight, along with numerous contingency plans. In the world of security helicopter flying, all planning – and more – sometimes needs to be done in minutes, not for the lack of care, but simply because crime waits for no man. Unlike charter flying, there is no co-pilot to share the load and most of the time your hands are ‘HOTAS’ (Hands on Throttle and Stick) with no autopilot. This means that you need to adapt the way you fly in order to serve the mission. You need to learn to fly right hand, left hand and cyclic between the knees. Things like pre-flight inspections need to be done the day before, with a modified quick walk-around before the call-out to ensure the vitals are checked. With larger helicopters, an engineer will often pre-flight the ship and be ready to lift when you arrive. It’s always good to know your engineer well because a great engineer and good
31 www.saflyer.com | August 2019
HELI OPS GEORGE TONKING
profile, or we have to sneak into a tight LZ stealthily at low level to avoid being detected
In some cases a prepared surface LZ is available to make landings easier.
by the target. In such cases, the textbook gives little reliable reference. It’s in times like this that you appreciate a Waal. We essentially wrote our own textbook for our operational training, drawing on military resources and a wealth of experience from field operations and those operators that served on the border. Realising how many things had to be learned in a risky mostly self-taught manner, Stewie (another of our pilots) and I sought a way to pass our information on to future pilots, to avoid the risks we needlessly encountered. Last year we identified a pilot who seemed to fit our unusual mould. We took him from a private license pilot, taught him and trained him from the left seat (helicopters are generally goofy foot, PIC on the right). We spent about 40 hours teaching Carl Nichol all that we were never taught, almost killing ourselves as we learnt the hard way. We flew advanced manoeuvres, confined landings, ground support missions, and expedited tower crossings – anything that could catch him unawares. We crammed as much of our experience into his 200 hours as we could.
to carry our knowledge and experience over
Yes, we can learn a lot from theory, but
He tested in December 2018 and Buzz
to the next generation – especially when it
I have found that in the end, experience
found him highly competent as a commercial
comes to out-of-textbook situations. I know
trumps theory. Developing new operating
helicopter pilot. Well done to Carl, may he go
that I have gleaned and continue to glean
procedures and training pilots based on our
from strength to strength!
much from my mentors, whether here or
combined experience is the least we can do!
Why have we gone to so much extra cost and trouble? We believe it’s our responsibility
departed. Many of their lessons are still imprinted on my muscle memory.
join.the.leader Cape Town Flight Training Centre
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32 August 2019 | www.saflyer.com
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33 www.saflyer.com | August 2019
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SA Flyer 2019|06
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35 www.saflyer.com | August 2019
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36 August 2019 | www.saflyer.com
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SA Flyer 2019|08
Joc-Air are approved to carry out maintenance on Hartzell,
A SLIM LOGBOOK JOHAN WALDEN
A DRY RIVER & A DRY MOUTH The flight log and whizz-wheel soon lost their 'mystery status'.
Flying the nest of the comforts of your home airport and going out into the big wide world on your first dual cross-country flight is a special moment for any student. Now it was my turn, and the world was about to get a whole lot smaller.
T
HE day of my first dual
country. I began to notice the papers lying
the picture of how each part of the puzzle
cross-country flight was
around on tables in the flight school, or in
fitted together to form, what people so lightly
drawing
was
students’ hands: flight plan forms, weather
call, the planning’ came together in my mind.
off
print-outs, complicated-looking flight logs,
the PPL exams and my
and flight computers – or ‘whizz-wheels’.
intricate – but was nothing the Navigation
thoughts now turned to
Thomas, my instructor, demystified these
textbook couldn’t clear up. This nifty little
how on earth I was going to do the cross
one by one in the lecture room, and slowly
gadget has the ability to calculate almost
gradually
nearer.
I
knocking
The
whizz-wheel
looked
especially
anything you could wish for: density altitude, true airspeed, drift due to wind, and ground
Aiming points are vital for accurate cross-country flying.
speed – to name just a few. I soon got the hang of it after a few practice questions – but I do still carry the instruction booklet with me just in case. Next, we had a look at the flight log. Each row was for a specific leg of the flight and had columns for true track, distance, altitude etc. They were arranged so that the page could be folded to cover unnecessary information and only show what you needed to know in-flight. On the left was ETA (estimated time of arrival), ATA (actual time of arrival), and the significant land feature to recognize the checkpoint by – which could be a road intersection, a dam, or the kink in a river for example. But I would also need an aiming point – something in the distance to fly to, like a ‘koppie’ or a wind-turbine. Then
38 August 2019 | www.saflyer.com
COLUMNS
I would be able to perceive drift and alter
We came abeam Kasteelberg at 10:17,
along this stretch of track, so looking for the
three minutes behind ETA. The trend in
characteristic white silos that they typically
Another technique for finding drift due to
the ATAs I had so far made me feel fairly
have would be useless.
wind while airborne is the ‘one in sixty rule’.
confident that I hadn’t made some dreadful
If you’ve travelled 60nm and drifted 1nm off
error in my time calcs.
heading by a few degrees.
Finally I spotted the thin track ahead. Now I knew where I was. I gratefully scribbled
track, your drift angle is 1 degree. Turning
Porterville is located to the west of a
the time down as we came overhead and
1 degree into wind will merely parallel your
line of mountains that run north to south. I
compared the scenery to the chart. By the
track, but turning 2 degrees will bring you
looked at the peaks on my chart and then
looks of it, I was a little off track to the south,
back on track in the same distance it took
at the ones in front of me, but couldn’t tell
so I pushed the compass a few degrees to
you to drift off. If you haven’t travelled 60nm
which was which – I just saw an endless line
the left with some rudder and started the
though, let’s say 30, then you can do the
of drab, hazy mountains.
descent. The road ahead was easy to spot
simple math. Play with it. Thomas had one
Sometimes the perfect aiming point can
last tip for me before the flight. He took my
be just on the other side of where you folded
and led my eye up to a patch of sparkling
pencil and started making notches down the
your chart over. But there was nothing to aim
As the town crept closer, my thoughts
side with a pair of scissors. The distance
at past the visible mountains, so I decided
turned to what it was we were looking for:
between each notch was equivalent to 5nm
to use the angles at which I expected to
an orange-brown clay strip with a north-
on the 1:500 000 chart. He handed me the
cross roads or power lines to keep track of
south orientation (a very important thing
pencil and said I could use it for quick in-
my position. I looked back at the chart and
to consider when searching for a runway),
roofs in the distance: Porterville.
flight estimates if needed – cool. Armed with this new knowledge, I went home and set about planning my first crosscountry flight. The route was Morningstar to Porterville, then to Saldanha, and back home again. It was over 150nm and included full stop landings at each airfield. I arrived at the flight school a few hours before my booking on the big day and got the weather and NOTAMs. By the time the aircraft was mine, all the heading, time, and fuel calculations were done. I filed the flight plans, clipped everything to my knee-board, and we were ready to go. I activated the first flight plan and noted the takeoff time just before lining up. After takeoff I turned to my first heading; 059deg. I looked up and saw the northern slope of Kasteelberg straight ahead – that was
The dry river blended perfectly into the folds of brown land.
my aiming point. It was about 30nm away according to my pencil, and one of my checkpoints, Malmesbury, lay halfway there. That made it an excellent drift indicator. We
found a railway that travelled north to my
climbed to 3500 feet and I noted the time. It
track line, and then bent sharply to the east.
possibly on the outskirts of the town. Finding a runway can be a lot more
was tricky to look at the chart and still keep
It made an angle of about thirty degrees with
difficult than it sounds, especially if you’re
a straight heading - most times I looked up
my track line, and beyond that I should have
approaching it side-on. I looked and looked.
to find the aircraft was banking off course.
been able to see the road that goes through
Thomas found it but I still couldn’t see it.
I stole a glance at my flight log. We were
Porterville. I looked out over the right wing
Salvation came when I finally went, “Oh this
5 minutes out from Malmesbury – ETA:
expecting to see a railway closing in, but
thing right here!” and levelled off. I noted the
10:09. Five minutes later I proudly scribbled
couldn’t find it. I held my heading and looked
time.
10:09 down in the ATA box and caught the
forward for a moment.
ETA: 10:28, ATA: 10:28. Bliss.
aircraft again when I looked up a second
I was getting lost.
later. I was struck by just how much my
Now dry-mouthed, I strained to see
when we landed. I closed the flight plan and
I breathed more than a sigh of relief
world had shrunk: we had reached a place
into every crease and fold in the ground.
we discussed the next leg; Porterville to
an hour’s drive away in under fifteen minutes
Fields, fields, nothing but fields! My world
Saldanha.
– isn’t your world meant to ‘get bigger’ when
had shrunk, yet I could still get lost. I looked
you fly?
back at the chart. There were no stations
I activated our next flight plan and we took off, heading west.
39 www.saflyer.com | August 2019
A SLIM LOGBOOK JOHAN WALDEN
The first checkpoint was a koppie 15nm away. Beyond that I didn’t really have much to aim at. I trimmed the aircraft and kept the nose on the koppie with a squeeze of rudder now and again. We passed the checkpoint and I noted the time. A void of brown featureless land now filled the wind shield. Well, almost featureless – way off in the distance stood a lonely group of wind-turbines. They were about five miles south of my track line, so I had to sort of guess where to put the nose this time. But until I reached them, I had to make do with a river for my next checkpoint, which wasn’t great for accurately judging my position. But that never became a problem; the river was dry and blended perfectly into the folds of dry land. So, with the help of the wind-turbines and heading on my flight log, we did eventually reach Saldanha – only this time after my ETA. The route back to Morningstar was much easier. All I had to do was follow the road back home. So I had some fun with my notched pencil, estimating distance and time to random points on my chart. At last we arrived back home eight minutes behind ETA, and the world stretched back out to its normal size again. It had been a long day and I was ready to hit the sack. But no sooner had we landed than my thoughts turned to
j
the next hurdle: doing it alone.
stay in touch while you’re in the air • SMS / WhatsApp • Talk • Email
Executive Air (African agent) www.execair.co.zw bookings@execair.co.zw +2638677007547
40 August 2019 | www.saflyer.com
Which peak?
SA Flyer 2019|08
FOR SALE: POLARIS FK 14
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41 www.saflyer.com | August 2019
AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS
A NIGHT RATING DOESN’T EQUAL NIGHT VISION Many serious accidents have occurred during night flying, particularly during night takeoffs. During takeoff a person is pushed back into the seat by the acceleration and in the climb the feeling of being pushed back persists. Thus, if the nose drops during this phase of flight the aircraft will again accelerate, maintaining the sensation of being pushed back in the seat.
E
VEN
some fatal airline
accidents involving pilots with
instrument
ratings
taking off into a ‘black hole’ have happened during this phase of flight.
It is probable that most night rating
training is undertaken near a large city where there are adequate night landing facilities. In this case the city lights in the vicinity at the airport provide visual reference clues which are extremely useful for establishing the horizon. Many years ago, at the old Baragwanath airport before the days of Syferfontein, a pilot was doing night landing training in a Cherokee Arrow, landing in a southerly direction. There was only one row of flare path lights on the left-hand side of the runway. In the absence of much lighting at the other end of the runway, horizontal judgement was difficult compared to having lights on both sides of the runway. A row of ‘T’ hangers was situated on the left side of the runway and when a go around was initiated the pilot lost orientation and turned left, flying into a hangar door which
resulted in fatalities and more aircraft being written off.
lost in the circuit resulting in a fatal accident. The airport at the Pilanesberg was the
Loss of orientation when flying at night
setting of a number of accidents in the years
can even occur at some of the large cities if
after the Casino commenced operations.
the airport is surrounded by dark areas near
Sun City is located within easy reach of
the main airport. Windhoek Main airport is
airports in the Witwatersrand and pilots
about 30 kilometres out of town and a typical
would take friends there for a different
example, as well as some of the coastal
experience.
towns such as Port Elizabeth and East London.
There is one runway, aligned 05/23, which is surrounded on virtually all sides by
collapsed on top of the occupying aircraft,
At such airports one moment a pilot can
dark areas. Generally takeoffs were initiated
closely followed by the Cherokee with an
have good visual orientation, but on turning
on runway 05, with Pilanesberg mountain
‘angry’ propeller. Fortunately no one was
cross- or downwind can be suddenly faced
range close by on the left-hand side.
injured during this sequence of events, but
by a dark area, in which case it is necessary
Two fatal accidents involving pilots with
both aircraft suffered substantial damage.
to fly on instruments. Several cases have
night ratings occurred when Cessna 210s
Luckily no fire ensued as this could have
occurred when control of the aircraft was
and six occupants flew back into the ground
42 August 2019 | www.saflyer.com
COLUMNS
Pilanesberg Airport was the scene for many black hole crashes.
shortly after takeoff. Also, an instrument rated pilot in a Bonanza A36 for some
Cessna 337 crashed after taking off from a farm strip at night.
reason turned left instead of right after taking off from runway 05 and flew into the mountain with fatal results. In another case a pilot flying on a right base leg for runway 05 misread his altimeter and was some 800 feet below circuit altitude when he flew into the earth wire of 160 foot high electricity pylons with fatal results. Eventually the situation became so bad that the then DCA (Department of Civil Aviation) issued a blanket ban on pilots with a night rating flying into or out of the airport at night. A Cessna 337 ‘’sluk en blaas’ similarly
One of my happy memories is night
flew into the ground after taking off from
flying an Impala out of Waterkloof towards
a farm strip in the Free State at night. In
the Dullstroom area and entering an arena
saves confusing the stars with lights on the
another case, after a particularly dry winter
of four thunderstorms with their intermittent,
ground.
with attendant veld fire, a pilot flying a
but almost continuous, flashing. It was an
Finally, bear in mind that some countries
Bonanza lost control at dusk and spiralled
incredible sight, high and alone. It reminded
do not recognise a Night Rating. This may
into the ground near Bothaville. Dust storms
me of Richard Bach’s wonderful descriptions
still be the case in Botswana.
over the Free State during dry summers can
in ‘Stranger to the Ground’.
reach as high as 11,000 feet, making for very marginal visibility, even in daytime. Despite these and many other tragic
An advantage of modern aerobatic jets
WHAT CAN WE LEARN?
is the artificial horizon, now named the
Discuss these issues in detail with your
attitude indicator; in earlier days the artificial
Instructor, keep current on the Night Rating,
is
normally
horizon had to be caged before aerobatics,
and mentally prepare yourself for a possible
and
pleasant
as it otherwise ended up hitting the stops
sudden transition onto instruments.
experience. Generally the air is stable in the
and then moving about like someone who
Consider doing a night takeoff with
absence of thunderstorms or strong winds,
has overstayed their time in the pub. Modern
your Instructor from an airfield with a ‘black
and the glow of instrument lights promotes a
attitude indicators in aerobatic jets simply
hole’ at the other end of the runway to gain
feeling of peace. Very smooth landings can
re-erect when they reach their limits, which
experience.
be made when practicing circuits.
is very handy when looping at night and
occurrences, an
extremely
night
flying
peaceful
j
43 www.saflyer.com | August 2019
REGISTER REVIEW: RAY WATTS
JUNE 2019
T
ZS-KAT PC24.
Austin Ferreira
The CAA are still having problems with their new computer system and therefore cannot produce any statistics regarding the aircraft register. This is extremely frustrating. What I have done as an alternative this month is to have a look at the year 2019 to date, from January to May.
ZS-TLH at FAOR 15-6-2019.
HE register appears to be getting badly behind. I know of at least three airliners that, although registered and flying, have yet to appear in the
register amendments. There are also several helicopters that are flying which have yet to
ERJ190s for SA Airlink ZS-YAP & ZS-YAY
Amongst these is a rare PZL104 Wilga which
appear in the amendments. I have no doubt
must still appear in the amendments, as
has just recently flown at Brits following
that these aircraft are properly registered –
does the B737 for Comair: ZS-ZWW.
restoration. One of the auctioned ex SAAF
it is just that they haven’t yet appeared. (An
The TCA helicopter section grew by ten
Cessna 185s has also been registered.
example of this is ZT-RGA the Black Hawk
aircraft. There were four Bells, a Bell 407,
This section of the register is the only one
that’s based in Nelspruit.) This means that
Bell 430, Bell 206 Jet Ranger and a Bell UH-
showing good growth figures and proves to
the published register is even more out of
1H Huey. Three Robinsons, a R22 and two
me that, contrary to some doomsday claims,
date than it has been for a long time now.
R44s were added and both the R44s are
private flying isn’t dead in South Africa.
Let’s hope that the new IT system, when
brand new. The three Aerospatiale aircraft
The drone (RPAS) section just keeps
it eventually gets up and running, will reflect
consist of two Super Pumas and a standard
growing – in this period there were four
accurate numbers of the aircraft registered in this country – but I’m not going to hold my
hundred and twenty-eight registered. This D-EWHI now ZU-WAS.
has resulted in it becoming too large to include in this register review.
breath.
It’s always sad to see aircraft leaving
aircraft we can see that, according to the
our shores, but that’s life, I guess. In the
George Trussell
Having a look at the TCA fixed wing stats that I have, twenty-three aircraft were added. Only eight of these are piston engine aircraft and this includes the beautiful Extra
period under review fifty-three TCA aircraft have been deleted from the register. Two have been scrapped, one crashed and the rest exported to various parts of the world.
330 that Jason Beamish flies in Absolute Aviation colours. There are eight jets flying,
Puma. There are quite a few helicopters
There were also six NTCA aircraft exported
including two Boeing 737s and a PC24. One
flying which have yet to appear in the
to other shores.
of the B737s is the Comair Boeing Max 8
register amendments.
which is sitting in a hangar at OR Tambo
In contrast, the NTCA section of the
TAIL PIECE
There is also a helicopter that
register grew by a whopping 128 aircraft and
I remain optimistic that the aircraft
takes up the registration of an R44 that was
the RV series of aircraft tops the numbers
market in this country is alive and well and
written off at Sun City some time back. Two
with
that the economy will eventually recover.
Airport.
44 August 2019 | www.saflyer.com
five new ones being registered.
j
M&N Acoustic Services REGISTER REVIEW - JUNE
Editors Note: We try to fill the magazine with informative and interesting stuff for you to enjoy. As you will see, this month is a jam-packed issue and unfortunately, space limitations did not allow us to publish the summary of the full six months of changes to the SA-CAA Register. However, the month-by-month changes for the first six months of the year can be found in previous issues of SA Flyer and hopefully, by next month, CAA will have its act together sufficiently to be able to provide us with an update. Until then, our apologies if you have been inconvenienced in any way by the lack of a register update in this issue.
7Q-KWA ex ZS-SSO taken at Lanseria 31-5-2019.
ZS-ZWW B737-800 for Comair. Image: Austin Ferreira.
We perform SANAS certifications on all your: Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)
Contact: Rashid Snyders Tel: 012 689 2007 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za www.saflyer.com
45 | August 2019
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KEEP IT LITE
46 August 2019 | www.saflyer.com
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47 www.saflyer.com | August 2019
ACCIDENT REPORT JIM DAVIS
LANDING TOO FAST This discussion contains extracts from the SACAA’s accident report. It is compiled in the interest of promoting aviation safety and not to establish legal liability.
48 August 2019 | www.saflyer.com
COLUMNS
SYNOPSIS The pilot stated that after touchdown he continued down the runway for 100 -150 m. He then retracted the flaps to reduce lift. About 50 m after the flaps were retracted, the starboard wing dropped suddenly. At this point, the pilot realised that his speed had not reduced. He applied power to execute a go-around but then saw that there was not enough runway left to become airborne again. He immediately closed the throttles and applied maximum braking. He then pulled back on the control column to further assist the aircraft to slow down. The aeroplane left the runway and came to rest approximately 25 m past the end of the runway. The skid marks of the tyres started about 100 m before the end of the runway. The right-hand main gear was ripped off, the left-hand main gear failed outwards and the nose gear folded back into the nose gear well. The last Mandatory Periodic Inspection (MPI) had been carried out on 20 June 2007 at 3877.7 flying hours. This servicing was
EXECUTIVE SUMMARY Aircraft Registration: ZS-JGY
Date of Accident: 9 March 2008 Time of Accident: 13h30Z
Type of Aircraft: Beechcraft 58
Type of Operation: Domestic Charter Flight
Pilot-in-command Licence Type: Commercial Age: 21
Licence Valid: Yes
Flying Experience: Total Flying Hours 399.8 – Hours on Type 4.8
Last point of departure:
Vilankulo Aerodrome (FQVL), Mozambique Next point of intended landing: Magaruque Island
performed by AMO 076. The aircraft was operated for a further 53.0
Aerodrome, Mozambique
flying hours after this.
Location of the accident site: Runway 23, Magaruque
PROBABLE CAUSE To be determined by the State of Occurrence as stipulated in ICAO document, Annex 13, Chapter 5, Paragraph 5.1. (The State of Occurrence shall institute an investigation into the circumstances of
Island, Mozambique
METEOROLOGICAL INFORMATION Surface wind: 110º/5-10 kts; Temperature: 30ºC;
the accident and be responsible for the conduct of the investigation.)
Visibility: +10 km;
JIM’S COMMENTS
No. of people on board: 2 + 2
I selected this accident because it shows how only two risk factors coming together at the same time, can end in disaster. Would I have been happy to sit in the back of that aircraft? No
Cloud cover: 4/8
No. of people injured: 0 No. of people killed: 0
sir, I would not have boarded. And I say that despite the fact that some of the classic risk factors were not there at all. I am thinking of bad weather, mountainous terrain, strong winds, dodgy strips, fuel
Beech 58 Baron ZS-JGY in happier times.
problems, poor maintenance and so on. So what exactly is my beef? Basically, too much aeroplane for too little experience. The guy had less than 400 hours total, and less than five hours on type — at least half of which would have been the flight from Johannesburg to Vilankulo (Vilancoulos). Also, he is a young man taking friends or charter passengers on a flight to a holiday destination — there is serious pressure to perform. Unfortunately there is a culture that believes go-arounds are for poor pilots and pansies. That’s what attracted me to this accident — it gives me an excuse to spread the news that go-arounds are to be admired in any pilot; from a 10 hour student to the captain of an A380. It looks to me as if this guy’s lack of experience on type caused him to cross the fence too fast and his ego really didn’t want to be hammered by the perceived indignity of a go-around. Let’s try to figure out what was going on in the cockpit. This is not easy because the report is somewhat garbled, but reading between the lines, this is what seems to have happened:
•
At some point the right undercarriage leg collapsed. Sounds like he failed to mention in the report that it was a catastrophically hard landing.
Actually it sounds as if the landing was little more than a semicontrolled crash.
•
He must have approached way too fast.
•
On the ground he was too fast and applied power for a go-
factors: approaching too fast due to a lack of familiarity with the
around.
aircraft, and a refusal to do a timeous go-around — almost certainly
Then he saw it was too late, throttled back and used
due to pride.
•
maximum braking 100m before the end of the runway •
He wound up 25m past the end of the runway.
Why did this happen? My guess is that there were two main
It is interesting to note the flight can’t have taken more than a couple of minutes because the two airfields are only 6 nautical miles
49 www.saflyer.com | August 2019
ACCIDENT REPORT JIM DAVIS
Accident site - the runway is on the north western shoreline.
apart. Hardly worth raising the undercarriage
and under different circumstances would be
for. I suspect the aircraft got way ahead of
killing fare-paying passengers.
of accidents. When a pilot does something
the pilot, which is possibly why he wound
GO AROUND. A go-around is a gift
stupid like pushing on into bad weather, or
up too fast. It’s a very common fault with
from God. It’s a get out of jail free card. It’s a
trying to stretch his fuel, or doing a beat
inexperienced pilots — when they arrive at a
Christmas bonus. It’s the best back door in
up, it’s often because he is trying to meet
strange airfield they keep the circuit too tight
aviation. On every final approach there are
someone else’s expectation. He wants to
which puts them too high on final approach.
two critical things to remember, first that the
get home for his kid’s birthday, he wants to
gear is down and locked, and second that
get his pax to the match, he doesn’t want his
you don’t have to land — you can always go-
boss to think he is incompetent, or he is just
around.
showboating. The secret to avoiding these
WHAT CAN WE LEARN? QUICK CONVERSION. Folks, if you are going to fly a fancy aeroplane please make
PEOPLE PRESSURE. People pressure
accidents is to simply ask yourself if you
sure you have plenty of hours and a proper
is often an unspoken pressure that makes a
would be doing this if there was no one else
conversion. This guy is a classic example
pilot want to perform and meet expectations.
involved.
of inadequate training and/or experience.
This
take
As a final thought. The photo was taken
If I was the boss of the CAA I would have
unnecessary risks such as overloading the
some years after the aircraft was repaired.
this guy’s instructor in my office for tea
aircraft or pushing on into bad weather or, as
I am amazed it wasn’t an insurance write-
and cookies. He would leave without his
in this case, suffering the perceived indignity
off. It happened on the next best thing to a
instructor rating and would have to redo
of doing a go-around.
desert island in a foreign country nearly a
frequently
causes
pilots
to
his exams and flight test. He signed out a
I believe that people pressures are the
pilot who was dangerously not up scratch,
reason behind the reason for a hell of a lot
50 August 2019 | www.saflyer.com
thousand miles from home. Repairing it must
j
have been a hugely expensive nightmare.
WASSUP? REPORT: OWEN HECKRATH
VIRGIN DROPS A ROCKET Launching a rocket into space from a high-flying Boeing 747 eliminates much of the energy needed to send a payload into orbit, and could result in much cheaper commercial rocket launches compared to conventional methods.
V
IRGIN Orbit has been
LauncherOne rocket while in flight over
investigating the ‘drop-
the Mojave desert. Virgin stated on
launch’
and
Twitter that following this successful test,
has now successfully
it would ramp up its efforts to launch a
completed its first rocket
real rocket into space from the Boeing
option
drop test, paving the way for a real launch later this year.
747. The company plans to begin testing
The company loaded a rocket onto
live launches later this year, after which
its Boeing 747 launch aircraft – dubbed
it plans to deliver commercial orbital
Cosmic Girl – and dropped a ‘dummy’
launches for satellite operators.
Virgin has been investigating the viability of drop-launching rockets to increase payload.
j
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51 www.saflyer.com | August 2019
FEATURE
Wing
JOHAN WALDEN
IN THE DOOR
Have you ever
wondered how the magazine gets you
those awesome pictures for the covers and
Flight Test features
each month? Recently I had a chance to find
out, and it was an ‘eyeopener’ in more ways than one.
It REALLY is that close.
T
at
Mark “Sammy Sampson’ also with unlimited
SA Flyer’s Justin de Rueck was the
crisp
formation aerobatic skills in his SBach. Even
professional air-to-air photographer sitting
and the conditions were
more impressively – all these pilots make
in the door frame to get the pics. His image
their time and rare skills available for no
quality is always extraordinary - and he is
charge other than the pleasure of doing an
reliable – an important consideration given
air to air shoot.
the cost and hassle of a re-shoot.
HE
morning
Stellenbosch
was
perfect for flying. Owen Heckrath,
as
the
co-
ordinator, put four aircraft
on the list for the day’s photo shoot – to get them all done in one go. We had a Cessna 182 camera-ship which acts as Formation Lead while the subject planes formate on it. This requires expert formation pilots as pilots with poor formo skills can put both aircraft at risk. For this reason SA Flyer is very particular about which pilots it uses and prefers those with military experience of air show precision formation skills. Our team of four pilots for this shoot was awe inspiring – we had Lt Col (ret) Koos Kieck, a former SAAF Mirage ‘vlamgat’ instructor, Mark Hensman, of Team Extreme’s China air shows and Red Bull Air Racing, with unlimited formation aerobatics skills, and
52 August 2019 | www.saflyer.com
I jumped again as the Savannah appeared out of nowhere.
FEATURE
Guy Leitch reviewed all the key aspects
perfectly comfortable) picked up ‘camera
vision and when I looked down I was just in
of the proposed flights and made sure the
number one’ and started taking ‘warm-up
time to see a cap that had escaped our ‘loose
pilots understood how it was going to work
pictures’ as if watching a plane park itself
objects check’ swirl around the cockpit floor.
and
right under the wing was just an everyday
And of course it just had to go out the door.
occurrence for him – it probably was.
I wouldn’t be surprised if the eddies from
most importantly – what the comms
frequencies were. Owen entrusted me with the ‘essential task’ of tagging along in the
Andre, flying our C182 sat dead still
the Diamond’s wing-tip had something to do
back of the 182. Once everyone was happy,
with his eyes fixed straight ahead, flying as
with the change in airflow in the cabin that
we were ready to fly.
steadily as possible, and if it wasn’t for his
pulled the cap out.
Andre Groenewald, our cool-headed, unflappable 182 pilot, appeared from behind a hangar with the camera-ship and stopped on the grass for us to get in. Its right door was already removed so that Justin could get a clear shot of the aircraft that would fly on our right – getting those angles that show off its good looks. But to get that perfect shot they would have to fly close – close enough to see who’s flying the thing. Taking photos from a distance wouldn’t work because of all the movement and camera shake. Plus, the telephoto lens causes foreshortening, making the picture look flat and the plane stubby. Not what S A Flyer wants for its readers.
Andre our unblinking camera ship pilot with pro photographer Justin.
I climbed in the back and pulled my seatbelt as tight as possible, and Justin laid his cameras out on the seat next to me and then hooked himself to the airframe with a ‘monkey chain’ to stop him from falling out the gaping doorway. Then he sat down facing backwards, all kitted out in his flight suit. Shortly after we left the ground, the first aircraft on the list, a Diamond DA20, took off behind us and we headed to False Bay in search of smooth air and a scenic backdrop. Amazingly quickly the Diamond shrank to a small white dot in the big sky out the rear window, so I ‘sat back, relaxed, and enjoyed the flight’, blissfully unaware of the rude shock that was coming. As the coast approached, I glanced over at the cameras to make sure they were still behaving themselves near the doorway,
One sneeze and we would have torn its wing off.
when a flash of white in the right window caught my eye. I looked up and “WTF!!!” –here was the Diamond, flown by Mark Sampson, looking as though it wanted me
sunglasses I’d probably be telling you he
to move over and make room for it on the
didn’t blink either.
Following the ground briefing, which called for gentle left turn orbits, Andre
back seat. I knew they said it would be close
We were soon over the False Bay and
announced his first turn on 123.45 for the
but this was ridiculous! I gave my seatbelt an
I nervously eyed the Diamond’s springy
Diamond. In spite of the internal TCAS that
extra tug as I looked with wide-popping eyes
wing-tip as it bounced off every air bubble.
was probably roaring inside him, Andre
at its whirring propeller. Justin (who seemed
A blurry dark shape disturbed my peripheral
carefully banked into a shallow turn and
FEATURE took us round the bay. As we turned, the The Safari Tagged us all the way back to FASH.
Diamond climbed and then descended – changing the background from the sea to the sky as requested by Guy in his briefing. I realised that air to air flying this close demands intense concentration – which inevitably puts a frown on the pilot’s face. Justin leaned out and gave them the signal to smile – it was too noisy for the usual “say cheese!”. Amazingly, they were able to fly in extreme proximity to another aircraft – us – and still manage to pull off a smile that looked convincing. Now Justin had a clear shot, looking across at the Diamond hovering on our wingtip over the dark water. Because of our continuous turn, Justin had an endless variety of lighting to work with,
the jump just like the Diamond did. Now my
tearing the Aeronca’s wing off and plunging
and a background that continually changed
TCAS was roaring. Thankfully Koos Kieck
both of us into the bay. So Andre didn’t
as we turned. after a few orbits to the left and
was not as intimate as Sammy and backed
sneeze, and we were able to photograph
confirmation from Justin, Andre called a turn
off a little, allowing my eyes to shrink back
the Safari and tie the final knot in the day’s
and we rolled into a right orbit, putting the
to their normal size. Andre, our rock solid
mission. The Safari continued to cling to
Diamond below us and against the uniform
camera-ship pilot, lowered the flaps so that
us all the way back to Stellenbosch until
sea – great for an uncluttered background
the Savannah, with its Rotax chattering
he broke off in the circuit. After shutdown
that enabled the subject aircraft to stand out.
away at near full speed could stay on station.
Justin unclipped and packed up all his gear,
Once Justin was happy the Diamond
I was amazed I could hear it over the roar of
and I proclaimed the cap ‘missing in action’.
broke away and we started searching
the airflow in and past the wide open door of
Everyone was reunited at the clubhouse and
the skies for our next dance partner, the
the Cessna.
after the debrief we were ready to enjoy the
Savannah, which had taken off 20 minutes
It was the Aeronca’s turn next, and I was
after us and waited for the Diamond shoot
struck by just how much these pilots trusted
A scrumptious Stellenbosch Flying Club
to be over before moving in. Again the
each other. The consequences of Andre
breakfast of course – putting a wing in the
Savannah suddenly appeared and gave me
sneezing would probably have been him
door is hungry work.
54 August 2019 | www.saflyer.com
part we’d all been waiting for:
j
EVENTS CALENDAR SA Flyer 2019|08
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FUEL TABLE www.sv1.co.za
SA Flyer 2019|08
Fuel FuelPrices Pricesas asat at03/06/2019 03/06/2019 Prices Pricesinclude includeVAT VATbut butexclude excludeany anyservice servicefees fees Airfield Airfield Avgas Avgas Jet JetA1 A1 Baragwanath Baragwanath RR21.00 21.00 Beaufort BeaufortWest West RR24.20 24.20 RR17.20 17.20 Bethlehem Bethlehem RR21.97 21.97 RR15.62 15.62 Bloemfontein Bloemfontein RR17.74 17.74 RR11.48 11.48 Brakpan Brakpan RR21.50 21.50 Brits Brits RR19.30 19.30 Cape CapeTown Town RR24.29 24.29 RR10.53 10.53 Eagles EaglesCreek Creek RR21.45 21.45 East EastLondon London RR20.01 20.01 RR13.52 13.52 Ermelo Ermelo RR20.18 20.18 Fisantekraal Fisantekraal RR20.65 20.65 Fly-In Fly-In RR19.20 19.20 Gariep GariepDam Dam RR21.30 21.30 RR16.80 16.80 George George R20.65 R20.65 R12.94 R12.94 Graaf GraafReinet Reinet No NoFuel Fuel Avbl Avbl Grand GrandCentral Central RR21.28 21.28 RR15.30 15.30 Kimberley Kimberley RR17.74 17.74 RR11.48 11.48 Kitty KittyHawk Hawk RR22.80 22.80 Klerksdorp Klerksdorp RR22.00 22.00 RR14.80 14.80 Kroonstad Kroonstad RR19.85 19.85 RR14.61 14.61 Kruger KrugerIntl IntlNelspruit Nelspruit RR21.85 21.85 RR16.16 16.16 Krugersdorp Krugersdorp RR19.95 19.95 Lanseria Lanseria RR21.28 21.28 RR15.33 15.33 Margate Margate RR21.90 21.90 RR15.35 15.35 Morningstar Morningstar RR19.75 19.75 Mosselbay Mosselbay RR21.77 21.77 RR16.65 16.65 Nelspruit Nelspruit RR22.77 22.77 RR13.80 13.80 Parys Parys RR20.30 20.30 RR12.80 12.80 Pietermaritzburg Pietermaritzburg RR22.70 22.70 RR15.00 15.00 Pietersburg PietersburgCivil Civil RR21.30 21.30 RR14.60 14.60 RR23.17 23.17 Port PortAlfred Alfred Port PortElizabeth Elizabeth RR21.85 21.85 RR15.87 15.87 Potchefstroom Potchefstroom RR20.30 20.30 RR12.80 12.80 Rand Rand RR20.77 20.77 RR15.03 15.03 Robertson Robertson R20.00 R20.00 Rustenberg Rustenberg RR19.38 19.38 RR13.80 13.80 Secunda Secunda RR21.28 21.28 Skeerpoort Skeerpoort *** ***Customer Customerto tocollect collect RR19.10 19.10 R11.70 R11.70 Springs Springs RR21.50 21.50 Stellenbosch Stellenbosch RR21.45 21.45 Swellendam Swellendam RR19.80 19.80 RR13.00 13.00 Tempe Tempe RR22.31 22.31 RR14.15 14.15 Ultimate UltimateHeli Heli(Midrand) (Midrand)*** *** RR21.45 21.45 RR13.95 13.95 Upington Upington RR18.19 18.19 RR11.94 11.94 Vereeniging Vereeniging RR18.61 18.61 RR13.83 13.83 Virginia Virginia RR21.85 21.85 RR15.22 15.22 Welkom Welkom RR19.85 19.85 RR14.61 14.61 Wings WingsPark ParkEL EL RR19.90 19.90 Witbank Witbank RR20.20 20.20 Wonderboom Wonderboom No No Contact Contact Worcester Worcester R22.25 R22.25 *** ***Helicopters Helicoptersonly only
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August 2019 | www.saflyer.com
Fuel FuelPrices Pricesas asat at03/07/2019 03/07/2019 Prices Pricesinclude includeVAT VATbut butexclude excludeany anyservice servicefees fees Airfield Airfield Avgas Avgas Jet JetA1 A1 Baragwanath Baragwanath RR22.00 22.00 Beaufort BeaufortWest West RR23.90 23.90 RR17.90 17.90 Bethlehem Bethlehem RR21.97 21.97 RR15.62 15.62 Bloemfontein Bloemfontein RR17.71 17.71 RR11.09 11.09 Brakpan Brakpan RR21.50 21.50 Brits Brits RR20.68 20.68 Cape CapeTown Town RR24.10 24.10 RR10.04 10.04 Eagles EaglesCreek Creek RR20.45 20.45 East EastLondon London RR20.01 20.01 RR12.85 12.85 Ermelo Ermelo RR20.18 20.18 Fisantekraal Fisantekraal RR21.80 21.80 Fly-In Fly-In RR19.20 19.20 Gariep GariepDam Dam RR21.30 21.30 RR16.80 16.80 George George R20.47 R20.47 R12.60 R12.60 Graaf GraafReinet Reinet No NoFuel Fuel Avbl Avbl Grand GrandCentral Central RR21.28 21.28 RR16.30 16.30 Kimberley Kimberley RR17.71 17.71 RR11.09 11.09 Kitty KittyHawk Hawk RR23.50 23.50 Klerksdorp Klerksdorp RR21.64 21.64 RR14.80 14.80 Kroonstad Kroonstad RR19.85 19.85 RR14.61 14.61 Kruger KrugerIntl IntlNelspruit Nelspruit RR20.80 20.80 RR14.25 14.25 Krugersdorp Krugersdorp RR20.50 20.50 Lanseria Lanseria RR21.62 21.62 RR15.56 15.56 Margate Margate No NoFuel Fuel Avbl Avbl Morningstar Morningstar RR20.85 20.85 Mosselbay Mosselbay RR22.75 22.75 RR16.65 16.65 Nelspruit Nelspruit RR22.77 22.77 RR13.80 13.80 Oudtshoorn Oudtshoorn(New) (New) RR20.77 20.77 RR14.41 14.41 Parys Parys RR19.80 19.80 RR12.85 12.85 Pietermaritzburg Pietermaritzburg RR22.60 22.60 RR15.00 15.00 Pietersburg PietersburgCivil Civil RR21.50 21.50 RR14.20 14.20 RR23.17 23.17 Port PortAlfred Alfred Port PortElizabeth Elizabeth RR21.85 21.85 RR15.87 15.87 Potchefstroom Potchefstroom RR19.80 19.80 RR12.85 12.85 Rand Rand RR20.47 20.47 RR14.70 14.70 Robertson Robertson R20.80 R20.80 Rustenberg Rustenberg RR19.38 19.38 RR13.80 13.80 Secunda Secunda RR21.28 21.28 Skeerpoort Skeerpoort *** ***Customer Customerto tocollect collect RR17.55 17.55 R10.80 R10.80 Springs Springs RR21.50 21.50 Stellenbosch Stellenbosch RR22.65 22.65 Swellendam Swellendam RR19.80 19.80 RR13.00 13.00 Tempe Tempe RR22.49 22.49 RR14.25 14.25 Ultimate UltimateHeli Heli(Midrand) (Midrand)*** *** RR20.95 20.95 RR14.00 14.00 Upington Upington RR17.94 17.94 RR11.32 11.32 Vereeniging Vereeniging RR20.31 20.31 RR13.76 13.76 Virginia Virginia RR21.85 21.85 RR15.22 15.22 Welkom Welkom RR19.85 19.85 RR14.61 14.61 Wings WingsPark ParkEL EL RR19.90 19.90 Witbank Witbank RR20.20 20.20 Wonderboom Wonderboom No NoFuel Fuel Avbl Avbl Worcester Worcester R22.25 R22.25 ***Helicopters Helicoptersonly only ***
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• • • • •
FEATURE REPORT: MARK MANSFIELD
COMPETING IN TRANQUILLITY The Balloon and Airship Federation of South Africa (BAFSA) hosted the 2019 Afrox South African Hot
Air Balloon Championships from 23 to 28 June. This
prestigious event was held at the Bill Harrop’s ‘Original’ Balloon Safaris clubhouse pavilion in Skeerpoort.
T
A competitor serenely tracks against the stunning Magaliesberg backdrop.
special note of thanks must be extended to all the sponsors, particularly Afrox, for their support in the 2019 event. Not only did they supply all the gas for the event, but they also participated in every possible way. They hosted a fiesta flight with some of their clients, suppliers and clients on the Tuesday morning, including a camera crew to capture every moment of this magical experience. The Balloon and Airship Federation
HE event saw the pilots taking to the sky for eight flights and completing an arduous 28 task regime set by international event director, Mathijs De Bruijn
and his team. Prior to each flight the pilots were briefed on the tasks for that flight. These tasks were only considered after
Marc Nuthall, a commercial hot air balloon
of South Africa (BAFSA) is the controlling
pilot and passionate balloonist in the North
body of sport and recreation balloon flying
West. Second place was awarded to Danie
in South Africa. BAFSA also participates
Minnaar, the 2018 champion and by-day a
in
mielie farmer in Bothaville, Free State. Third
‘Aerostation (CIA), the Ballooning chapter of
place went to Neels van der Merwe who
the Federation Aviation International (FAI) to
runs a successful AMO operation, servicing
ensure that South Africa is abreast of new
many balloons in South Africa.
trends and challenges facing the ballooning
Like all events of this magnitude, a
the
The pilots and their skilled crew needed to evaluate the weather and the local map to develop their strategy for each flight. Skill and precision is essential for this type of competition and often the results come down to millimetres. An example of a task is a marker drop. A large cross is laid out on a field and the pilots need to aim their markers (a long ribbon with a sandbag for weight and their pilot number) at the centre of the cross. The pilot who gets the closest wins. After six days of competitive flying, the scorecard proved the high standard of skills by our balloon pilots in South Africa. The scores were close, but the winner and the title holder of the Afrox South African Hot
58 August 2019 | www.saflyer.com
j
community.
carefully reviewing the weather conditions.
Air Balloon Champion 2019 was awarded to
Commission
The Top three - Marc Nuthall centre, second place Danie Minnaar on left, and third place Neels van der Merwe.
Internationale
d
59 www.saflyer.com | August 2019
AOPA BRIEFING CHRIS MARTINUS - PRESIDENT OF AOPA SOUTH AFRICA
HOMEBUILDERS
Nigel and Derek collect the part-built RV-8 kit.
Derek Hopkins typifies the passionate aviator who has the skills and drive to build and fly his own aircraft. Originally a railway engineer, Derek became enamoured with aviation, scratch-built a Teenie-Two VW-powered aircraft in a bedroom of his house and went on to become something of a legend, both in commercial and private aviation. 60 August 2019 | www.saflyer.com
M
ORE recently, Derek (often called “Pops” by his friends) went on to participate in the construction of a Vans RV-7 kit that had been purchased by his son, aerobatic champion and SAA Training Captain, Nigel, in partnership with his aerobatic colleague, Jason Beamish. Affectionately registered as ZUPOP, the RV-7 is often seen in the skies and at flying events
countrywide.
Enamoured with the performance of the RV-series aircraft, Derek decided he wanted one of his own. Together with son Nigel, they bought a partly completed RV-8 kit. The somewhat better performance of the tandem-seat RV-8 was an added attraction, so Derek embarked on an 18-month odyssey to build ZU-NDH, so named using his and Nigel’s initials. Derek notes that building the RV-8 was more challenging than the RV-7 as the narrower fuselage made it considerably more difficult to get inside to do much of the work. Most of the building was done in a carport adjoining his house in Pretoria, before it was trailered to Eagles Creek airport for final assembly. I was privileged to attend the first flight of the final masterpiece at Eagles Creek. After some last-minute tweaks, NDH was started, the engine fully run-up, a quick taxi test done, and with aerobatic smoke system turned on, took to the air for the very first time. There is an excitement and satisfaction to successfully flying your very own creation, the product of many hours of hard work, frustration and swearing that
COLUMNS
those who are mere purchasers of aircraft
organisations.
However, the cost is little
protected from themselves. This resulted in
cannot even begin to understand.
different to fully certified aircraft and usually
Aero Club developing its ‘Approved Person’
higher than acquiring a good used type-
(AP) scheme in which APs would inspect
certified aircraft.
and sign off a NTCA for a fee. This evolved
The new engine needed running in, so the first flight took over an hour, with the throttle wide open.
After all systems
to include insurance to cover APs and
checked out, Derek couldn’t resist a few rolls
REGULATIONS, DAMNED
to check out his new toy’s aerobatic abilities.
REGULATIONS
Nigel then took the beast for up for some more testing.
aircraft owners ‘for their own good’. More
than
a
decade
ago,
an
The regulatory structure relevant to
organisation named the Recreation Aviation
non type-certified aircraft (NTCA) has
Administration of SA (RAASA) was formed
After landing, Derek’s smile was so
ballooned since the days of the old CAA
by CAA and Aero Club for reasons which
wide, many of us worried that the top of his
LS/1 document which governed NTCA.
are both inscrutable and suspicious.
head may fall off!
Today’s NTCA regulations eclipse those
existence was contrary to many statutory
applicable to certified aircraft in complexity
laws, it may have been a ruse to launder CAA
– and in degree of confusion. Most of these
funds and added another layer of complexity
regulations were motivated by industry
and cost to an already unwieldy heap of
players,
purposeless regulations.
We wish Derek and Nigel many hours of pleasure from their creation. TYPES OF HOMEBUILDERS There are basically four kinds of aircraft homebuilders: First, like the Wright Brothers, there are those who build their own designs from scratch.
production
aircraft
builders,
Its
Nevertheless,
maintainers, ‘governing bodies’, ‘inspectors’
RAASA survived for a considerable time
and other entities seeking to profit from
on the basis of claiming that they provided
the popularity of this sector of the aviation
better service than that provided by CAA.
market.
RAASA was closed down at the end of
This is the most arduous
Little notice has been taken of the needs
March this year by CAA which has taken
path to follow. Not only must every part be
of the grass-roots aspirant aircraft owner and
over its functions. AOPA South Africa has
fabricated, but a new design must usually go
considerable effort has gone into creating
been carefully watching this development for
through many iterations, tests and failures
regulations that not only benefit CAA and
the past few months. It is to be expected
before it can be considered successful, if
its officials and cronies, but also make the
that there would be a few glitches during the
ever. This is truly the experimental route, but
entire prospect of aircraft ownership less
transition and things seem to be foundering.
is where ingenuity and new concepts enter
attractive to the consumer.
Nobody seems to know what is going on and
aviation.
Although the original idea and regulations
the AP scheme has collapsed.
Second, there are those who scratch
were designed to accommodate those who
Recently CAA held an AP workshop
build an aircraft from plans. This is a much
wish to build and maintain an aircraft at their
meeting attended by AOPA and other parties
safer and coherent approach, since the
own risk, regulatory structures were built on
in which it was proposed that an AP panel will
aircraft design is usually well-tested and
the premise that homebuilders needed to be
be established to appoint APs and delineate
there is already a community of builders whose experience and advice are available. The third and most popular option is the now-ubiquitous kit aircraft.
Today’s
Derek at work on the RV-8 in his front yard.
kits dramatically reduce the time, effort and skills required to successfully build a flying aircraft. Most kits have much of the fabrication done, and in the case of the RVs, all holes are pre-punched and almost all the parts required, aside from paint, are available from the kit manufacturer. This is the speediest way to build your own aircraft and since there is a great deal of uniformity the effort required to build it is well known, in addition to there being support from the kit manufacturer. Fourth, there are the ‘factory assisted’ builds offered by many kit manufacturers. However, it is more popular now to have a business build your aircraft for you. Such ‘production-built’ aircraft are permitted in South Africa under current regulations and so-called ‘chequebook builders’ benefit from having quality aircraft built by experienced
61 www.saflyer.com | August 2019
Pre-first-flight hugs from son Nigel and Wife Maureen.
CAA’s medical department.
CAA medics
are insisting on hugely expensive tests. For example, a 200-hour commercial pilot who has never flown anything more complex than a Cessna 182 would be required by CAA to perform a hearing test in Comair’s Boeing 737 simulator, overseen by a CAA doctor (who has no flying experience), at a cost of around R15 000. In a terrifyingly totalitarian move, CAA has now threatened designated aviation medical examiners (DAMEs) that should they deign to speak out against these oppressive measures or disparage any other DAME, they will be relieved of their DAME accreditation.
Airborne.
Another area where CAA is out of touch with reality is where it is requiring freelance commercial pilots to do their renewals on actual aircraft, even though simulators are available and have always been permitted. For example, it is unacceptable for a King Air pilot to do a renewal on a simulator unless it is a ‘full movement’ simulator. This is causing consternation among operators of such aircraft, since pilots are unable to maintain currency and are dropping out of the local industry.
their functions. The concept is that this will be a fair and consultative committee much along the lines of CARCom. It was pointed out that some APs were now inspecting and signing out as many as six aircraft a day, making a tidy profit. Although the idea seems positive, AOPA has misgivings that it will devolve into the same farce that CARCom has become, where interested and affected parties are forcibly excluded from such consultations and rules are applied and regulations promulgated
despite
the
committee’s
may have heard bizarre enforcing
of
requirements regarding
some of the CAA
aviation
AOPA’S FUNCTION
now
AOPA South Africa is an independent
medicals.
association of aircraft owners and pilots
is
whose purpose is to promote and protect Many pilots with marginal hearing, monocular
general aviation in South Africa.
vision, missing limbs and other disabilities,
such, AOPA provides a protective buffer
who have been safely flying on existing
between vulnerable aviation enthusiasts
protocols, are now being required to submit
and professionals against an often bullying
(at great expense) to specialist procedures to
CAA and also regularly takes steps to set
prove the cause of their particular disability.
aside decisions or regulations which are
The fact that pilots are able to pass flight
detrimental to your legitimate pursuits. Join
tests which show that their disabilities do not affect their flying abilities is unacceptable to
openly stated that proposed regulations regarding unlicensed airfields would be recommended for promulgation by the Minister despite unanimous opposition from adversely affected parties.
She further
went on to say that “the Minister will sign everything we send to him”. With this arrogance and the dubious structure of such a panel, we fear things could go the same way for the APs. IMPLEMENTATION OF REGULATIONS On
another
note,
many
62 August 2019 | www.saflyer.com
of
you
today
to
obtain
such
j
protection. Enquiries to chris@aopa.co.za
recommendations. For example, CARCom chairperson Mmanare Mamabolo last year
AOPA
As
Joyous arm waving after a successful maiden flight.
SOUTH AFRICA
Trevor Cohen
AERO
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that it is as a service provider striving to keep up with: technology, the ever-changing aviation industry, higher service levels and meeting the personal needs for each and every one of our clients,” said Clinton Carroll, Director Aeronautical Aviation, announcing the rebranding at the recent Aero SA exhibition. Aeronautical Aviation is not only limited to instrumentation, but over the years has launched its battery shop, avionics facility, online shop, and increased its autopilot facility. The design goal was to better match how the company aligns with its principles, values and the customers it serves. The management team worked with a marketing agency to find something that appeared crisp, approachable, smart and connected to capture the essentials of Aeronautical Aviation. Explaining the change, Carroll said that they decided to stay true to their original colours with the red and grey and stuck to their roots. The company has also moved into a new facility at Lanseria International airport where it is able to provide a better service to its customers and offer a more personalised experience with the same quality that customers have become used too. We welcome all to come see our new facility and have a cup of coffee with us.
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www.saflyer.com | August 2019
- Photo Airborne Films
Crafted for Aviators
67
FEATURE REPORT: MARK MANSFIELD
AERO SA TAKES OFF
Not your most common training aircraft in SA, the Tecnam P2006T from Avconjet training school.
The launch of the inaugural African expo for general
aviation, AERO South Africa, hosted at Wonderboom
airport, Pretoria, welcomed over 4,200 visitors and will most certainly go down as a successful business-tobusiness aviation exhibition event.
N
presentations over the three days and manufacturers were able to take prospective buyers on demo flights of their aircraft. There was a lot on offer, and the battle of the Electronic Flight Bag (EFB) was noticeable with three major companies all
showcasing
their
latest
offerings.
Aviation Direct, with its already well-known EasyCockpit software, launched its new
decline
and
companies
webcam facilities at some of the major
aviation
including industry heavyweights such as
airports, with a lot more to come online with
participation in Africa’s
Absolute Aviation Group, Century Avionics,
the next few updates. The South African
premiere show, Africa
NAC, Jeppesen, Garmin and Bose. Leading
Weather
Aerospace and Defence
industry
weather forecasters promoting its weather
OTICING in
a
general
international
experts
aviation
presented
informative
Services
had
three
aviation
(AAD) over the past
few years, an opportunity was identified to specifically cater to the needs of general aviation. Aero SA, in partnership with Messe Frankfurt South Africa and Messe Friedrichshafen - who organise Europe’s largest general aviation show – Aero Friedrichshafen, launched the inaugural 3-day event. As South Africa’s first major general aviation trade show it met with some scepticism by the general aviation community who needed convincing to participate. Those that did were not disappointed. The expo showcased around 90 local
68 August 2019 | www.saflyer.com
NAC in full support of Aero SA.
platform for pilots. OzRunways was also
Century Avionics awarded Bose a certificate
years to build. The team from Aeronautical
promoting its newest updates that included
of appreciation for their endless contribution
Aviation, formerly known as Aeronautical
smaller airfields not normally included in
and investment into South Africa.
Instruments, also used the Aero SA event
the SA AIP onto its local base map. Boeing
As a business to business expo,
has bought out Jeppesen, so Jeppesen’s
Little Annie did not fly its usual outreach
Foreflight is now a Boeing product which will
programme, however, the team were on
In a first of its kind, AERO South Africa
be replacing the Jeppesen Mobile FliteDeck
hand to sell raffle tickets for a Bose A20
presented a ‘Park & Sell’ area sponsored
VFR SA app from end December 2019.
headset; the funds raised will contribute
by AutoTrader. This dedicated area allowed
to the purchase of a new engine for the
private sellers the opportunity to be a part of
Antonov.
the show and engage with potential buyers
Thanks to the influence of Messe Friedrichshafen, international
Aero
exhibitors
Pooley’s, and Boeing.
SA
also
such
as
hosted
as an opportunity to launch its new branding and name change.
Bose,
Pooley’s, a first-
time exhibitor in South Africa had its latest offerings of pilot books and accessories for pilots and student pilots. Pooleys Air Pilot Manuals (APMs) are prescribed by the South Africa Civil Aviation Authority as the preferred study material for the PPL. Bose had a dedicated stand, as did Garmin and both are represented in South Africa by Century Avionics.
Not just a fixed-wing trade show, a host of helicopters were also on display.
Bose has
invested considerably in South African aviation this past year with over 100 Bose
There was a plethora of aircraft on
A20 headset donated to various charities,
display, but some ‘notable mentions’ must
looking to purchase a pre-owned aircraft. Joshua Low, Managing Director of
such as The Red Cross, SanParks, Red
be the Cirrus G2 Vision Jet, making its
Messe Frankfurt South Africa noted; “We
Cross Air Mercy services, as well as the
South African show debut, the Stemme S12
are pleased with the success of this launch
Just Love Mission – popularly known as
motorised glider, as well as the PCAD700 –
event and the positive response from the
Little Annie – the world’s most famous AN2.
a South African project that has taken eight
industry. We pride ourselves in being a
AV I AT I O N
In great numbers you showed your appreciation for Bose technologies, and enjoyed a product demonstration. Bose Aviation thanks you for being part of the first AERO SA, and contributing to the event’s success.
Connect with us @BoseAviation
© 2019 Bose Corporation. All rights reserved.
69 www.saflyer.com | August 2019
catalyst that promotes growth and business interactivity within the market.” The free-to-attend exhibition exposed visitors to the latest the general aviation
Utilising the vast space of Wonderboom airport’s apron for wall-to-wall exhibits and exhibitors.
industry has to offer, from never before seen aircraft such as the Cirrus Vision Jet G2, on display for the first time in South Africa, to ‘The Link’ STEM Innovation Challenge, an exciting programme for Grade Ten scholars who excel in mathematics and physical science to learn more about aeronautics at the Blue Chip hangar. Both exhibitors and visitors expressed their
satisfaction
business-to-business
with
this
first-time
showcase.
“The
show was a great success and certainly met our expectations. We are confident that AERO South Africa will become the premier
Part of the three day event was hosting various workshops and expert discussion.
promotional platform for general aviation, and we look forward to participating again in the future,” said Guy Worthington, Executive Director at Absolute Aviation Group. Fanie
enthusiasts fly-in to the show to be part
Jansen, the GM of Hiconnex, an aftermarket
of the first edition of the leading general
parts supplier, observed that; “AERO South
aviation trade expo in the Southern region.
and Wonderboom National Airport. Without
Africa connects the right people with the
Shaun Swart, Head of New Business
your support, an event like this would not
right industry. It is a firm platform to market
Development at Messe Frankfurt South
be possible. We are busy engaging with
your brand to a niche market.”
Africa commented that; “We would like
the industry as to suitable dates for the next
On Saturday, 6 July, the expo hosted
to thank all the exhibitors, sponsors,
Aero South Africa hope to announce when
an official fly-in at Wonderboom airport
partners and visitors who participated in
the next edition will take place in the next
which saw more than 250 general aviation
this event as well as the City of Tshwane
month.” Swart concluded.
SA newest aircraft from Cirrus South Africa, the Cirrus G2 Vision Jet.
70 August 2019 | www.saflyer.com
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Ed's note... AUGUST 2019 Edition 130 5 Industry Update 9 Bush Pilot - Hugh Pryor 11 Biz- Jets Feature 14 Cirrus Vision Jet 19 Flight Test - Citation Longitude 23 Defence - The Helwan HA-300 39 OR TAMBO International Feature 42 Air France Opposes Eco-Tax 54 Airline Ops - 100 Years of BA 55 Ejection Seats in Warbirds 59 Back Pages 63 Letters to the Editor
O
NE of the most challenging tasks African aviation faces is getting its importance recognised by the governments of all 54 states in Africa.
The recent remarks by Muhammad Ali Albakri, IATA’s Regional VP for Africa and the Middle East are essential reading for policymakers. Discussing the contribution of air transport, Albakri said that aviation has an extremely important strategic role in supporting Africa’s socio-economic development. This is implicit in the African Union’s ‘Agenda 2063’ which anticipates intra-Africa trade will grow from less than 12% in 2013 to approaching 50% by 2045, and global trade will rise from 2% to 12%. Albakri noted that air transport currently supports 6.2 million jobs and $55.8 billion of GDP in Africa. Over the next 20 years demand for air transport is expected to double, with a 4.6% annual growth – the second fastest of all IATA regions globally. This translates to an extra 199 million passengers per year in 2037 for a total market of 334 million passengers. Cargo volumes are also expected to double over the next 20 years. The IATA conference was hosted in Ghana and it was thus appropriate that Ghana has explicitly included aviation as part of its National Development Plan under its UNSDG Action Plan, one of the few countries on the continent to do so. This is an enormous step forward to the goal every state should have – that of a ‘Whole of State Aviation Policy’. It is worth reiterating those factors that are considered the key challenges faced by air transport in Africa: Weak and costly infrastructure, high ticket prices, poor intraAfrica connectivity, and a proliferation of taxes and charges.
Publisher Flyer and Aviation Publications cc
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These need to be dealt with by the individual African states as well as regionally. Reinforcing the IATA campaign for better collaboration between states, it was argued that there needs to be a strong dialogue and partnership between governments and the aviation industry if the African air transport industry is to deliver the economic and social benefits expected by the much hoped for African renaissance. IATA’s Albakri emphasised that “no state or airline can deliver the full benefits that aviation offers by operating alone; competition is part of our business, but collaboration and cooperation must be the common denominator upon which we all operate.” Thus, governments need to foster greater collaboration and execute joint actions plans to maximise aviation’s benefits. Collaboration between airlines is essential to improve connectivity and enable African enterprises to take their rightful place by exploiting their competitive advantage in the all-important global value chains. Specifically needed is an improvement in connectivity provided by African airlines in moving traffic within Africa. Significantly in this regard, South African Airways and Ghana’s Africa World Airlines have signed a cooperation agreement which should improve African connectivity. The key regional priorities for the provision of improved connectivity by the African air transport industry must be: safety, infrastructure and capacity-building, financial sustainability, high industry costs, and smarter regulation. These must be addressed on a regional basis and not merely on a country-by-country basis.
Guy Leitch
© FlightCom 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.
Editor
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LETTERS TO THE EDITOR ARMS DEAL SLUSH FUND
the affordability study that the arms deal
I learnt in 1998 that BAE was bribing ANC
was a reckless proposition that would lead
members of parliament ahead of the 1999
South Africa into mounting fiscal, economic
As the author of Eye on the Money,
elections. Through contacts in London, I
and financial difficulties, a prediction that
it is astonishing to read Darren Olivier’s
asked the British government to investigate,
has proved tragically accurate. As a direct
article “How SAAF Acquisitions Work,” and
and Scotland Yard was detailed to that
result of the arms deal and the corruption
his unsubstantiated assertions that the
task.
I learnt to my astonishment that it
that it unleashed, our economy is stagnant
arms deal acquisitions were squeaky clean
was [then] not illegal in English law to bribe
and, as predicted, there has been a huge
because of provisions incorporated during
foreigners, and therefore there was no crime
increase in unemployment and social
apartheid era sanctions’ busting operations.
for Scotland Yard to investigate. And in
unrest. The affordability study specifically
Olivier confirms that the notoriously corrupt
Germany in respect of the warship contracts,
recommended that the BAE/Saab Gripen
and unaccountable apartheid era Special
the bribes were [then] even tax-deductible
acquisitions should be cancelled, or at least
Defence [slush] Fund finally, albeit belatedly,
as “useful business expenses!”
deferred. Instead, the Cabinet irrationally
is to be abolished in 2021/22 – i.e. after the
Roll on to 2010 and 2011, when BAE
overruled that advice with absurd insistence
20 year Barclays Bank loans for BAE/Saab
was fined US$400 million and a further
that massive economic opportunities derived
fighter aircraft are paid.
US$79 million by the US government for
from offset benefits would outweigh the risks
He has seemingly not read my book,
Saab’s violation of US export regulations
involved, including not least the foreign
though his article without any attempted
in respect of the BAE/Saab Gripen fighter
exchange risks. The arms deal contracts
explanation describes it as “weak”, and
aircraft contracts with South Africa. Roll on
were, of course, denominated in Euros and
declares that “it took a lot to subvert the
to 2012 when the man who in 1998/1999
US dollars, and not rand.
arms deal”. Accordingly, I demand right-of-
had facilitated payment of some of the
Affidavits by the British Serious Fraud
reply.
bribes to the ANC ahead of that election
Office and the “Scorpions” led to the seizure
Your readers will recall that the arms deal
became prime minister of Sweden. BAE in
in 2008 by the Scorpions of 460 boxes and
was predicated on the ludicrous rationale
particular – in which the British government
4.7 million computer pages of evidence
that R30 billion spent on armaments would
holds the controlling “golden share”
– is
against BAE/Saab. Those 160 pages of
magically generate R110 billion in offsets
organised crime on a scale that makes the
affidavits in my possession detail how and
and thus create 65 000 jobs to stimulate
Mafia look like saints.
why BAE paid bribes of £115 million (R2
South Africa’s economic development.
The South African Air Force (SAAF)
billion) to secure its South African contracts,
Offsets are internationally disreputable as a
as early as 1997 informed our government
to whom those bribes were paid, and which
scam promoted by the armaments industry
that
both
bank accounts in South Africa and overseas
in collusion with corrupt politicians to fleece
“unsuited and too expensive for South
were credited. The British have centuries
the taxpayers of both recipient and supplier
Africa’s requirements.”
SAAF during the
of experience of bribing foreigners to “do
countries. The very purpose of offsets is
1990s was still taking delivery of Israeli
the dirty work,” and then to walk away from
arms proliferation when countries such as
reconditioned Cheetah aircraft. Contrary to
the consequences. BAE’s collusion with the
South Africa have higher priorities than
Olivier’s arguments, the BAE/Saab aircraft
current Saudi Arabian war crimes in Yemen
squandering public resources on weapons.
were bought for the bribes rather than
is just one illustration.
The promised offset “benefits” rarely, if ever,
any rational defence requirement. When
That massive volume of evidence
materialize. They are simply instruments to
BAE repeatedly failed the tendering criteria,
against BAE was the reason for the
pay bribes.
the
BAE
proposals
were
the then Minister of Defence, Joe Modise,
appointment of the Seriti Commission of
In violation of the European Union’s
removed cost from consideration in what he
Inquiry simply because President Jacob
Code of Conduct on Arms Exports, the
described as a “visionary approach.” The
Zuma could not rebut its existence. As
British, Swedish and German governments
then Secretary for Defence, Pierre Steyn
he admitted before the ANC’s National
exerted
South
honourably resigned in 1998 rather than
Executive Committee, he was about to lose
Africa to buy armaments our country did
take accounting responsibility for such a
the case that I brought against him in
not need, and could not afford. As the
debacle.
the Constitutional Court. Nonetheless, the
massive
pressures
on
Anglican Church representative during the
5
1996-1998 parliamentary Defence Review,
FlightCom Magazine
The Cabinet was warned in 1999 by
Seriti Commission left all that evidence
Tell us what's on your mind: guy@saflyermag.co.za
un-investigated in two shipping containers, and its totally discredited report declared that there was no evidence of corruption in the arms deal. The present hierarchy in SAAF disgracefully accused Steyn of lying, and pathetically but glowingly testified before Judge Seriti how the Gripens had protected the 2010 World Cup. In return for purchase of BAE Hawks and BAE/Saab Gripen fighter aircraft at a cost of US$2.5 billion, BAE/Saab were obligated to deliver offset benefits worth US$8.7 billion – of which US$7.2 billion were in National Industrial Participations (NIPs) and US$1.5 billion in Defence Industrial Participations (DIPs). In fact, as then Minister of Trade and Industry Rob Davies apologetically confessed to Parliament in 2012, BAE/Saab met only 2.8 percent of the NIP obligation. Davies pleaded that his department lacked the managerial capacity to audit and manage the offsets. In fact, when parliamentarians and even the Auditor General demanded sight of the offset contracts and explanations of how this “economic miracle” worked, they were blocked by DTI officials with spurious excuses that the offsets were “commercially confidential.” The reality is that the British government specifically instructs BAE to insert “commercial confidentiality” clauses into its contracts in attempts to cover the corruption inherent in the arms trade. Similarly, when the then CEO of Denel, Victor Moche told Parliament in 2004 that the DIP programme had been foisted onto Denel by Armscor and that Denel was losing money on 80 percent of the DIP contracts, he was fired by Alec Erwin for his indiscrete honesty. Of interest, the German Frigate and Submarine Consortia met only 2.4 percent of their obligations. The consequences, however, are still with us in 2019 with Denel’s bankruptcy.
still not fully paid for the aircraft, but the rand/dollar exchange rate has meanwhile collapsed from R6.25:US$1 to R14:US$1 currently, thus more than doubling the cost of the arms deal’s most expensive boondoggle. Those loan agreements signed by Trevor Manuel as then Minister of Finance are also in my possession. They are a textbook example of “third world” debt entrapment and, in the words of Manuel’s own legal counsel back in 2003, their default clauses are “potentially catastrophic for South Africa.” A case currently being brought by the Cape Town Peace Centre (formerly the Quaker Peace Centre) seeks to have the BAE/ Saab contracts and the Barclays Bank loan agreements cancelled. The arms deal was clearly unconstitutional in that offsets fail the provisions of section 217 (1) of the Constitution, but was also fraudulent. In the famous words of a former Chief Justice of England, Lord Denning: “fraud unravels everything”. There is no prescription on fraud, and the internationally accepted remedy for fraud is to cancel the contracts, to return the goods to England and Sweden, and to recover the money. A luta continua!
I am presently
completing Eye on the Gold as a sequel to Eye on the Money that was published back in 2007, and intend now to expose even more detail of the disgraceful arms deal saga that betrayed South Africa’s hard-won struggle against apartheid. Olivier and other militarists repeatedly whinge about cutbacks in military spending. The answer is simple: if the admirals and generals had not blown the budget with their arms deal toys-for-boys, South Africa would not now be afflicted by its present financial, economic and political crises. Terry Crawford-Browne
DARREN OLIVIER RESPONDS: Mr
Crawford-Browne’s
response
to
my article on modern South African arms acquisition policy is uncivil and based on a fundamental misreading of the article itself. It also represents a copying and pasting of his standard claims against the Arms Deal, without any attempt to address the points I made. First, it is a standard principle when critiquing articles to focus on the content separately from headlines and captions. They are usually written by different people. The only reference to the Arms Deal in my article, which is an exploration of current arms acquisitions policy, was “Even the Arms Deal, with its controversy over selections, at least delivered good prices and was run on time and on budget because despite there being a custom (and flawed) initiation process, Armscor and the DOD used the then VB1000 to guide the negotiation and contract stage, and kept each contract to its cost ceiling.“ In other words specifying that, while the selection and initiation process was a custom deviation from standard procedure, the contracting phase followed VB 1000. I won’t attempt to debate once again the Arms Deal’s purpose, as it is too broad a subject to address in the space I have here. Suffice to say though that the Arms Deal’s acquisitions were based on long-standing defence force requirements that predated the process itself. The South African Air Force, for instance, initiated Project KAMBRO in 1993 to replace the Cheetah Cs and Ds with a modern 4th generation aircraft, and in fact envisioned much more costly and capable twin-engined fighters like the Rafale.
Even a former Minister of Defence
Project UKHOZI, under which the Gripens
acknowledged that most of those BAE/
were acquired, represented a downscaling of
Saab aircraft are in storage simply because SAAF has neither the pilots to fly them nor the mechanics to maintain them, nor even
GUY LEITCH RESPONDS:
SANDF ambitions in order to keep budgets lower. To those who have studied the Arms Deal and arms acquisitions in general over
the money to fuel them. Compounding the
Terry, we thank you for taking the time
the years, it’s clear that it was the use of a
reckless conduct of the Mbeki cabinet and
and trouble to pen such an in-depth critique
custom and untested initiation process that
without requisite authority from Parliament,
of our article in last month’s issue. We
resulted in less transparency. Indeed, the
the BAE/Saab acquisitions were financed for
feel that such input deserved a response
ability to carry out such a custom initiation
20 years by Barclays Bank. In turn, the loans
from the author directly and for our readers
process is one of the loopholes that has
are guaranteed by the British government’s
information, we have accordingly asked
been closed by the successors to VB 1000,
Export Credit Guarantee Department (now
Darren Olivier to respond.
like DAP 1000 and the present DAHB 1000.
known as UK Finance).
South Africa has
Crawford-Browne’s
description
FlightCom Magazine
of
6
LETTERS TO THE EDITOR the Special Defence Account as being
Therefore, when, or if, the Special
increasing defence spending and having
‘notoriously corrupt and unaccountable’
Defence Account is closed, there will be no
more acquisitions for their own sake. I am
is based on outdated information and
change to the level of transparency over
arguing that while we continue to have a
assumptions on the one hand, and a lack of
defence acquisitions. What will be lost is
defence force and the need to re-equip
research on the other. In reality, only a tiny
the ability to fund them by accumulating
it from time to time, that we do so in the
proportion of the Special Defence Account’s
funds from year to year and thus avoid
most transparent, logical, accountable, and
spending — less than 5% on average — falls
using external financing. In other words, the
controlled way possible to avoid corruption.
under ‘sensitive projects’ and is blocked from
very mechanism by which the SANDF is
He has done admirable work to force the
public scrutiny in terms of the Public Audit
supposed to avoid the use of loans for arms
creation of investigative commissions, but
Act. The rest of the account’s details, in
acquisitions, and the reason why none of its
he’s ignoring the fact that it’s as important to
terms of inflows, outflows, holdings, sources
post-1999 acquisitions have required such
improve the process of future acquisitions as
of funding, and so forth, are fully audited by
financing, is what he opposes.
it is to understand past ones.
the Auditor-General and made public in the DoD’s Annual Report.
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FlightCom Magazine
Contrary to his claims and personal attacks, I am not interested in merely
Darren Olivier
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Industry Update R eport : O wen H eckrath
A ROLLS HYBRID Rolls-Royce is concentrating on three areas to make future aviation more sustainable, these are: developing advances in the gas turbine engine; collaborating on the use of sustainable alternative fuel; and exploring radical alternatives such as electrification. Airbus, Rolls-Royce and Siemens proposed E-Fan X Hybrid-electric aircraft.
H
ARD on the heels of last month’s proposed acquisition of Siemens’s electric and hybrid-electric aerospace propulsion “eAircraft” business, Rolls-Royce entered an agreement with the state of Brandenburg to create a so-called ecosystem for hybrid-electric drive systems for aircraft in the German region. The arrangement, which still needs
9
FlightCom Magazine
to be formalised, marks another step in the UK engine manufacturer’s electrification strategy and its ambition to play a major role in what it describes as the “third era” of aviation. The initiative aims to pioneer the development of hybrid-electric 400 to 1,000 kW propulsion systems and builds on Rolls-Royce’s existing cooperation with the Brandenburg Technical University (BTU)
in Cottbus-Senftenberg, one of the four Rolls-Royce technology university centres in Germany. The OEM maintains a global network of 24 technology university centres and seven research centres, each addressing a key technology. The state of Brandenburg and RollsRoyce committed to co-fund the initiative over the next six years, though they did not disclose the terms of the proposed investment and cooperation. The formal launch of a program is subject to appropriate approvals and regulatory clearances. The partners said they will agree on the program details before the end of 2019. “Developing world-class hybrid electric power and propulsion systems represents a significant opportunity for Rolls-Royce, which we are pursuing globally with vigour and focus,” said Dirk Geisinger, director of business aviation and chairman of RollsRoyce Deutschland.
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BUSH PILOT HUGH PRYOR
L AN D MIN ES Yei is a good, long, compacted earth airstrip to the south of Juba in South Sudan. It’s not far from the northern border of Uganda.
S
OUTH Sudan is the stomping ground of a notorious warlord called Joseph Kony, whose private gang of drug crazed conscripts raises mayhem wherever they go. They call themselves the Lord’s Resistance Army and are paid in booty so they maraud widely in the forests on the remote hills and mountains of eastern Central African Republic, Uganda and South Sudan. They are mindlessly brutal and they ‘recruit’ young children by force and then train them as child soldiers, through fear and drugs. Failure in any respect means death without trial. In fact, the only release from service is death. Joseph Kony’s mission in life is to destabilise and rule, rather like his predecessor, Idi Amin. To many people he is the embodiment of true evil. Many governments have targeted him, including the United States, but without success, because, after each raid, the gang just fades away into the forest, leaving a pile of corpses and a burnt-out village. News of the massacre only comes out when the next trader comes across the horrific scene. Weapons are no problem. Civil war rages in Eastern Congo and the country is alive (or maybe ‘dead’ would be more appropriate) with firearms and other munitions, which leads me to where we came into the story. Kony attacked Yei one night. He hit the UN compound which was being guarded by a company of Bangladeshi soldiers who were taken completely by surprise and suffered heavy casualties as a result and lost most of their weapons. Then the LRA disappeared back into the night. The following morning at daybreak, Per, my young Norwegian co-pilot and I took off
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FlightCom Magazine
from Rumbek with ten armed replacement troops and landed at Yei as the first light was creeping over the eastern horizon. The scheduled De Havilland Dash-8 was still a good forty minutes behind us, so there was no conflict. The landing was smooth and uneventful and we stopped, cleaned up the flaps and turned off the radar, before taxing off the runway. That’s when the fun started. As we rolled into the parking area, there was a loud explosion and the aircraft seemed to stagger and lurch over, as though it’s right main wheel had fallen into a hole, which it would have done, if there had been a right main wheel there... but there wasn’t... it had disappeared, leaving the stub axle in a small crater. There followed a stunned silence which gave me just enough time to shout for everybody to sit down. Then the Bangladeshi sergeant gave his men orders, in their own language and restored order from the panic, before shrugging his shoulders at me for advice. “That was a land mine,” I said, “It means that we may be in the middle of a mine field, so you must wait here until I can find a way out.” “How you doing that?” asked the sergeant. “Very carefully!” I grinned as I opened the airstair door and sat on the top step to examine our exit route. It looked pretty clean and the marks of the grader looked fairly fresh. There was only one small area where the surface looked as though it been disturbed, so I grabbed a ball of string from my bag, tied one end to the stair line and chucked it in the direction of the passenger shelter. Then I grabbed some pebbles and threw them at the line of the string, before setting off with intense concentration, following the string, until I reached the ball, when I repeated the exercise. Eventually,
with immense relief, I reached the shed and called the sergeant. “Okay, sergeant, send your men over, one at a time and tell them that they must ONLY step on my footmarks. You understand? One at a time!” The men obeyed their sergeant to the letter and Per brought up the rear...job done...now the problem was how to get the airstrip clean enough for the rescue aircraft to get in. The answer lay with the herd of cattle which was grazing at the threshold of the runway. I told the young herdsman that he must take his cattle down to the far end of the airstrip, because the military were carrying out a mine disposal exercise and we did not want his cows to be in the way. The young lad did as he was told and drove his twenty head of cattle right down the middle of the runway and there were no more bangs. So I followed them and when I had satisfied myself that the strip was safe, I got on my hand-held transceiver and called up the Dash-8. “Hello there John. Listen, you should make this the smoothest landing you have ever dreamed of, due to the possible presence of mines. In fact, maybe you should let the co-pilot do this one! We hit one, so there is one less for you to hit.” “You are joking!” said John. “No, I’m not. Come and have a look if you don’t believe me.” So he did. After he had landed an old boy came out of the bush from the other side of the strip and presented me with half our main wheel rim. Apparently he had been enjoying a quiet moment, ridding himself of waste products, when he heard a big bang and this bit of metal came flying through the trees and nearly hit him on the head. So he was probably the luckiest of all of us!
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BIZJETS FEATURE
FlightCom Magazine
14
BIZ-JETS INTRODUCTION Business-jets are increasingly important to open up African business.
JET AVIATION IN AFRICA Over the past fifty years jet aircraft have revolutionised air transport links in Africa. They have enabled previously inaccessible areas to be within easy reach of business investors – particularly mining companies - and as a middle class emerges, the low cost carrier airlines are making jet flying accessible to all. At the same time business jets are fulfilling an essential niche in providing access to remote destinations with a seamless quick and low hassle service.
B
UT there is still enormous scope for improvement. The International Air Transport Association (IATA) is campaigning for African governments to maximize the positive social and economic power of aviation by working together to promote safe, sustainable and efficient air connectivity. AIRLINE OPERATIONS Alexandre de Juniac, IATA’s Director General and CEO, speaking in 2018, noted that: “African aviation supports $55.8 billion of economic activity and 6.2 million jobs. To enable aviation to be an even bigger driver of prosperity across the continent, we must work closely with governments.”
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FlightCom Magazine
IATA wants governments and airlines to work together to improve competitiveness, developing effective infrastructure, modernizing the regulatory framework focusing on global standards and connectivity; and ensuring a welltrained and diverse workforce. Also, IATA expresses strong support for the Single African Air Transport Market (SAATM) initiative. IATA’s de Juniac says: “The low density of the African intracontinental network makes it impossible to realise the potential benefits of a connected African economy. SAATM—if implemented—gives Africa the potential for economic transformation. History has shown that opening markets leads to rapid advances in connectivity.”
“Africa is an expensive place for airlines to do business. There is no shortage of examples illustrating the heavy burden that governments extract from aviation. Jet fuel costs are 35% higher than the rest of the world. User charges, as a percentage of airlines’ operating costs, are double the industry average. And taxes and charges are among the highest in the world. On top of that, $670 million of airline funds are blocked. Too many African governments view aviation as a luxury rather than a necessity. We must change that perception,” adds de Juniac. He adds: “In Africa we have [aviation] infrastructure problems in two extremes. In some cases it is overbuilt and expensive. In other cases, it is deficient and cannot meet
demand. Dialogue between industry and government is critical to ensure that there is sufficient capacity to meet demand, that airline technical and commercial quality standards are met and that the infrastructure is affordable. Achieving that will create the platform on which aviation’s economic and social benefits can be maximized.” BUSINESS JETS AND CHARTER Filling the gap created by the challenges faced by the airline industry, business jets are fulfilling an increasingly important role. Lanseria based ExecuJet Aviation Group Flight Operations GM: Philip du Preez reports that, “There are significant growth opportunities for business and charter aviation in Africa. Already, there are 481 registered private jets in Africa and the continent’s year-on-year business aviation growth is 44%. Engineering News reports Du Preez as saying that “This is despite current constraints on the sector across the continent. Thus, not all African aviation authorities work on a 24/7/365 basis, which can delay approval of overflight rights for chartered aircraft. And, currently, 50% of African citizens need a visa to visit their African neighbours. At the moment, only 27 African countries have signed the African Union’s Protocol of Free Movement of People. Hence the importance of the recently agreed Single African Air Transport Market. “I think this is going to be key,” Du Preez said. “We hope that all the countries will eventually sign up. It will create seamless air traffic across the continent, improve air service connectivity, improved continental integration, increase convenience for air passengers, save time, create jobs (especially for the young) and boost tourism. “Very important for the African business aviation sector has been the emergence of the ‘Affluent African’ demographic. “They are significantly younger than their European counterparts,” Du Preez said. Their average age is about 40 years; they are 66% men and 34% women; and nine out of ten have English as their first or second language. They make extensive use of their smart phones to access information and make purchases; in Africa, 51% of smartphone users employ their phones for travel information, while 37% of affluent Africans have bought products and services through their phones during the past year. “CNN is their number one channel of
news information gathering,” noted du Preez. Social responsibility and being environmentally friendly were top priorities for Africa’s most wealthy.” These facts have implications for the marketing of business aviation to this demographic. Rebecca Campbell of Engineering News notes that, “as far as business aviation was concerned, another important African demographic that was now emerging, especially in South Africa, is the HENRYs (High Earner, Not Rich Yet). People in this category included those likely to make their first private flights, perhaps paid for by their employers. For every ultra-affluent household, there were ten HENRY households. HENRYs were also socially influential and very brand-loyal: if a company wins their loyalty, it will keep it. This applies to air charter companies as well. Meanwhile, new business opportunities are emerging for business aviation across the continent. Du Preez cited Benin as an example. “That West African country was moving to establish itself as a rival to Kenya, South Africa and Tanzania for safari holidays. However, its national parks are at the northern end of its territory, very far from its international airport at Cotonou
on the south coast, and only one other airport in Benin, Parakou, has scheduled commercial airline services, and Parakou, although much closer to the national parks, is still a significant distance from them. “Consequently, affluent tourists (not just Europeans) are now chartering business jets in Europe and flying to Benin.” Why not, queried Du Preez, out of South Africa and other African countries? “There are clear opportunities both to fly people to and from Benin and to fly them within Benin (even with single-engined turboprop types). He urged partnerships between African operators to exploit these and equivalent opportunities in other African countries. He also urged that, in moving into new African markets, operators source as much as possible from local suppliers, employ and upskill as many locals as possible, and generally engage the local business sectors and communities.” The bottom line for airline and business jet operators in Africa is that the market is strong and growing. There are enormous opportunities, from both the natural growth of the market and from the challenges generated by the various African governments and their state-owned airlines.
IATA's Alexandre de Juniac urges better cooperation between government and the aviation industry.
FlightCom Magazine
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COMMENTARY GUY LEITCH
CIR RUS VISION JET Worth the wait? The normally choleric Piet van Blerk is a happy man. In late June the first of the long-awaited Cirrus SF50 Vision Jets was flown from the USA by its proud new owners. And there are 19 more still to be delivered in South Africa. Cirrus Vision Jet - The world's first personal jet.
C
IRRUS’S SF50 Vision Jet has had a long and painful gestation. Like many bold new aircraft, such as the Boeing 747, it almost bankrupted its
maker. Cirrus was doing famously well with its piston engine range, regularly claiming the top slot for piston single-engine sales with its SR22, ahead of stalwart Cessna. So the company decided to broaden its range, and what better way than to use the SR22 as a platform for a Very Light Jet (VLJ). In October 2006 Cirrus started taking U$100,000 deposits for a jet priced below $1 million, with certification promised for 2010. Performance goals were modest: a 300 knot cruise at 25,000 ft and Cirrus’s whole-plane parachute system. Cirrus described it as the “slowest, lowest, and cheapest jet available.” At that time Very Light Jets were the flavour of the month. There was much hype about air taxis – much like the current
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FlightCom Magazine
electric VTOL air taxi hype. There was increasing talk of a bubble. Billions of dollars were sucked into the hype of VLJs. A bouquet of startups fronted by brash CEOs made grand predictions but did not have the staying power or know-how to go the distance. Within a few years most of them had closed factories and each failure represented the loss of millions of investors’ deposits and the end of a grand dream, albeit one which has enduring appeal. The dream of light jets goes back over 60 years – to the first days of jets. The earliest light jet was the two-seat French SIPA 200 Minijet, which first flew in 1952. But it took more than 50 years, to 2006, for the first mainstream VLJ to fly; Cessna’s Mustang. Vern Raburn’s much vaunted Eclipse followed shortly thereafter. Raburn was one of the infamous ‘accidental billionaires’ created by the ‘dot-con’ boon and he boasted of selling the twin engine Eclipse for less than U$1 million each. The
serious aviation analysts just quietly sucked their teeth in disbelief, especially at the claimed 2,800 orders, many of which were going to an ‘airtaxi’ operator, DayJet, which had yet to open its doors. As the VLJ bubble began bursting the VLJ moniker became as popular as a pig in Palestine. Cessna quickly switched to calling their U$ 2.7m Mustang an ‘entrylevel jet’. Meanwhile Cirrus kept doggedly on with its own VLJ – which was pitched at a far more basic market with just one engine and an airframe parachute to appeal to the pilots who wanted to step up from their SR22. And unlike Raburn – Cirrus reckoned that having just one engine would enable them to genuinely keep the price around U$1 million. In early 2007, Cirrus showed deposit holders a jigsaw puzzle of the Vision Jet – one piece at a time. Perhaps in recognition of its modest performance, they described it as a “personal jet” But building planes is hard, and reality slowly set in. Timelines were extended again and again. Some buyers felt they had been conned and got angry – particularly with Eclipse, which had made the most brash claims about price, delivery dates and performance – on all of which it was failing badly. An internet blog was so vociferous and unrelenting that Eclipse initiated legal action to discover the identity of the bloggers. Eclipse was on the ropes, until it received a substantial cash infusion from a new investor at the beginning of 2008 and announced plans for the construction of an assembly facility in Russia. Cirrus was not immune. Gradually the
pressure and costs of developing a VLJ wore even Cirrus down as well. By 2007 the first Vision Jet had flown, but the company was in trouble. Founder and CEO Alan Klapmeier offered to leave – and take the troubled jet project with him. And the 2008 recession was around the corner. By 2011 it had become necessary to sell the entire Cirrus company to China Aviation Industry General Aircraft Co. (CAIGA). At that stage Cirrus admitted that it would still require at least three years and more than $100 million to certify its jet. Meanwhile the serious plane makers with deeper pockets continued to push ahead with their VLJs. Cessna delivered a couple of hundred Mustangs and Embraer likewise with its Phenom 100. But these were proper small jets, not the single engine ‘personal jet’ that Cirrus was still trying to get certified and delver to its patient deposit payers. The biggest problem was the unrealistic sales price. Any idea of selling a personal jet for U$1 million was shown to be pie in the sky. But the Cirrus position holders were a surprisingly patient bunch, even as the price went up to U$1.39M for deposit holders and US$1.72M for new buyers. The certification date was pushed out again - to mid-2013, to develop the fullaircraft parachute system. In February 2013 the aircraft was repriced at US$1.96M and in April certification flight testing was pushed out to 2014. Yet still orders came in and the waiting list grew to 500 with deposits paid. To mollify the long waiting list Cirrus said they intended to produce as many as 125 aircraft per year. More money was needed to ramp up production and they persuaded their hometown, Duluth, to commit U$6 million and the state of Minnesota to contribute U$4 million to build a factory to produce the jet. In April 2015, confident the certification would be on schedule and no modifications needed, Cirrus started production of the first of its more than 500 orders. More delay was caused when certification was shifted from 2015 to the first half of 2016 due to the ballistic parachute testing, until the FAA was persuaded to waive its requirement after the four flight test aircraft had flown more than 1,700 hours. Remarkably, and as testimony to the deposit placeholders’ faith in the company, and the inherent attributes of the Vision Jet, the orderbook continued to grow, and by
July 2016 it had swelled to over 600, despite certification having been delayed to the fourth quarter of the year. Eventually, on 28 October 2016, after a fraught ten-year development process marked with myriad technical and financial challenges, the Cirrus SF50 earned its type certificate from the FAA and in so doing became the first civilian single-engine jet to be type certified. Deliveries started on 19 December 2016. By July 2017 production
The full-aircraft parachute system caused many certification delays.
had been ramped up to one per week, leaving a 10 year production backlog - but still a long way from the 125 aircraft a year Cirrus had promised. Then just when things were beginning to settle down, Cirrus carried on its tradition of built-in obsolescence. There must have been a collective intake of breath when Cirrus announced its G2 version in January 2019. Like car makers bringing out a new model every few years, Cirrus has done that with its piston range and had now done it to its jet buyers – who hadn’t even taken delivery of their long awaited planes.
But there was no need for alarm. Rather like Oprah’s famous “everyone gets a car!” stunt, Cirrus magnanimously said that all those who had not yet received their G1 version of the jet could automatically get G2 for just a small extra cost. Few declined the upgrade, because it was a really big improvement. Sceptics had looked at the diminutive jet somewhat disparagingly – pointing out that it couldn’t reliably fly Joburg - Cape Town with a diversion to George and that it was short of payload and speed - and wasn’t even RVSM approved. The G2 version has addressed all these concerns and has also added many really useful improvements, such as auto throttles, improved avionics and interiors, a quieter cabin and of course the much desired improvements in performance. Cirrus marketing material claims, “An expanded flight envelope to Flight Level 310 raises the performance and capabilities of the all-new aircraft. This new access to Reduced Vertical Separation Minimum (RVSM) flight levels now increases the Vision Jet’s range to over 1,200nm. On a typical mission, G2 now provides increased flexibility to carry an additional 150 lb on an 800 NM mission and pushes top cruise speed even further above 300kts.” The only drawback is the price, which has escalated from the original dreamed of U$1m to U$2.75 million. Piet van Blerk argues that the single engine Vision Jet has no competitors, as it is still a lot cheaper than the roughly comparable TBM940 single turboprop which costs US4.25 million and its direct equivalent, the now discontinued Eclipse 550 which cost U$2.5m – but does have two engines. If I had the money I would make sure I owned one!
Side-stick control gives a fighter jet feel, but better sense of control for first-timers.
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SA Flyer 2019|08
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MAINTENANCE Star Air Maintenance Pty Ltd (SAM) is a subsidiary company of Star Air Cargo Pty Ltd, that provides all the AOC’s maintenance requirements up to C check. We are based at O R Tambo International Airport and our team of highly qualified engineers offer line maintenance to third parties. Boeing 737-200 Boeing 737 Classics Based at OR Tambo International Airport, Johannesburg South Africa. Contact: lieb@starcargo.co.za or peter@starcargo.co.za Tel: 011 395 3756 and 011 973 5512
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FLIGHT TEST REPORT: GUY LEITCH | IMAGES: COURTESY OF TEXTRON
Trevor Cohen
CESSNA CITATION LONGITUDE
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Cessna's Longitude sets new standards for mid-size biz-jets.
THE MID-SIZE JET TO BEAT Cessna’s much awaited Longitude ‘super-midsize’ bizjet has just completed an African tour. It is a seriously impressive aircraft that raises the bar for almost all biz-jet standards.
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FLIGHT TEST
A big vote of confidence for the Citation Longitude comes from bulk buyer NetJets.
I
N 2016 Cessna brought the Longitude’s smaller sibling, the Latitude, to South Africa on a sales tour. We covered the Latitude extensively in our October 2016 issue and it’s fascinating to see how the latest and greatest of Cessna’s midsize jet family sets new standards. There are three new jets in Cessna’s mid-size range, the Latitude is the smallest, the Longitude fits in the middle and the still to be flown Horizon is the largest. The Longitude is a perfect example of Textron’s design philosophy of evolutionary product development. They have taken the best bits of their existing business jets, added the latest technology such as a new ‘moderate super-critical’ wing with a 27-degree sweep, and produced an aircraft that impresses all who have experienced it. The aircraft that toured Africa in June was operating on a provisional type certification, which limited it to demonstration flights flown by Cessna’s pilots. But we nonetheless were able to get all the key experiences of what it’s like, especially for the ‘grand fromage’ in the cabin who pays the bills. ON THE GROUND The most obvious difference between the Latitude and Longitude is the latter’s high and proud T-tail vs the Latitude’s more Hawkerlike cruciform tail. The other major difference is the fuselage length which makes the Longitude look like a far sleeker and faster aircraft than the Latitude – and perhaps closer to the super-fast Citation X, albeit without the X’s monster engines. Unlike many other mid-size bizjets which can appear to be portly thanks to a short fat fuselage, the proportions of the Longitude seem right. On the nose the Longitude has dual angle of attack vanes for the stick pusher and, in a first for a Citation, ice-detection probes. The long nose houses Garmin’s latest and greatest GWX 80 Doppler digital weather radar. For ETOPS operations, dual oxygen tanks are mounted in the nose bay. The wing is a thing of beauty – long and thin, and with a slippery smoothness despite its aluminium construction. It is rounded off by elegantly proportioned upswept winglets. Beneath the wings the reassuringly sturdy looking trailing link undercarriage is short so there’s no need for a ladder to access the aft baggage compartment from the outside.
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As in most modern biz-jets, all lights are LEDs. All access panels have courtesy lights that switch on when the panel is opened. These lights are powered by one of two big lithium batteries, leaving the other battery for starting the APU. There is single point refuelling with a fuel computer in the fuel access panel, which allows controlled refuelling without having to have someone monitor the tank levels from the flight deck. The vacuum lavatory is externally serviced. An interesting aspect of the fuel tank design is that it uses an airline type transfer system to move fuel, instead of a slower crossfeed-type system. Cessna had a fraught conflict with the FAA late in the certification programme when the FAA decided the portion of the tanks inside the wing root fairings constituted a “centre fuel tank.” Because of that the FAA decided the Longitude had to meet the fuel tank flammability requirements demanded by the certification changes that occurred after the TWA Flight 800 accident, where the centre fuel tank exploded. Finally, Textron was granted partial exemption until January 2020, allowing the company to complete limited certification and do demo tours. The engines are the Honeywell’s HTF7700L, each delivering 7,600 pounds of thrust. The Honeywell 36-150 APU can be run up to 35,000 feet. In terms of Cessna’s mix-n-match parts strategy, the Latitude created a new stand-up fuselage and put it on the CE-680 Sovereign’s wings. I fondly believed that the Longitude simply used the Latitude’s fuselage on a new pair of wings and engines. But aviation is never simple and there is a world of difference between the Latitudes cabin and the Longitude’s. INSIDE Access to the cabin is via a reassuringly sturdy and comfortably wide airstair door with a fold-out handrail that is stiffer than it looks. At the top of the stairs is a well-equipped six-foot galley with wet sink and hot water. The Longitude cabin has the same flat floor, six foot height, and 77 inch width as the Latitude, but the Longitude’s cabin is 41 inches longer, providing an extra two seats. Two seating configuration options are available: the standard layout with four club seats forward and four in the aft area, or an optional three-place divan in
the rear opposite two club seats. With more than 30 inches of knee room between the club seats, the Longitude claims to have the best legroom in its class. The side facing divan can be used for takeoff and landing. You could squeeze in 10 pax if you include the optional jump seat, which can face forward or aft and can be removed when not needed, freeing up space in the cockpit. Strangely, the vacuum potty is not belted, so cannot be used as a passenger or cabin attendant seat. The Longitude’s final certification will be for a somewhat cosy 12 passengers. You can access the baggage compartment through the toilet cubicle or from a hatch behind the left wing. The baggage compartment is heated and pressurised, is fully accessible and holds up to 1,000 pounds. Total baggage capacity is 112 cu ft and 1,115 pounds. The optional side facing divan can be converted into a bed. And the forward-facing club seats can rotate 180 degrees to make flat beds. Unlike some so-called lie-flats, the Longitude’s are genuinely flat because, as you recline the backs, the seat squab rises.
In all, four can sleep comfortably on the Longitude. Given its seven-hour endurance this is probably a necessity. A switch on the window frames lowers the shades. They can also be used as blackouts, creating a dark sleeping compartment. If buttons are a challenge for a luddite CEO there’s an app compatible with Apple and Android, to control almost everything in the cabin— window shade position, temperature, lighting, entertainment choices and volume, and much more. You can play music through the sound system from onboard choices or pull it from your favourite device. Same with video to the onboard monitors. For in flight movies there’s an HDMI cable to connect to the monitors. And, naturally a plethora of cup holders, foldable tables, drawers, and cabinets for storage. Bizjet cabins have to have great internet connectivity. The Longitude features Gogo Business Aviation’s air-to-ground system, which will soon be switched to the latest Avance L5 version. A Garmin GSR 56 Iridium satcom is also included as standard. One telephone handset is located at the VIP seat and another in the flight deck. A second
GSR 56 is installed to provide datalink for FANS and ATN-B1 services, which means that Longitude pilots can take advantage of ground and airborne air traffic control digital clearance delivery and messaging in the U.S. and Europe. For weather information, the GSR 56 can download weather via Iridium satellites. IN THE AIR Everyone who sampled the Longitude enthused about how quiet the cabin was. Our usual biz-jet tester (and Challenger loyalist) Larry Beamish, was particularly impressed that passengers could converse quietly across the width of the cabin. This recognises the large effort Cessna put in to create a quiet cabin. Cessna built a laboratory to detect the volume and frequency of every sound in the cabin, and its source. From there they set out to find ways to quiet each one. The noise of air flow, both outside the cabin and inside the pressure hull, were key concerns. For example, they discovered that the airconditioned air entering the cabin was roaring. A few baffles in the ducting slowed the air down, reducing noise.
Longitude cockpit dominated by three G1000 PFDs.
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The pressurisation outflow valve was located as far as possible from the passenger compartment. Any openings to the outside, such as air scoops, doors, and access panels were evaluated for noise contribution. The curtain used to blank off the noise from the airstair door is particularly substantial. For flights of five hours or more the pressurisation differential is important. The Longitude manages a cabin altitude of 6000 feet at its 45,000-foot maximum operating altitude. The Longitude’s flight control system is similar to the Latitude’s, with mechanically controlled ailerons and elevator (with trimmable stabiliser) and fly-by-wire rudder and spoilers. The yaw damper is operational all the time. In a one-engine-inoperative situation the rudder automatically adjusts for the inop engine, although the pilot still has to step on the rudder and thus remains in the loop during single-engine operations. For extra performance in Africa’s hot-and-high operations, with one-engine out the remaining engine is capable of delivering a ‘through the gate’ power boost for up to 10 minutes, or with both engines running, for five minutes, which is helpful during windshear or
Displays (PFDs) and a Multi-Function Display (MFD) in the middle. The three 14-inch displays plus four touch screen controllers allow access to all major systems, including synoptics for fuel, electrical, hydraulics, pressurisation, anti-icing, and more. Although the marketing material boasts a head up display (HUD), Garmin’s new GHD 2100 head-up display with enhanced vision system (Garmin’s first HUD) will not be available on the Longitude until sometime after certification. Rough cost of the optional HUD/EVS is an eye watering $500,000 to $600,000, and plans are to seek approval for lower approach minimums when using the HUD/EVS. Like the Latitude, the Longitude’s flight deck is designed for simplicity and ease of use, with minimal clutter. Much of this is due to the Garmin GTC 570 touchscreen controllers, which consolidate many functions that used to be managed with knobs, switches, and buttons. There are four touchscreen controllers, two in the centre console and one each on the left and right side. The controllers are the infrared touch type, and thus can be manipulated while wearing gloves or with the end of a pen or pencil.
Runway requirement aided by emergency power mode.
terrain avoidance. Following a power boost event, a maintenance log entry is required. Icing protection is bleed air for wing leading edges and engine inlets, and an electro-mechanical system de-ices the empennage. The dual hydraulic carbon brakes are brakeby-wire, and all brakes are available for emergency braking. Nosewheel steering is via tiller and allows for steering up 80 degrees. The nose can steer up to 9 degrees using the rudder pedals. The cockpit is dominated by the three big EFIS displays for the Garmin G5000 – two Primary Flight
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The remarkable feature of the latest generation Garmin ‘glass’ panels is the extent to which they have simplified checklists. Larry Beamish reports that the Longitude had no less than 36 fewer checklist items than the Challenger 300 he regularly flies. Many of the tests that take a lot of time and knob manipulation in older bizjets are automated by the G5000 and this speeds up the time to get the Longitude ready to fly. Some tests by the pilot are however still required such as the stick pusher, engine and baggage fire loops, overspeed, and annunciators. Cessna have worked hard to build a simpler flight
The standard cabin layout has four club seats forward and four in the aft area.
deck. Thus, the electrical system displays percentage of amps rather than number of amps being used. Electrical system load shedding is automatic, taking less important systems offline when there’s a power problem, including shutting off electricity to less important windshield panes. Dual hydraulic systems actuate the rudder and a standby electric motor provides triple redundancy. Like other modern Part 25 designs, the flight controls can be split, allowing control even if one or more flight controls becomes inoperative. The fuel system is simple: two wing tanks, each feeding an engine. The transfer setting pumps fuel to the other tank should an imbalance occur. A single-point refuelling system at the right wing root allows the pilot to enter the number of pounds of fuel needed, simplifying the calculation from pounds to litres from the fuel truck. For the demo flight out of Lanseria the cabin was five up with two pilots, giving a total weight of around 32,000 pounds. That’s 7500 pounds below the 39,500-pound MTOW. The full-fuel payload is a still very useful 1,600 pounds, not far from full tanks and full cabin. In his flight assessment AIN Online writer Matt Thurber comments that “The older Latitude’s Pratt & Whitney Canada PW306D1 engines, at 5,900 pounds of thrust each, are about the largest out there that can be battery started. The Honeywell HTF7700L Longitude engines at 7,550 lbs require an air start, which means a ground cart or the auxiliary power unit. Like the start sequence, system tests are mostly automatic. Watching the Crew Alerting System, I could see it running down a long list of checks, including actuating the
spoilers, for example. Had I had the flight control synoptics page up, I could have seen a representation of the movement there as well.” Thurber notes that “the Longitude’s tiller steering is firm and precise, and although this jet has a fairly long fuselage, I didn’t feel any jerkiness in the tiller. The carbon brakes actuated smoothly with no grabbiness. Mid-weight takeoff numbers were a V1 of 112 knots and VR of 120 knots. “The Honeywell engines gave us a snappy acceleration during takeoff, and I lifted the Longitude off smoothly, with very little pull on the yoke needed to escape the runway. Pitch forces are lighter at low speed but get heavier as the jet speeds up; a bit of trim keeps everything well under control.
The Longitude has an element of inbuilt flight envelope protection. Thurber notes that “During the descent, I pulled the power to idle and pushed the nose down, then watched the airspeed climb rapidly toward the red on the PFD. At that point, the Garmin flight control system pulled the nose up to reduce the speed. I actuated the speedbrakes to help us slow down, and they came out with nary a rumble nor any aerodynamic bump, thanks to the fly-by-wire control. The speed-brakes can be set at any intermediate setting and the pilot can move the control quickly, without causing the boss’s drink to spill. “The Garmin G5000 is remarkably advanced. The autothrottle system is a marvel to watch. Had a pressurisation problem occurred and we had passed out, the G5000 would have automatically turned the airplane 90 degrees to exit an airway and would have descended us rapidly to 15,000 feet. A vertical profile presentation across the bottom of the multifunction display shows winds aloft during the descent. “Back at 12,000 feet, I started with steep turns, with a 360 to the right at 45-50 degrees, then a 180-degree turn to the left. The Garmin autothrottles easily maintained the necessary added power for the selected speed during the steep turns, but I did need to pull the yoke aft firmly to keep the nose up. This is all made easier by the flight path marker (FPM) on the G5000 PFD, like having a HUD but on a head-down display; just keep the FPM on the zero pitch line, and
Optional divan is berthable.
“At FL430 cabin altitude was 5,400 feet and with power set at max cruise and fuel flow 860 and 880 pph. The Longitude settled at Mach 0.83 and 473 KTAS. Maximum operating speed is Mach 0.84.”
there is no change in altitude. “We then set up for some approaches to stall, with autothrottles off, but avoided activating the stick pusher because the rapid nose-down push might cause fluid in
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Vacuum toilet - but not belted.
Large baggage bay can take 1000 pounds.
the vacuum lavatory to spill. For the first manoeuvre, I slowed straight-and-level and in clean configuration all the way to stick shaker, then reduced the angle-of-attack (AOA) and added power, with a minor loss in altitude. I did another approach to stall in clean configuration but in a 30-degree turn, then recovered at the shaker by reducing AOA, levelling the wing, and adding power. The engines responded fairly quickly to the application of power. At lower speeds, lateral control is much lighter and more pleasant, harmoniously matching the lighter pitch control feel. With gear and flap down the approach to stall was gentle with zero wing rock as the shaker shook the controls and I recovered back to straight-and-level flight.” Thurber hand-flew the approach, descending onto the glidepath with full flaps. He reports, “I was easily able to descend the Longitude onto the proper glidepath, which indeed did look shallow. [The Cessna demo pilot] advised that near touchdown I would need just a tiny bit of nose-up pitch to arrest the descent, but I should be careful not to flare too high, otherwise the Longitude will float. At 50 feet, the autothrottles automatically retarded to idle. While covering the throttles with my right hand, I kept flying down at the runway. Moments after I barely checked the pitchdown attitude with a tiny aft movement on the yoke, the main wheels touched smoothly, followed by the nosegear. The Longitude lands flat, the dual trailing link main gear making you look good and keeping the boss’s drink in the cup. Thrust reversers,
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spoilers, and anti-skid brakes make landing distances of about 3,400 feet.” WRAP UP With a base price of U$25m and a typical, but non-discounted, price of about U$27 million, the Longitude brings to market the largest cabin ever to carry the Cessna name and it does so just three years
Hot and cold galley opposite door.
after the certification of its smaller cousin, the Latitude. It really does set a new standard for mid-sized and super mid-sized business jets. Perhaps the ultimate recognition of how good an aircraft it is comes from NetJets having placed a huge order for 176 Longitudes.
The Longitude and later the Hemisphere join the Latitude to complete a new, large-cabin, three-aircraft Citation family.
CE SSNA CITATION LONG ITU DE
SPECI FICATIONS & PE R FOR MANCE
BAS E P R I C E : $26 . 9 m i l l i o n
S P EC I F I CAT I O NS Powe rp l a nt : 2 x H T F770 0 L Th ru s t : 75 5 0 l bs t each L e ng t h: 73 f t 2 i n H e i g ht : 19 f t 5 i n W i ng s p a n: 6 8 f t 11 i n W i ng a r ea: 5 37 sq f t W i ng l oa d i ng: 73 . 9 l b/sq f t Seat s: 2+9 -10 C a b i n l e ng t h: 25 f t 2 i n C a b i n wi d t h: 77 i n C a b i n h e i g ht : 72 i n M a x t a keof f we i g ht : 3 9, 5 0 0 l b Payl oa d w/fu l l fu e l: 1, 6 0 0 l b M a x l a nd i ng we i g ht : 3 3 , 5 0 0 l b Fu e l ca p aci t y, s t d: 2 ,13 4 g a l (14 , 511 l b) B a g g a g e ca p aci t y: 1,115 l b , 112 cu f t
P E R FO R M AN C E Ta keof f @ M AU W: 4 , 9 0 0 f t M a x cru i se s p e e d: 476 k t R a ng e , 4 p a x @ 0. 8 0 M: 3 , 5 0 0 n m M a x op e rat i ng a l t i t u d e: 4 5 ,0 0 0 f t L a nd i ng d i s t a nce , g rou nd ro l l: 3 , 4 0 0 f t M a x o p e rat i ng l i m i t s p e e d: M 0. 8 4
COMPANY PROFILES
ASCEND AVIATION ‘Trustworthy Sales, Airworthy Excellence’ With 20 years of experience in aircraft sales Maartin Steenkamp established Ascend Aviation in early 2014. Aviation sales specialists must not only possess an exceptional understanding of their field and products, but also of the customers’ needs and experience in aviation. Acquiring an aircraft is an emotive as well as a practical decision. Maartin’s market knowledge and track record is greatly respected in the industry and Ascend Aviation’s customers can be assured that they are getting the most honest, independent, objective solutions to their present and future requirements. Ascend Aviation has assembled a team with the experience and abilities to streamline the entire process for buyers, from selection, budgeting and finance, through long-term performance and cost expectations, to ongoing advice and support, thereby making aircraft acquisition and ownership a rewarding and pleasing experience. Ascend Aviation believes personal attention, relationship-building and integrity is key to service excellence, and provides a comprehensive range of services to the aviation industry: • Aircraft Sales • Acquisition mandates • Aircraft Valuations • Aircraft Management • Aircraft Finance • Aircraft Insurance • Aircraft Ferry including Importation and Exportation Contact Ascend Aviation on: Tel: +27 (0)11 064 5624 Email: sales@ascendaviation.co.za Website: www.ascendaviation.co.za
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DASSAULT AVIATION: Expanding Customer Support Network Dassault Aviation has recently expanded its customer support network through the acquisition of several aviation maintenance, repair and overhaul (MRO) companies. Dassault Aviation most recently acquired RUAG MRO International’s business aviation MRO facilities and fixed-based operations (FBO) in Switzerland, namely Geneva and Lugano. This acquisition was announced soon after Dassault Aviation acquired TAG Aviation’s MRO businesses in Europe, which are concentrated in the Swiss cities of Geneva and Sion. Dassault Aviation also recently acquired ExecuJet’s MRO businesses. This acquisition is significant because it expands Dassault’s MRO network into Africa, the Middle East and Asia Pacific. ExecuJet was founded in Johannesburg in 1991. It has MRO facilities in Johannesburg and Cape Town as well as: Dubai, New Delhi, Tianjin (China), Kuala Lumpur, Sydney, Melbourne, Perth and Wellington. In addition, ExecuJet has two MROs in Belgium – Brussels and Kortrijk. “ExecuJet MRO Services has been growing and performing well, thanks to its strong leadership team and employees. We have no interest in changing this recipe. We hope that by being shareholders in this MRO network, current and future Falcon customers - some of which have aircraft from different aircraft manufacturers - will feel confident that we continue to have their service experience needs well taken care of for years to come,” says Dassault Aviation senior VP Worldwide Falcon Customer Service and Network, Jean Kayanakis. “Expanding our customer worldwide support network allows us to be closer to customers and differentiate ourselves in the market by providing a great ‘Falcon experience’ post purchase,” he adds.
PILATUS Pilatus PC-24 ‘Super Versatile Jet’ The PC-24 as the world’s first ‘Super Versatile Jet’ has been engineered to be ‘off-road’ compatible from its inception. Its outstanding short-field performance, even on unpaved runways opens up an incredible level of mobility. With the PC-24, one will have access to almost 100% more airports worldwide than offered by comparable business jets. That means you can fly closer to your final destination, using smaller airports and reducing ground transfer time to an absolute minimum. The Pilatus PC-24 combines the practicality of a turboprop with the cabin size of a Medium Light Jet and the performance of a Light Jet. Features include its flexible spacious interior, comprising continuous flat floor, and unique cargo door to enable quick and easy loading. The PC-24 is designed to operate from short, paved and even unpaved surfaces. As with all Pilatus aircraft, the PC-24 is certified for singlepilot operation. Pilatus PC-12 Centre Southern Africa, the Authorised Sales and Service Centre for Southern Africa, has delivered three PC24s into the region since the middle of 2018, with another two units to be delivered over the next 12 months. The PC-24 order book has been reopened by Pilatus, with next delivery slots available from 2021. Pilatus PC-12 Centre Southern Africa (PTY) Ltd Hangar 41 and 42, Rand Airport, Germiston South Africa Tel: +27 (0) 11 383 0800 www.pilatuscentre.co.za
JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need. For our list of available aircraft head over to our website www.ascendaviation.co.za.
SA Flyer 2019|03
Contact Maartin Steenkamp: C +27 (0)82 807 6701 Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za
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COMPANY PROFILES
G
UARDIAN AIR is a trusted air charter and aviation management company, providing a suite of specialised services to meet the discerning needs of business travellers, tourists and adventurers in Africa. From their base at Lanseria International Airport in Gauteng, South Africa, they offer comprehensive aircraft management and Final.pdf 1 2018/02/12 14:58
maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies. Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary company, Guardian Air Asset Management, they have international and domestic operating licences issued by the Department of Transport in South Africa as well as a
loc Lanseria International Airport tel +27 11 701 3011 24/7 +27 82 521 2394 web www.guardianair.co.za
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lic CAA/I/N283, AMO1401
non-schedule AOC (CAA/I-N283) which is endorsed for aeromedical transfers. As aircraft owners themselves, they can identify with their customers’ needs. Guardian Air is serviced by a dedicated maintenance division, Guardian Air Maintenance (PTY) Ltd (AMO:1401). Tel: +27 (0) 11 701 3011 24/7: +27 (0) 082 521 2394 Email: ops@guardianair.co.za www.guardianair.co.za
Global VIP Charter Global Air Ambulance Aircraft Management Aircraft Maintenance
COMPANY PROFILES
THE AVCON JET GROUP
ADLER INTERNATIONAL – AVCON YACHT – PRINCESS YACHTS AUSTRIA – HMS – CAA – AVCON JET AFRICA - IDEFIX.
O
UR success story began in 2007 – with only one aircraft and 16 employees. Only 12 years later, 2019 we are one of the strongest private jet operators in Europe with more than 60 jets and over 300 employees.
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In 2012 we expanded our business into the marine sector to provide an excellent service to our customers, not only in the air, but also on water. Investments into a shipyard in Italy, maritime technology and yacht charter were only the beginning of a great journey.
No matter if you require excellent travel management or unforgettable memories around the globe, the whole Avcon Jet Group has one common goal: to not only satisfy our customer’s demands, but to exceed their expectations, no matter how challenging they may be. That’s what we call ‘unimpossible’.
MAINTENANCE Star Air Maintenance Pty Ltd (SAM) is a subsidiary company of Star Air Cargo Pty Ltd, that provides all the AOC’s maintenance requirements up to C check. We are based at O R Tambo International Airport and our team of highly qualified engineers offer line maintenance to third parties. Boeing 737-200 Boeing 737 Classics Based at OR Tambo International Airport, Johannesburg South Africa. Contact: lieb@starcargo.co.za or peter@starcargo.co.za Tel: 011 395 3756 and 011 973 5512
COMPANY PROFILES
STAR AIR Star Air holds SACAA Part 121 Domestic and International Aircraft Operating Certificates (AOC), and specialises in the wet, dry or damp leasing on short to medium term leases to airlines in Africa. Under the leadership of CEO Peter Annear, the company has evolved from operating a Piper Cherokee in 1992, to operating a fleet of Boeing 737-300s. Today, we present our fleet of seven 737-300s with pride. Each aircraft can be tailored to the needs of our client by configuring the seating to all economy or a combination of economy and business class. The aircraft are equipped with steps. We also offer a complete aircraft branding solution to customers who would like to achieve consistency between their fleet and leased aircraft Star Air’s services include: • Wet leasing of aircraft • Dry leasing of aircraft • Aircraft chartering services • Qualified cockpit and cabin crew • Operations support • Aircraft Maintenance (up to C-Check) Contact Star Air on: Tel: +27 11 234 7038 Email: yvonne@starcargo.co.za Website: www.starair.co.za
STAR AIR MAINTENANCE Based on the Denel Campus at OR Tambo International Airport, Johannesburg, Star Air Maintenance was established in 2009 to provide maintenance up to C-Check for Star Air’s fleet of 737s and third-party aircraft. Providing our clients with a world class service has always been central to our vision for the company. Through Star Air Maintenance, we offer a ‘best in
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international standards’ service in terms of quality, turnover times and cost efficiency, allowing airlines to focus their efforts on marketing and ticketing their routes. Our vision has ensured Star Air Maintenance has kept pace with the recognised international standards in terms of safety, best practice and service to our clients. Through extensive improvement
programmes, we have ensured our staff compliment of over 40 trained professionals are able to deliver one of the best airline support services on the continent. For more information, contact Star Air Maintenance on: Tel: +27 11 973 5512 Email: marzanne@starcargo.co.za Website: www.starair.co.za
Defence D arren O livier
THE HELWAN HA-300
It’s a testament to the odd alliances and unlikely partnerships of the early Cold War that the final aircraft designed by the legendary Willy Messerschmitt — indeed his only supersonic design — was manufactured not in Europe but in the industrial city of Helwan, just outside Cairo.
Q
UITE remarkably, in the 1960s Egypt was on the cusp of self-sufficiency in fighter aircraft, about to ride the wave of rapid development in an era where it was still possible for light-weight interceptors to be competitive. While promising, however, the project never progressed beyond the prototype stage before being cancelled. A victim of changing economic and geopolitical circumstances on the one hand, and pure bad luck on the other, it offers an intriguing ‘what if’ question as to what might have
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been, had Egypt’s leaders been more prudent. The story of the HA-300 began not in Egypt, but in Spain, where Willy Messerschmitt had relocated after the end of the Second World War. Fresh from prison for his use of slave labour during the war and, like other German designers banned from engaging in any defence work in West Germany, Messerschmitt was invited by General Franco in the early 1950s to work on projects at Hispano Aviación. There he began work on a basic trainer and an ultralight jet fighter aircraft, which would become the HA-200 and HA-300
respectively. While development of the HA-200 was eventually successful, via the abortive HA-100, the HA-300 project suffered from a lack of funding and aerodynamic problems with a glider mockup meant to test the aircraft’s basic design. Faced with unknown development costs and a long timeframe, Spain cancelled the project in 1960. Egypt, meanwhile, had begun an industrialisation phase under Nasser and was looking for opportunities to build its indigenous defence industry. As part of that process it had acquired the rights to build 90 HA-200s at a new aircraft manufacturing
OPPOSITE PAGE: Willy Messerschmitt's final design.
facility in the city of Helwan, near Cairo, to be run by the Egyptian General Aero Organisation (EGAO). While at Hispano, the Egyptians had been interested in the HA-300 programme and sought to join it as a development partner. Once it became clear that Spain would no longer back the project, Egypt bought the entire thing and shipped the whole design team, including Messerschmitt, to Helwan. The initial plans were to equip the HA-300 with a single BristolSiddeley Orpheus Mk 703-S-10 turbojet engine, as used in the Folland Gnat and Fiat G.91, but it was clear that a more potent power plant would be required to meet the performance figures that the Egyptian Air Force desired. So Egypt recruited Ferdinand Brandner, the engine designer for Junkers during WWII, to design a brand-new turbojet engine under Project ‘135’. The engine would later come to be known as the E-300.
THE AIR FORCE WAS DESTROYED BEYOND REPAIR. It must be said that the sheer ambition of Egypt’s plans at this point were impressive and bold, but ultimately naive and so contributed to its undoing in later years. Not only was it attempting to build a new combat jet aircraft virtually from scratch, but it was working on an engine to go with it alongside a host of other projects including civilian airliners. As Egypt lacked the required domestic skill sets and experience, the HA-300 and E-300 projects alone involved the recruiting of hundreds of designers, scientists, and engineers from all over Europe at substantial cost. In addition, with resources being spread so thinly, it was effectively impossible to achieve full transfer of knowledge to Egyptians shadowing the foreign teams, even though that had been the original motivation. At the time the Egyptian Air Force had no local test pilots, though it had sent Lt-Col Zoheir Shalaby and Major Sobhy El Tawil to India to learn the trade there. So it requested a test pilot from India’s HAL and the Indian Air Force, which agreed to second Group Captain Kapil Barghava, one of India’s most distinguished test pilots, to the programme. The Germans initially refused to have anything to do with Barghava, insisting he would not get anywhere near the HA-300, but their hands were forced by circumstance and a lack of suitable alternatives. As with any aircraft project, development of the HA-300 was far from smooth. The development of the E-300 was delayed by the need for thousands of hours of ground tests, so the first two prototypes
were fitted with the lower-powered Orpheus engines. Minor issues, from nose wheel shimmy to yaw problems dogged each attempt to move forward. Worse, quality control was terrible, leading to an inflection point where Group Captain Barghava faced off against Messerschmitt and his team and steadfastly refused to take the first prototype up unless a host of major problems were fixed. As he recalled it in his later memoirs: “I reminded Prof. Messerschmitt that the contract for the aircraft specified the design to conform to the British Air Publication-970 requirements, which laid down the design criteria for military aircraft. The nineteen points listed by me were all in serious breach of the AP. A few of them were so obvious that it was a wonder that the design team did not anticipate them. For example, the integral fuel tanks had leaked and flexible rubber tanks were inserted into them. Some of these had also leaked. Yet, the only indication for fuel contents was a totaliser gauge showing the fuel entering the engine. The pilot would know that all fuel had leaked out only after his engine cut. The fuel system had apparently been designed with a preoccupation for unlimited inverted flying. Firstly, there was no requirement for such a facility and, secondly, the Orpheus engine’s oil system would, in any case, have limited the maximum duration of inverted flight to about 10 seconds. The direct supply tank to the engine was the smallest in the system and any failure of air transfer pressure would produce a flameout within two minutes. The tail plane trim was operated by a single-pole switch on the stick carrying the entire current of the large motor, without any protection against a trim run away. Rudder flutter was forecast at 0.56 M. Yet, its damper was powered by a single hydraulic system. Other design deficiencies, too many to list here, were also dangerous and unacceptable to me as a qualified test pilot.” The moment was crucial. Messerschmitt had not realised the extent to which quality control had slipped, and his team came to respect Barghava’s insights and skills. It delayed the project by six months, but all of those items were fixed before the first flight. Yet it would ultimately not matter, as a variety of external events overtook the programme. The Six Day War in 1967 was the first blow, and it was absolutely disastrous for Egypt. Nearly all of the Egyptian military’s capital equipment, including much of the Air Force, was destroyed beyond repair and would need costly replacement. In return, the Soviet Union offered to re-equip the Egyptian armed forces on ‘generous’ terms, which mostly amounted to forgiving or carrying over enormous loans that Egypt owed it. Included in this package were hundreds of MiG-21s, similar in performance to the HA-300. Moreover the popular reaction to the defeat within Egypt took the leadership by surprise, as radical youth organisations demanded a stronger punishment for those seen as having caused the humiliating defeat. In a move that alarmed the top brass, this even included a protest by workers at the Helwan Aircraft Factory that was working on the HA-300. Concerns about loyalty became paramount.
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The Helwan HA 300.
As for the E-300, it was thrown into disarray when India (which had joined the programme a few years earlier as a development partner) left abruptly, apparently upset that Egypt showed no interest in adopting HAL’s own HF24 Marut fighter programme. In fact a specially-modified HF-24, the Mk.1 BX, had been the E-300’s primary flying testbed for some time. India’s exit robbed the engine programme of crucial momentum it its final phase of development and left Egypt carrying all the cost of taking it to production.
Given these circumstances, Egypt had little choice. The HA-300, or indeed any substantial investment in the Egyptian aerospace industry, no longer appeared to make any sense. Egypt had overspent badly, with the HA-300 costing the equivalent of a billion US dollars in today’s money. And it would have to accept becoming a Soviet client state, rather than the independent and industrialised world actor it had hoped to be at the beginning of the 1960s. The Helwan Aircraft Factory continues to exist, and is still around today, but it never reached the lofty heights of independent aircraft design
The basic trainer that became the successful Helwan HA 200.
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and manufacturing envisaged in the 1960s. One can’t help but wonder what might’ve been had things gone differently and Egypt succeeded in establishing a sustainable and large-scale aerospace industry in the 1960s and 1970s. What elements of history would’ve changed, what would have remained the same? What might the impact on its neighbours have been, might it have encouraged them to industrialise sooner or would they still have relied on Soviet or Western suppliers? All possible, perhaps, but impossible to know for certain.
OR TAMBO INTERNATIONAL AIRPORT FEATURE
SPECIAL FEATURE
OR TAMBO INTERNATIONAL AIRPORT AFRICA’S BIGGEST & BUSIEST OR Tambo International Airport is Africa’s biggest and busiest airport, accommodating almost 20 million passengers a year, which is more than half of South Africa’s total air travelling passengers.
B
UILT in 1952 to take over from Johannesburg’s interim international airport, Palmietfontein, which had handled European flights since 1945, OR Tambo serves as the primary airport for domestic and international travel to and from South Africa, and is the commercial aviation hub for Southern Africa.
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Although currently handling around 20 million passengers annually, the airport has the capacity to handle up to 28 million passengers each year. It is also one of the few airports in the world to host non-stop flights to all continents (except Antarctica, handled by Cape Town International). Originally named Jan Smuts Airport, after the South African statesman who went from Boer Commando to Field Marshall
and help found the League of Nations, the airport has undergone two name changes. It was renamed Johannesburg International in 1994, and then OR Tambo International Airport on 27 October, 2006, after ANC president and activist, Oliver Reginald Tambo. Seven years after the rename to OR Tambo the airport’s ICAO code was changed from FAJS to FAOR. In the 2015 World Airport Awards,
OR Tambo was named the best airport in Africa, with Cape Town second, and King Shaka in Durban finishing third. This is a tribute to ACSA – the Airport Company of South Africa, which operates these airports. In 1996, OR Tambo overtook Cairo International Airport as the busiest in Africa, and across the whole of the Middle East and Africa OR Tambo airport is the fourth-busiest after Dubai, Doha and Abu Dhabi Airports. Situated almost 1,700 metres (5,500 feet) above sea level and with temperatures often climbing above 30 degrees Celsius, OR Tambo, with its ‘hot and high’ conditions, is an ideal destination for airliners conducting weight and temperature (WAT) certification and proving flights. Notably, it was used as a test airport for the Concorde during the 1970s, to determine how the aircraft would perform while taking off and landing at high altitude. Similarly, on 26 November 2006, the airport became the first in Africa to host the Airbus A380. The aircraft landed in Johannesburg on its way to Sydney via the South Pole on a test flight. In 2014, Airbus returned to OR Tambo to test its next clean sheet design – the A350. As part of its certification flights for the A350, Airbus conducted hot and high performance as well as auto-landing trials on Runway 03R, as the embankment leading up to the runway may present precision approach challenges. Although the 4,4 km long Runway 03L/21R is one of the longest commercial international airport runways in the world, aircraft taking off from OR Tambo must often reduce weight by loading less fuel than they would otherwise take. In particular, second segment climb performance for twin engine jets can be a limiting factor. On some of the longer routes, such as flights from Johannesburg to North America, some aircraft types have to refuel en-route, while for the return flight, because takeoff from New York is from a lower altitude airport, they can upload enough fuel to reach Johannesburg non-stop. RUNWAYS There are two parallel north/south runways and a disused cross runway. Both runways are equipped with Instrument Landing Systems (ILS). Furthermore, all runways are equipped with Approach Lighting Systems with sequenced flashers, and touchdown zone (TDZ) lighting. The cross runway is now a taxiway.
During busy periods, outbound flights use the western runway, 03L/21R, for takeoff, while inbound flights use the eastern runway, 03R/21L, for landing. Naturally wind direction is a determining factor; however, due to the prevailing conditions, on most days flights takeoff to the north and land from the south. DEVELOPMENTS The airport’s most recent major development was done for the 2010 FIFA World Cup. These included expansion of the international terminal, with the new international pier (opened in 2009) increasing capacity and accommodating the Airbus A380. A new Central Terminal building was completed on April 1, 2009. An additional multi-storey parkade was built in January 2010, at a cost of R470 million, opposite the Central Terminal
Building. Terminal A was also upgraded and the associated roadways realigned to accommodate more International Departures space. This massive upgrade has proved to be sufficient to meet the growth in passenger numbers since the World Cup. The Central Terminal Building, which cost R2 billion, boosted passenger capacity at the landside of the terminal, additional luggage carousels were added and the terminal now allows direct access for both international and domestic travellers. The new International Pier, which cost R535 million to build, increased international arrivals and departures capacity in a two-storey structure and added
nine airside contact stands, four of which are Airbus A380 compatible. To develop the key non-airside revenue, the large duty-free mall has been extended into this area, and additional lounges and passenger-holding areas have been constructed on the upper level. There was a proposal for a second ‘midfield’ terminal to be built between the two runways, but this has been cancelled. It would have contained its own domestic and international check-in facilities, shops and lounges and was projected to cost R8 billion. The terminal would have been designed for power-in, power-out operations for low cost carriers, thus reducing the costs of airport handling with air bridges and aircraft tugs for push back. To accommodate the increase in car traffic, a multi-story parkade was built and the airport now has more than 16,300
parking bays, taking into account the parking available in the parkade, shade parking, carports and open parking. ADDITIONAL SERVICES Terminals A and B host over 140 retail stores, with Duty Free stores based airside in Terminal A. The stores are open daily from 06h00 to 22h00. These extended hours include the banks, pharmacy, post office and bureau de change. There is a 24-hour travel clinic, and the airport’s police station also operates around the clock. The airport has thus been able to maintain the world class standards it achieved for the Soccer World Cup.
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COMPANY PROFILES BIDAIR CARGO COMPANY PROFILE The Business Details BidAir Cargo is a leading cargo airline providing express airport-to-airport solutions and related services to the courier and express logistics industry. The BidAir Cargo network spans the South African domestic landscape as well as Southern and East Africa with over 120 flights daily. Overnight we operate four dedicated Boeing 737 freighter aircraft connecting all main centers in South Africa. Our closed loop system, whereby cargo is delivered to and collected from aircraft directly by BidAir Cargo employees, enhances cargo security and express service delivery and allows for short hand-in and hand-out times enabling our partners in the courier and express logistics industry to adhere to tight delivery deadlines. The Company Established in 1996 as Express Air Services, now as Bid Air Cargo, the company
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is a wholly owned subsidiary of the Bidvest Group reporting into the Security and Aviation cluster of the Bidvest Services Division. Striving to maximize utilization of cargo capacity BAC foresees being the cargo airline solution of choice, making our service an extraordinary experience that delivers strong and consistent returns. Website: www.bidaircargo.com Head office: 011 230 4600
BNT INTERNATIONAL Established in 2013, BNT International is a dedicated SACAA approved AMO (AMO1288) specialising as a Category B Facility in the Overhaul and Repair of Brakes and Wheels, Non Destructive testing on Aircrafts, Aircraft Weighing, Safety Equipment and Hydro Testing of both Oxygen cylinders and Fire Extinguishers We offer complete wheel and brake overhaul and repair services for ABSC,
BF Goodrich, Honeywell and Parker wheel assemblies. All work is carried out according to the manufacturer’s CMM (Component Maintenance Manual). We have a well-equipped workshop, where we execute the job promptly together with all administration documents and certification. Our NDT testing is conducted with state of the art equipment in a facility which measures up to world quality standards. Our Inspectors have a vast technical background, broad experience levels and substantial qualification. Our aircraft weighing services can accommodate the whole range of aircraft, from small aeroplanes and helicopters up to B737, A320, L-382 and above. We also assist our clients with cost efficiency calculations. For more information contact BNT International on: Tel: +27 11 395 1677 Email: info@bnt-int.co.za Website: www.bnt-int.co.za
CARGO
Boeing 737-300 Cargo Aircraft available for wet (ACMI) lease.
SA Flyer 2019|08
Based at OR Tambo International Airport, Johannesburg South Africa.
Contact: yvonne@starcargo.co.za or peter@starcargo.co.za Tel: +27 11 234 7038 www.starair.co.za
COMPANY PROFILES FEDERAL AIRLINES With over 20 years of safari transfer experience, Federal Airlines is known for its premium point to point shuttles that fly guests to the country’s most luxurious and sought after game lodges. Operating since the ‘90s, they were the pioneers. Their core service provides daily shuttle departures from OR Tambo International Airport and KrugerMpumalanga International Airport to various luxury safari lodges throughout the country. They have since partnered with world leaders in luxury safari experiences as part of their commitment to raise the bar in bespoke aviation. In addition to their shuttle flights, Federal Airlines can provide bespoke, private charter flights to any destination within southern Africa. For more information contact Federal Airlines on: Tel: +27 (0) 11 395 9000 Email: shuttle@fedair.com Website: www.fedair.com
FIREBLADE AVIATION TERMINAL ATTRACTION Suite dreams with Fireblade’s luxe new spot at OR Tambo Fireblade Aviation is a full-service Fixed Base Operation (FBO) located at OR Tambo International Airport. It offers South Africa’s first globally recognised FBO facilities. The company was developed by father and son Nicky and Jonathan Oppenheimer. The family has a history with aviation dating back to 1936. Fireblade was designed with the intent to host a truly world-class facility for stress-free business aviation at ORT International. The company offers a full range of business terminal and charter facilities – with all the luxuries you would expect at a premium terminal anywhere in the world. Its state-of-the-art campus has primary passenger and crew facilities, along with two large hangars that can cater to the needs of just about any international trip-support company. It has a dedicated private apron, private fuelling facilities, hangarage and
tailored services that include everything from VIP catering and luxury spa services to prayer facilities. A world-class VlP terminal is on offer, with little nuances like day rooms, al fresco kitchen offerings, an exercise room, private staterooms and boardrooms. And if you find the idea of luxury for its own sake too distasteful, keep in mind the effect this facility can have on South Africa as a premier business and leisure destination. Instagram @fireblade _ aviation Web Address: www.firebladeaviation. com
AMO 1288
Your one-stop-shop for repairs and overhauls of aviation rotables and special processes. BNT International (PTY) Ltd Unit D3, Denel Industrial Park Denel North Entrance (off Atlas Road), Kempton Park, Gauteng, South Africa, 1619 Tel. +27 11 395 1677 Email: info@bnt-int.co.za Website: www.bnt-int.co.za
• Quality • Safety • Service Excellence • Honest Pricing
SA Flyer 2019|05
SA Flyer 2019|05
Aviation Services • Wheel overhaul and Repair Services • Brake Overhaul and Repair Services • Non-Destructive Testing on Aircraft • Hydro Static Testing • Oxygen bottles • Fire Extinguishers • Safety Equipment • Aircraft Weighing o Small aircrafts up to larger B737, A320, L-382
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SIMPLY THE BEST DESIGNED FACILITY ON THE CONTINENT Designed with an ambition to host a world-class facility for stress-free business aviation at OR Tambo International Airport, Fireblade Aviation offers a full-range business terminal and charter facilities to cater for every flying need. The FBO offers all terminal luxuries you would expect from the best for your aircraft. With a dedicated private apron, private fueling facility, hangarage and tailored services your flying assets will be looked after. Your VIP’s can be hosted in the Terminal with small nuances like day rooms, el fresco kitchen offerings, an exercise room, private staterooms and boardrooms. Our Fireblade charter fleet has full access to the FBO service bouquet. This means that you not only get world class aircraft and crew but your journey starts when you arrive at our facility.
FIREBLADE AVIATION’S CHARTER FLEET
PC-12 NG’S
GLOBAL 6000
BOMBARDIER CHALLENGER 350
AGUSTA AW 139 HELICOPTER
AGUSTA AW 119 HELICOPTER
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COMPANY PROFILES MISTRAL AVIATION SERVICES Mistral Aviation was founded in 2002 with the aim of addressing the high cost of operating aircraft thousands of miles from the original equipment manufacturers. (OEM). At Mistral we believe that by utilising the favorable labor rate and local expertise within South Africa, the cost of importing the spares can be offset whilst producing a product comparable to that of the European and US facilities. Mistral Aviation is an independently owned company and has always traded as Mistral Aviation Services. We are in no way linked with Mistral Aviation, based in the DRC, or any other companies with similar names. Contact Details: Telephone: (27) 011 397 7 478 Fax: (27) 011 397 1143 E-Mail: Peter@mistral.co.za Website: www. mistral.co.za Address: Unit 2B, 46 Kelly Rd, Jet Park Gauteng, South Africa
NEVERGREEN AIRCRAFT INDUSTRIES Starting in 2008 based at Upington International Airport in Western Cape, Nevergreen Aircraft Industries (AMO 1165) established as a professional provider of aircraft short & long-term storage, disassembly, dismantling and recycling services. The Kalahari Semi desert climate provides very low humidity, almost ideal conditions for corrosionfree aircraft storage. It is this unique environment that inspired the company’s name: Nevergreen. In 2015 Nevergreen moved its base of operation to O. R. Tambo International Airport in Johannesburg, Gauteng. Considered as one of the most frequented aviation hubs on the African continent, ORTIA was the ideal environment to further grow our maintenance capabilities for the benefit of our clients. In alliance with the associated parts trading company Aircraft Instrument & Electronics, Nevergreen is the ideal partner for aircraft maintenance, disassembly, demolition,
recycling, component management and long-term aircraft storage. We are a trusted maintenance provider for Boeing 737-200/300/400/500 and the MD-80 Series as well as for CFM56-3 and Pratt & Whitney JT8D-Series engines. The ability to offer borescope inspections on the aforementioned engines completes our service portfolio. In order to meet the requirements of a full-service provider, we offer a comprehensive disassembly and dismantling package for phased-out aircraft - as the only AMO on the African continent.
AEROSPACE ELECTROPL AMO 506
SA Flyer 2018|06
For all your SACAA approved plating
AEROSPACE ELECTROPLATING AEROSPACE ELECTROPLATING AMO 506
AMO 506 For all your SACAA approved WE OFFER THE INDUSTRY For all your SACAA plati approved p lating r equirements ng requirements
Cadmium Plate in Gold, Silver or Cadmium P Clear Passivation
Clear Pass
Hard Chrome Hard Silver Plate
Hard Chrom
requirements INTEGRITY, RELIABILITY, EXPERIENCE For all your SACAA approved plating Electroless Hard Silver We aNickel re situated at 30B, B uilding 98, R Call Des on 011 827 7535 o r 0 63 150 1 AND A DEPTH OF KNOWLEDGE Hard Copper Plate Electroless Alodine or Peter on 081 775 2434 or 083 208 7
AEROSPACE ELECTROPLATING
Cadmium Plate in Gold, SilverAnodising or in Grey, Red or Black Hard Copp
AMO 506
or all your SACAA approved plating requirements
Cadmium Plate in Gold or Clear Passivation
For all your Aircraft and Allied Electrop Black Phosphating
Silver Hard Passivation Chrome
Phosphating
Hard HardChrome Silver Plate
Anodising i
Black Phos
Phosphatin
We are situated at 30B, Building 98, Rand Airport. Next to Fields Airmotive. Hard 533 Electroless Nickel Call Des on 011 827 7535 or 0Silver 63 150 1Plate AEROSPACE ELECTROPLATING or Peter on 081 775 2434 or 083 a2t 08 7244 Electroless Nickel Cadmium Plate Gold,tSilver We are situated 30B, Building 98, Rand Airport. Ninext o Forields A Hard Copper Plate Clear Passivation AMO 506 For all your Aircraft and Allied Electroplating and queries. Call Des Hard on 011 827 7535 or 063 150 1533 Hard Chrome Copper Plate Grey,plating Redrequirements or Black Hard Silver Plate For aAnodising ll your SACAA ain pproved
or Peter Anodising on 081 775 or Red 083 2or 08 Black 7244 in2434 Grey, Electroless Nickel Black Phosphating For all your Aircraft and Allied Electroplating Hard and queries. Copper Plate Black Phosphating Anodising in Grey, Red or Black Phosphating Black Phosphating Phosphating Phosphating
We are situated at 30B, Building 98, Rand Airport. Next to Fields Airmotive. are situated a t 3 0B, B uilding 9 8, R and A irport. N ext to Fields Airmotive. Call Des on 011 827 7535 or 063 150 1533 Safair North Perimeter Road, OR Tambo International or Peter on 081 775 2434 or 083 208 7244 Airport, Des on 011 827 Tel:7535 or Bonaero 063 Fax: 1Park, 50 11619 533 081 755 2534 011 395 1291 For all your Aircraft and Allied Electroplating and queries. Peter on 081 775 2434 or 083 208 7244 all your Aircraft and Allied Electroplating and queries.
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MAINTENANCE Star Air Maintenance Pty Ltd (SAM) is a subsidiary company of Star Air Cargo Pty Ltd, that provides all the AOC’s maintenance requirements up to C check. We are based at O R Tambo International Airport and our team of highly qualified engineers offer line maintenance to third parties. Boeing 737-200 Boeing 737 Classics Based at OR Tambo International Airport, Johannesburg South Africa. Contact: lieb@starcargo.co.za or peter@starcargo.co.za Tel: 011 395 3756 and 011 973 5512
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COMPANY PROFILES • • • •
Aircraft chartering services Qualified cockpit and cabin crew Operations support Aircraft Maintenance (up to C-Check)
Contact Star Air on: Tel: +27 11 234 7038 Email: yvonne@starcargo.co.za Website: www.starair.co.za STAR AIR MAINTENANCE Based on the Denel Campus at OR Tambo International Airport, Johannesburg, Star Air Maintenance was established in 2009 to provide maintenance up to C-Check for Star Air’s fleet of 737s and third-party aircraft. Providing our clients with a world class service has always been central to our vision for the company. Through Star Air Maintenance, we offer a ‘best in international standards’ service in terms of quality, turnover times and cost efficiency,
allowing airlines to focus their efforts on marketing and ticketing their routes. Our vision has ensured Star Air Maintenance has kept pace with the recognised international standards in terms of safety, best practice and service to our clients. Through extensive improvement programmes, we have ensured our staff compliment of over 40 trained professionals are able to deliver one of the best airline support services on the continent. For more information, contact Star Air Maintenance on: Tel: +27 11 973 5512 Email: marzanne@starcargo.co.za Website: www.starair.co.za
LOOKING FOR WAYS TO SPOIL YOUR PASSENGERS? EXECUTIVE IN-FLIGHT CATERING
WHY DON’T YOU LET THEM FEAST ON ONE OF OUR DELICIOUSLY MADE-UP IN-FLIGHT BOXES. OFFERING ONLY THE BEST IN AVIATION CATERING, OUR BOXES ARE MADE UP TO YOUR TASTE, BUDGET AND FLIGHT TIME.
Specialising in the creation and delivery of bespoke meals to some of Southern Africa’s most discerning aircraft and corporate operators, Par-Avion Exclusive Catering is proud to be considered among the leaders in executive in-flight DELUXE LUNCH BOX catering and associated theisaviation industry. The Par-Avion Deluxeservices LunchtoBox served on a disposable black tray with silver disposable Contents include a trend accompanied with a Our footprints atcutlery. the international airports of Cape Town, setting OR Tambostarter and Lanseria International Airports support dedication to offeringcheese the veryselection served fitting main course, trioour of unsurpassed desserts, and an imported latest niche products services to our discerning andaswell travelled clientele. withinplump grapesand and fig preserve, as well fresh granary bread and butter. Delightful imported chocolates are included to has end allowed off the us meal. Years of building authentic client-service relationships the opportunity not only to cater to international corporates and global operators STANDARD but also extend BREAKFAST our expertise toBOX include special events and parties, cafés and restaurants, luxurycontinental coach catering, boardroombox catering and platters. The Standard Breakfast is served in a disposable grey box and
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includes a dedication plain yoghurt, tropical homemade With continued to quality of product and service,muesli, we strivefresh to givefruit, our a homemade muffin butter and preserve a luxury meat and clients the served peace of with mind and knowledge that we willand indeed go to anycontinental lengths selection. tocheese ensure their requirements are met expeditiously and with excellence. VIP LUNCH BOX
7
Our VIP Lunch Box is presented in a navy and silver disposable box lined with tissue paper, and includes silver disposable cutlery. Contents include a starter, main course, dessert, imported cheese and crackers with a preserve, home baked bread roll and butter, as well as luxury imported chocolate.
SA Flyer 2018|10
STAR AIR Star Air holds SACAA Part 121 Domestic and International Aircraft Operating Certificates (AOC), and specialises in the wet, dry or damp leasing on short to medium term leases to airlines in Africa. Under the leadership of CEO Peter Annear, the company has evolved from operating a Piper Cherokee in 1992, to operating a fleet of Boeing 737-300s. Today, we present our fleet of seven 737-300s with pride. Each aircraft can be tailored to the needs of our client by configuring the seating to all economy or a combination of economy and business class. The aircraft are equipped with steps. We also offer a complete aircraft branding solution to customers who would like to achieve consistency between their fleet and leased aircraft Star Air’s services include: • Wet leasing of aircraft • Dry leasing of aircraft
Industry Update R eport : O wen H eckrath
AIR FRANCE OPPOSES
ECO-TAX
The Eco Tax will affect Air France more severely as 50 percent of its flights are operated out of France.
France recently joined a growing list of European countries to impose an environmental tax on airline tickets, a move that Air France said will represent an additional cost of more than €60 million per year.
“THIS new tax would significantly
penalize Air France’s competitiveness, at a time when the company needs to strengthen its investment capacity to more rapidly reduce its environmental footprint, notably as part of its fleet renewal policy,” said a spokesperson from France’s largest airline. Moreover, the Paris-based operator pointed out, Air France has been contributing to the European Union’s Emissions Trading Scheme (ETS) since 2012 and will contribute to ICAO’s CORSIA scheme for international flights as from 2021. It estimates that the cost for offsetting CO2 under CORSIA and buying carbon allowances for the CO2 emitted on intraEuropean Economic Area (EEA) flights under the ETS will amount to €200 million
in 2025 for the Air France-KLM Group. Air France group — which comprises Air France, its regional subsidiary HOP! Air France and Transavia — “is committed alongside all the industry players to reducing its CO2 emissions by 50 percent by 2050, in accordance with the Paris climate agreement objective,” the company stressed. France’s transport minister Elisabeth Borne, however, advocated the introduction of the eco-levy because there is a “feeling of injustice among our citizens regarding the taxation of airline transport.” France, she explained, committed to an EU-wide taxation on air transport “but there is urgency. Also, we have decided like other countries to introduce a progressive eco-
contribution.” (The Netherlands in May published a legislative proposal introducing an aviation tax on flights leaving the country). The new eco-aviation tax will raise €182 million annually and proceeds will be spent on improving infrastructure for more environmental modes of transport like rail, she said. This also did not go down well with Air France, which contended the funds should be used to support the implementation of sustainable biofuel industries or disruptive innovations in the air transport sector. The levy, which is due to come into force next year, will apply to all airlines flying out of France but it will affect Air France more severely as 50 percent of its flights are operated out of France.
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Airline Ops O wen H eckrath
FROM WD-1 TO ONEWORLD ALLIANCE (100 Years of British Airways)
The first commercial airline flight between London and Paris took 2.5 hours.
On August 25, 1919, Aircraft Transport and Travel Limited (AT&T) launched the world’s first daily international scheduled air service between London and Paris. Through fortuitous, tenuous and often obscure mergers, links and manoeuvres over the past 100 years, the resulting airline now operates to over 180 destinations with a fleet of more than 270 aircraft.
T
HAT first two and a half hour flight 100 years ago not only established the world’s first charted airway (WD1), it also set the technology stage for the airline. The Airco DH 16 was, at the time, a leading edge aircraft for passenger comfort and in subsequent years, ‘leading edge’ technology characterised much of the airline’s mission. MERGERS AND ACQUISITIONS As with many fledgling airline
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operators shortly after the great war, AT&T were always operated on very slim margins, despite adding Amsterdam and Cologne to their destinations. They were ripe for a take-over which wasn’t long in coming. In 1921, another airline, Daimler Airways International, purchased AT&T’s assets. The airline was then based out of Croydon Airfield south of London, operating six de Havilland DH.34 aircraft. New routes opened to Brussels and Amsterdam but the various British airline companies struggled without government support while across the
Channel continental competitors received generous help from their governments. And in 1921 all British airlines ceased operations due to the subsidised European competition. Soon after the shutdown, a temporary government subsidy was granted, enabling British air services to restart and a Civil Air Transport Subsidies Committee was appointed under Sir Herbert Hambling ‘To consider the present working of crosschannel subsidies and to advise on the best method of subsidising air transport in the future.’ The government implemented the
recommendations of the Hambling Committee and Imperial Airways was incorporated in 1924 as the “chosen instrument” of the British government with the mission of developing British commercial air transport on an economic basis. The new airline was formed out of and took over the fleets of Instone Airlines Limited, Daimler Airways, Handley Page Transport Limited and British Marine Air Navigation Co in a rather rancorous hostile merger. Based at Croydon Airport, Imperial Airways would receive a government subsidy of £1m spread over ten years on the basis that they would develop routes to the British Empire – South Africa, India and ultimately Australia – particularly for the carriage of mail. The initial fleet was three Handley Page W.8bs, two Supermarine Sea Eagles, one Vickers Vimy Commercial and seven DH34s. These aircraft were used to develop the European routes to Paris, Zurich, Basle, Amsterdam, Hanover and Berlin. But the aging technology left Imperial Airways open to competition which very quickly established itself. A number of smaller UK air transport companies had started flights to various continental destinations already serviced by Imperial Airways and in 1935, they merged to form the original privately-owned British Airways Limited. This became Imperial Airways’ principal UK competitor on European routes. By the mid30s Imperial Airways had the longest route network in the world, but while the routes were the longest, passenger miles were minimal
as the airline prioritised mail carriage on its Empire routes. With increasing competition in its only lucrative area, Europe, Imperial was soon in a non-competitive situation and needing further governmental initiative. Following yet another Government review, Imperial Airways and British Airways were nationalised in 1939 to form British Overseas Airways Corporation (BOAC). BOAC is to many, the first recognisable form of British Airways as it was also the first time when the now instantly recognisable BA ‘Speedbird’ was prominently incorporated into the livery of the aircraft. The Speedbird logo was, in fact, already part of the livery of Imperial Airways, but never reached prominence there. BOAC quickly expanded and introduced services to New York in 1946, Japan in 1948, Chicago in 1954 and the west coast of the United States in 1957. Continental European and domestic flights were flown by a new airline, British European Airways (BEA) from 1946 who developed a domestic network to various points in the United Kingdom, including Belfast, Edinburgh, Glasgow and Manchester. From 1946 until 1960, BOAC and BEA were the principal British operators of scheduled international passenger and cargo services and they preserved Britain’s pioneering role in the industry. Additional airlines began to pass into BEA’s ownership and in 1967, the Government recommended a holding board be responsible for
Imperial Airways Routes reached the Empire mainly for carrying mail.
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Peter Scharkowski
BOAC and BEA, with the establishment of a second operate the supersonic Aerospatiale-BAC airliner. force airline. This resulted in British Caledonian Simultaneously with Air France, BA inaugurated being born in 1970. the world’s first supersonic passenger service, a Two years later, the businesses of BOAC and daily service between Heathrow and New York BEA were combined under the newly formed British which became one of the airline’s hallmarks. Airways Board, with the separate airlines coming together as British Airways in 1974. In July 1979, the Government announced its A BEA Viscount, the first turboprop to enter commercial service. intention to sell shares in British Airways and in February 1987 British Airways was privatised. ‘The world’s favourite airline’ as we know it today was finally crystallised out of a series of takeovers, mergers, government intervention, and subsidisation. In September 1998, British Airways, along with American Airlines, Cathay Pacific, Qantas, and Canadian Airlines, formed the Oneworld airline alliance. LEADING EDGE TECHNOLOGY The various component companies that constitute the British Airways DNA have always been leading edge, either in passenger amenities or in aircraft technology. Examples of this are that in 1922, Instone introduced uniforms for pilots and staff, believed to be the first airline service uniforms and in the same year Daimler Airways began operations from Croydon to Paris using ‘cabin boys’ on their aircraft. Also, British Airways introduced ‘Club Class,’ a separate premium cabin with numerous amenities in October 1978 as a means of distinguishing full-fare business travellers and many airlines quickly followed suit. But it is in the realm of the aircraft that British Airways and its predecessors have truly distinguished themselves as being leading edge. On 2 May 1952, BOAC became the world’s first airline to operate jet airliners; the inaugural flight with the de Havilland Comet 1 was from London to Johannesburg. This began a series of “firsts” many of which were never emulated by competitors. In 1976, British Airways commenced flying Concorde, making it one of two airlines to own and
John Krepp
The BOAC livery was the first time the Speedbird was prominent.
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Other aircraft such as the super-quiet VC10 which was so silent in its passenger cabin that white noise needed to be played through the intercom system to allow passengers to have a private conversation. Or BEA’s Viscount, the first ever turboprop-powered airliner to be entered into commercial service in 1953, the list is extensive as well as being impressive. But, ultimately, the measure for any airline has got to be its ability to sustain operations in the face of competition, economic conditions and travel adversity. And with a century-long record of being able to rise stronger from adversity, the multicompany, multi-franchise group that is currently labelled British Airways has another 100 years for which to plan.
SA Flyer 2018|10
AIRCRAFT INTERIORS & EXTERIORS
CAA No AMO 620
Tel: (011) 659-1962 Cell: 076 810 9751 Fax: (011) 659-1964 Email: francois@aircraftcompletions.co.za Hangar 107 C and D, Gate 13, Lanseria Airport
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Feature R eport : R on W heeldon
MARTIN-BAKER EJECTION SEATS IN WARBIRDS Many of us saw the horrific images which showed a UK-based Hawker Hunter erupting into a fireball as it snuffed out the lives of 11 people who happened to be driving past Shoreham Airport in 2016. I was amazed the pilot survived.
H
OW did he survive? Well it seems his Martin Baker Mk 4H seat actuated on impact: the canopy is visible departing the aircraft in the one shot and pilot and seat were deposited in trees near the crash. What is clear is that he was extremely lucky to survive, although he might not have enjoyed his subsequent prosecution (which ultimately acquitted him of manslaughter). Listening to speculation about the accident and whether or not he had ejected, I realised that ejection seats, especially the legacy systems in ‘warbirds’ are little understood. One of the sad co0nsequences is that many otherwise totally airworthy early jet fighters have been grounded because of lack of knowledge about their ejection seats. A case in point is the SAAF Museum’s beautiful F-86 Sabre. I have operated a pair of Hawker Hunters fitted with ejection seats for some 22 years. The escape systems in Hunters and similar long superseded military aircraft are first or second generation ejection seats. The new ones in combat aircraft coming off the
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production lines today are vastly superior. It is like comparing an Aston Martin DB4 with a Tesla 100S. The DB4 was groundbreaking and spectacular in its day, and still goes very nicely if well maintained – but has nothing like the performance or technical ability of the Tesla. The Tesla will be romping off into the middle distance while the Aston is still getting off the line. The piston-engine warbirds are not fitted with ‘pyrotechnic escape systems’ so exit in an emergency relies, as it did 80 years ago, on the pilot’s ability to climb out. What is clear is that the key to successfully leaving an aeroplane that has resolved to kill its pilot is a matter of practice and wearing a parachute. It can be achieved at remarkably low level by a practised pilot. South African Nigel Hopkins successfully bailed out of his MX2 aerobatic mount after it had lost a wing at 300 ft and British warbird pilot Rob Davies bailed out of a P-51 Mustang at Duxford in 2011 following a collision with a Skyraider. In his words: ‘I was shocked I’d been hit by another member of my formation – it never happens. I tried to straighten the plane and head towards open farmland, hoping I
could ‘belly land’ it, but it was going down fast. Ideally, you shouldn’t use a parachute below 1,000ft, but at around 500ft I realised I wouldn’t be able to save the plane and I had to concentrate on saving myself. I made it out at around 250ft. I was conscious not to tug the release ring on the way out – I could have become snagged on the plane and towed with it into the ground. Instead, I pushed myself out of the cockpit, colliding with the tail. As I bounced over it and cleared the plane, I pulled the cord. I felt no fear as I fell – during these crucial seconds, my training kicked in, and every part of me was concentrated on my survival.’ The arrival of jet fighters made such manual escape all but impossible and so ejection seats became a necessity. The first and second generation seats rely on ‘power cartridges’ which are essentially large calibre ‘blank shells’ similar to cartridges used to launch rifle grenades. They are made of brass, they have a primer (like rifle or pistol ammunition) and are filled with ‘gunpowder’ – or, to be more accurate, a smokeless nitro-cellulose propellant like modern small arms ammunition. These are the classic ‘bang seats’ and it was like sitting
Sunday Mirror
The Shoreham Hunter crash focused attention on aging ejection seats.
on top of a bomb going off. They almost instantaneously propel the seat (and the pilot) from zero to 60 ft/s. This was achieved with a large charge – like an artillery shell – to give the pilot a huge boot under the backside, but the limits of the acceleration a human body can withstand were quickly reached – and exceeded. The seat in the MiG-15 was reputed to a reliable means of turning a pilot into a paraplegic in a nanosecond! Martin Baker pioneered the phased acceleration seat where a series of smaller cartridges fire in a sequence to use the length of the seat rail for a more gradual acceleration. But it was still brutal with peak acceleration exceeding 20 G – up to 27 G on some seats. The mean value for the Hunter’s MB Mk 4H seat was 22 G. This accelerated the seat to 80 ft/sec which allowed for ‘0-90 ft’ seats where a successful ejection could be initiated on the ground, as long as there was at least 90 knots forward speed. The later Hawker Hunter single seaters used the Mk 3 seat from this range, as did the Vulcan, Swift, Canberra and many others. The two seat Hunters, in common with the Mirage series of aircraft, Lightnings and suchlike standardised on the Mk 4 seat which was a lighter Mk 3. The version sold to the USA was the Mk 5. A further improved version of the Mk 4, the Mk 6, found its way into MB 326 ‘Impala’ and similar aircraft. However, the higher velocity catapults on these seats resulted in an increase of vertebrae injury from 10% to 35%. But rather a compressed back than dead. The record of these seats in saving lives is remarkable – the Martin Baker Mk 4 seat had a 96% survival rate. However, for combat aircraft, cartridge operated ‘bang’ seats are now as obsolete as the aircraft to which they were fitted. Air Force of Zimbabwe pilots started refusing to fly their Hunters after one of
their colleagues was killed in a 1994 accident and – even a decade before – RAF voices had been raised about risking pilot’s lives in Hunters due to their ‘outmoded’ escape systems. So the seats have evolved – a long way. Watching the miraculous escapes of the Russian MiG-29 pilots, first at the Paris air show in 1989 and then after the collision at Fairford in 1993 (thanks to the then almost miraculous Zvezda K-36 seat) and the many more recent escapes from a range of current aircraft (such as the CF-18 in Canada, and the Thunderbirds F-16 in the USA, for example) has caused the public mind to expect the seat to extract the pilot from almost any circumstance. However, the performance of 30 year-old rocket assisted systems is no guide to the performance of the almost 60 year old Martin Baker Mk4H seat in a Hunter T Mk 7. One little understood aspect of any ejection seat, but especially a cartridge seat, is that even a moderate rate of descent of the aircraft will make a low-level ejection impossible, especially with a downward vector. An aircraft dropping at say 5000 fpm will defeat the ability of the seat to get the pilot high enough for his parachute to deploy. The pilot’s notes are cryptic on the subject, but it makes for an interesting study. Generally, the delay between the pilot firing the ejection seat and the main parachute deploying, allowing 1 second for canopy jettison, is 3.5 – 4.5 seconds. With the Martin Baker Mk4H seat as fitted to two-seat Hunters, an 80 feet per second (fps) gun is fitted. To ease the calculation I am going to optimistically assume a seat that would produce 100 fps. If the aircraft is in a 30 degree dive at 240 knots, two things happen: Firstly, the seat will exit the aircraft at an angle below the vertical, reducing the lift from 100 fps
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to around 87 fps. Secondly, the aircraft will be descending at roughly 200 fps, so the nett vector of the seat is 113 fps downward. This means that, with a 3.5 second deployment time, the parachute will open 400 feet below ejection altitude. The aircraft being in a dive also has a negative effect on the pilot’s posture, so it would be preferable (assuming the pilot still has control) to zoom the aircraft before initiating ejection. An aircraft vectored up at just a 10 degree climb, even if it lost speed to 120 knots, would result in the parachute deploying 250 feet above initiation altitude.
actuated seats are still very good, as long as their limitations are not exceeded. All of those still in use have the later 80m/s main gun and the Mk4H has two sets of booster cartridges that fire in sequence as the seat moves up the rail for a sustained acceleration which does not rely on a single big bang. Over 96% of ejections with these seats were successful. Nonetheless, the 22G acceleration makes injury a far higher risk than with modern seats with rocket systems. Still, use your Mk 4H seat within its parameters and with the proper posture and you ought to be safe. Unfortunately,
those manufacturers as coy as that girl you fancied at school (but who did not fancy you). They are forever ‘washing their hair’. Ask me, I know. Martin Baker did give support to its products through a UK company named SES Ltd, but abruptly terminated that support some two years ago. Pretoria Metal Pressings (‘PMP’) has the capability to support the seats as far as pyrotechnics are concerned, specifically cartridges for the Mk 3 and Mk 4 seats, but decline to make cartridges without specific permission from Martin Baker. I have been trying to buy a set
MBA
An early test of a Martin Baker ejection seat from a Gloster Meteor.
Later ejection seats – starting with some models of the MB Mk 6 – adopted rocket packs to sustain acceleration beyond the seat rail and allow slower acceleration with less strain on the pilot’s body. Rocket packs also allowed seats to become ‘0 – 0’ which allow an ejection from a stopped aircraft on a runway. The latest seats have computer controlled vectored thrust which senses orientation of the seat and applies thrust so as to optimise the outcome. The older Martin Baker cartridge
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these wonderful escape systems need maintenance and – every now and then – new pyrotechnics. You would think there must be hundreds of ex-military ejection seat technicians who will be happy to earn an extra crust doing maintenance. And naturally the makers of the cartridges will be delighted to have a slightly larger market given the rapidly dwindling numbers of aircraft operated by air forces. But you would be incorrect. The spectre of ‘liability’ makes
for my Mk 58 Hunter for two years now, and they no longer bother to answer me. Why not fly with the older cartridges? The problem is that the civil aviation authorities around the world stick to the manufacturer’s recommendations. MartinBaker specified, in their Mk 2, 3 & 4 seats that the cartridges have an installed life of just two years, and a shelf life of six years. Those of you who are familiar with firearms and ammunition will be aware that ‘old’ ammunition is not considered reliable and
it is therefore unwise to rely upon it if your life depends on it. By ‘old’ ammunition, most ammunition manufacturers mean ten years old, but military ammunition storage protocols can mean 20 years or even longer – up to 50 years. Modern ejector seat propellants can be single base, double base or triple base. Single base propellant, or nitrocellulose is a mature technology and modern propellants of this type, if properly stored in a cool and dry environment, can be expected to function perfectly well for around 50 years after manufacture. Double base propellant is less stable and generally last about 20 years. It’s interesting that cartridges for some US manufactured seats such as the North American seat in my Buckeye T-2, have an installed life of 18 years. This is much more realistic than the UK Martin Baker standard of two years installed, which may have been justified when Hunters and the like stood out in the sun in the Middle East at coastal locations with cockpit temperatures through the roof and high humidity. In the context of pampered warbirds parked in hangars, it is entirely different and a shelf life (or installed life since there is little difference) of 20 years would make sense. Not content to guess, a friend of mine then in charge of maintenance at Thunder City, Barry Pover, managed to persuade someone at PMP to test six old cartridges that had not been well stored and the youngest of which was 15 years’ old. It was expected that these cartridges would demonstrate seriously degraded capability when tested. Yet all of them passed the tests within the acceptable range for new cartridges. I have tried to have PMP repeat the exercise, but the company declines – instead I was met with the mantra about the
DECIDE WHETHER POSSIBLE DEATH THROUGH SEAT MALFUNCTION TRUMPS CERTAIN DEATH BY STAYING WITH THE AIRCRAFT product being time expired after six years on the shelf. This, it appears, is an arbitrary number not supported by the science. CONCLUSION. Flying old fighter aircraft is a relatively dangerous sport – it is not ridiculously dangerous - like playing Russian roulette or ‘proximity’ flying wing suits close to chunks of rock that look good in YouTube vids. The aircraft are reliable if properly serviced and flown with ordinary caution. It is probably on a par, in the danger stakes, with playing rugby or polo, or modern motor racing. If something drastic does go wrong on a jet warbird especially in a critical phase of flight – just after getting airborne for example – then having a live ejection seat
will quite probably save your life. It might also maim you or even kill you, but you are still better off – probably – than staying with the aircraft. A reasonably wellmaintained seat will work, even with 20 year old cartridges. However in today’s litigious society the manufacturers do not want to support the seats lest they get sued. It should therefore if necessary, even be legislated that the risk of using the seat is entirely that of the person electing to use it. He or she can then decide whether possible death through seat malfunction trumps certain death by staying with the aircraft. As the person most intimately affected, it seems to make more sense that the choice be in the user’s hands, rather than a bureaucrat!
Modern ejection seats use slower burn rockets to achieve 0-0 performance rather than back-breaking explosions.
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BACKPAGE DIRECTORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za AES (Johannesburg) Danie van Wyk 011 701 3200 office@aeroelectrical.co.za www.aeroelectrical.co.za
Atlas Aviation Lubricants Steve Cloete 011 917 4220 Fax: 011 917 2100 Sales.aviation@atlasoil.co.za www.atlasoil.africa
C. W. Price & Co Kelvin L. Price 011 805 4720 cwp@cwprice.co.za www.cwprice.co.za ATNS Percy Morokane Dart Aeronautical 011 607 1234 Jaco Kelly percymo@atns.co.za 011 827 8204 www.atns.com dartaero@mweb.co.za Aviation Direct Dart Aircraft Electrical Andrea Antel Mathew Joubert 011 465 2669 011 827 0371 info@aviationdirect.co.za Dartaircraftelectrical@gmail.com www.aviationdirect.co.za www.dartaero.co.za Avtech Aircraft Services Riekert Stroh 082 555 2808 / 082 749 9256 avtech1208@gmail.com BAC Aviation AMO 115 Micky Joss 035 797 3610 monicad@bacmaintenance.co.za Blackhawk Africa Cisca de Lange 083 514 8532 cisca@blackhawk.aero www.blackhawk.aero
DJA Aviation Insurance 011 464 5550 0800Flying mail@dja-aviation.co.za www.dja-aviation.co.za Dynamic Propellers Andries Visser 011 824 5057 082 445 4456 andries@dynamicpropeller.co.za www.dynamicpropellers.co.za
Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za www.ppg.co.za Foster Aero International Dudley Foster 011 659 2533 info@fosteraero.co.za www.fosteraero.co.za
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Gryphon Flight Academy Aerocore Jeffrey Von Holdt Jacques Podde 011 701 2600 082 565 2330 info@gryphonflight.co.za jacques@aerocore.co.za www.gryphonflight.co.za www.aerocore.co.za Eagle Aviation Helicopter Division Guardian Air Tamryn van Staden Aero Engineering & PowerPlant 011 701 3011 082 657 6414 Andre Labuschagne 082 521 2394 Blue Chip Flight School tamryn@eaglehelicopter.co.za 012 543 0948 ops@guardianair.co.za Henk Kraaij www.eaglehelicopter.co.za aeroeng@iafrica.com www.guardianair.co.za 012 543 3050 bluechip@bluechip-avia.co.za Eagle Flight Academy Aero Services (Pty) Ltd Heli-Afrique cc www.bluechipflightschool.co.za Mr D. J. Lubbe Chris Scott Tino Conceicao 082 557 6429 011 395 3587 083 458 2172 Border Aviation Club & Flight School training@eagleflight.co.za chris@aeroservices.co.za tino.conceicao@heli-afrique.co.za Liz Gous www.eagleflight.co.za www.aeroservices.co.za 043 736 6181 Henley Air admin@borderaviation.co.za Elite Aviation Academy Aeronav Academy www.borderaviation.co.za Andre Coetzee Jacques Podde Donald O’Connor 011 827 5503 082 565 2330 011 701 3862 andre@henleyair.co.za Breytech Aviation cc info@eliteaa.co.za info@aeronav.co.za www.henleyair.co.za 012 567 3139 www.eliteaa.co.za www.aeronav.co.za Willie Breytenbach Hover Dynamics admin@breytech.co.za Emperor Aviation Aerotric (Pty) Ltd Phillip Cope Paul Sankey Richard Small 074 231 2964 Bundu Aviation 082 497 1701 / 011 824 5683 083 488 4535 info@hover.co.za Phillip Cronje paul@emperoraviation.co.za aerotric@aol.com www.hover.co.za 083 485 2427 www.emperoraviation.co.za info@bunduaviation.co.za Aircraft Assembly and Upholstery Centre Indigo Helicopters www.bunduaviation.co.za Enstrom/MD Helicopters Tony/Siggi Bailes Gerhard Kleynhans Andrew Widdall 082 552 6467 082 927 4031 / 086 528 4234 Celeste Sani Pak & Inflight Products 011 397 6260 anthony@rvaircraft.co.za veroeschka@indigohelicopters.co.za Steve Harris aerosa@safomar.co.za www.rvaircraft.co.za www.indigohelicopters.co.za 011 452 2456 www.safomar.co.za admin@chemline.co.za Aircraft Finance Corporation IndigoSat South Africa - Aircraft Tracking www.chemline.co.za Era Flug Flight Training Jaco Pietersen Gareth Willers Pierre Le Riche +27 [0]82 672 2262 08600 22 121 Cape Aircraft Interiors 021 934 7431 jaco@airfincorp.co.za sales@indigosat.co.za Sarel Schutte info@era-flug.com www.airfincorp.co.za www.indigosat.co.za 021 934 9499 www.era-flug.com michael@wcaeromarine.co.za Aircraft Maintenance International Integrated Avionic Solutions www.zscai.co.za Execujet Africa Pine Pienaar Gert van Niekerk 011 516 2300 083 305 0605 082 831 5032 Cape Town Flying Club enquiries@execujet.co.za gm@aminternational.co.za gert@iasafrica.co.za Beverley Combrink www.execujet.com www.iasafrica.co.za 021 934 0257 / 082 821 9013 Aircraft Maintenance International info@capetownflyingclub.co.za Federal Air Wonderboom International Flight Clearances www.@capetownflyingclub.co.za Nick Lloyd-Roberts Thomas Nel Steve Wright 011 395 9000 082 444 7996 076 983 1089 (24 Hrs) Cape Town Flight Training Centre shuttle@fedair.com admin@aminternational.co.za flightops@flyifc.co.za Oraya Laemkaew www.fedair.com www.flyifc.co.za 021 976 7053/084 440 7922 Air Line Pilots’ Association admin@cape-town-flying.co.za Ferry Flights int.inc. Sonia Ferreira Investment Aircraft www.cape-town-flying.co.za Michael (Mick) Schittenhelm 011 394 5310 Quinton Warne 082 442 6239 alpagm@iafrica.com 082 806 5193 Capital Air ferryflights@ferry-flights.com www.alpa.co.za aviation@lantic.net Micaella Vinagre www.ferry-flights.com www.investmentaircraft.com 011 827 0335 Airshift Aircraft Sales micaella@capitalairsa.com Fireblade Aviation Eugene du Plessis Jabiru Aircraft www.capitalairsa.com 010 595 3920 082 800 3094 Len Alford info@firebladeaviation.com eugene@airshift.co.za 044 876 9991 / 044 876 9993 Century Avionics cc www.firebladeaviation.com www.airshift.co.za info@jabiru.co.za Carin van Zyl www.jabiru.co.za 011 701 3244 Flight Training College Airvan Africa sales@centuryavionics.co.za Cornell Morton Patrick Hanly Jim Davis Books www.centuryavionics.co.za 044 876 9055 082 565 8864 Jim Davis ftc@flighttrainning.co.za airvan@border.co.za 072 188 6484 Chemetall www.flighttraining.co.za www.airvan.co.za jim@border.co.za Wayne Claassens www.jimdavis.co.za 011 914 2500 Flight Training Services Algoa Flying Club wayne.claassens@basf.com Amanda Pearce Sharon Mugridge Joc Air T/A The Propeller Shop www.chemetall.com 011 805 9015/6 041 581 3274 Aiden O’Mahony amanda@fts.co.za info@algoafc.co.za 011 701 3114 Chem-Line Aviation & Celeste Products www.fts.co.za www.algoafc.co.za jocprop@iafrica.com Steve Harris 011 452 2456 Flightsure Aviation Brokers Alpi Aviation SA Kishugu Aviation sales@chemline.co.za Mandy Coetzer Dale De Klerk +27 13 741 6400 www.chemline.co.za 011 805 1884 082 556 3592 comms@kishugu.com mandy@flightsure.co.za dale@alpiaviation.co.za www.kishugu.com/kishugu-aviation Comporob Composite Repair & www.flightsure.co.za www.alpiaviation.co.za Manufacture Kit Planes for Africa Felix Robertson Fly Jetstream Aviation Apco (Ptyd) Ltd Stefan Coetzee 072 940 4447 Henk Kraaij Tony/Henk 013 793 7013 083 265 3602 083 279 7853 012 5213 0775 info@saplanes.co.za comporob@lantic.net charter@flyjetstream.co.za support@apcosa.co.za www.saplanes.co.za www.comporob.co.za www.flyjetstream.co.za www.apcosa.co.za Kzn Aviation (Pty) Ltd Corporate-Aviators/Affordable Jet Sales Flying Frontiers Aref Avionics Melanie Jordaan Mike Helm Craig Lang Hannes Roodt 031 564 6215 082 442 6239 082 459 0760 082 462 2724 mel@kznaviation.co.za corporate-aviators@iafrica.com CraigL@fairfield.co.za arefavionics@border.co.za www.kznaviation.co.za www.corporate-aviators.com www.flyingfrontiers.com
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North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Gavin Brown Orsmond Aviation 031 202 5703 058 303 5261 info@landingeyes.co.za info@orsmondaviation.co.za www.landingeyes.com www.orsmondaviation.co.za Lanseria Aircraft Interiors Owenair (Pty) Ltd Francois Denton Clive Skinner 011 659 1962 / 076 810 9751 082 923 9580 francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.owenwair.co.za Lanseria International Airport Mike Christoph Pacair 011 367 0300 Wayne Bond mikec@lanseria.co.za 033 386 6027 www.lanseria.co.za pacair@telkomsa.net
Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za
U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za
Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com
United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com
Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za
Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com
Precision Aviation Services Pieter Hulleman 012 543 0371 riks@pasaviation.co.za www.pasaviation.co.za
Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na
Precision Aviation Training Academy Johan Odendaal 012 543 0372 / 082 553 4413 johan@pasaviation.co.za www.patahelicopters.co.za PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za
Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com
Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com
Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za
PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com
Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za
Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za
Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za Loutzavia Charters Henry Miles 012 567 3873 charters@loutzavia.co.za www.loutzavia.co.za Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com
SIM Aerotraining (Pty) Ltd 011 395 1326 Keith Roseveare keithr@simaero.co.za www.sim.aero
Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za
Skyhorse Aviation Tamarin Bond 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za
Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za
Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com
Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za
Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com
Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com
Starlite Aviation Training Academy Enquiries Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com
Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za
SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical
Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za
Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za
SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za
Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za
Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com
SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com
Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za
Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com
MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za
Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com
The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shopsa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022
stoffel@trioavi.co.za/frans@trioavi.co.za
www.trioavi.co.za Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za
Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za
FlightCom Magazine
64
Industry Update R eport : O wen H eckrath
GATWICK FLIGHTS SUSPENDED Gatwick(LGW), the second busiest airport in the U.K. after London-Heathrow (LHR) has recently been experiencing “traffic technology” woes. First was the delays and flight cancellations caused by unauthorised drones operating over the airfield last December and now it’s the traffic control systems that are causing the delays.
A
LL flights at London Gatwick Airport were suspended after problems arose with the airport’s air traffic control systems recently. It has been reported that the issue stemmed from tower computer systems. A total of 26 flights were diverted during the two-hour outage, with an estimated 95 flights cancelled and 298 delayed. The system failure occurred at
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approximately 17h00 local time. “Due to an air traffic control systems issue in Gatwick’s control tower, flights are currently suspended,” airport authorities said in a statement during the outage. “We are working with ANS, our air traffic control provider, to rectify this issue as quickly as possible.” After the airport reopened, authorities cautioned passengers to expect delays and further cancellations
throughout the evening. While the airport said it was planning to operate a full flight schedule the following day, delays were still being reported.
BELOW: Gatwick is the UK's second busiest airport.