May 2010 covers_Covers.qxd - World Airnews
May 2010 covers_Covers.qxd - World Airnews
May 2010 covers_Covers.qxd - World Airnews
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Volume 38, No 3 Q Q <strong>May</strong> <strong>2010</strong><br />
South Africa: R30,00 (inc VAT),<br />
Other countries in Southern<br />
Africa: R26,32 (ex Tax)<br />
Malawi: K200. East Africa:<br />
Ksh 320.<br />
AFRICA’S JOURNAL FOR THE DISCERNING AVIATION PROFESSIONAL<br />
HURRICANE EXPERIENCE<br />
SOLAR IMPULSE FLIES-<br />
FRENCH “BUSHMAN”<br />
CAR-CUM-PLANE<br />
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Incorporating Wings over Africa & African Air Transport
YOUR FLIGHT DEPARTMENT IS<br />
PRESSURED TO DO MORE FOR LESS?<br />
Go figure.<br />
Increased fiscal scrutiny. Heightened environmental awareness. There’s never been a stronger<br />
mandate for efficiency in your flight operation. Or a better time to calculate the advantage of<br />
a turbine-powered PC12 NG. Versatility, for example. The capacity to transport eight executives<br />
in cabin class comfort. Even to remote airports. Or to carry the whole trade show team plus the<br />
exhibit as well. All with much lower fuel consumption and CO2 emissions than you would experience<br />
with a jet. Call us to figure out how a PC12 NG can heighten efficiency. While lowering costs.<br />
Pilatus PC-12 Centre (Pty) Ltd,<br />
Hangar 16, Rand Airport, Germiston.<br />
Tel: 011 383 0800, Fax: 011 824 0884<br />
Raymond Steyn 082 652 3439<br />
Tim Webster 083 251 0318<br />
Gerry Wyss 082 318 5089<br />
PC-12 NG<br />
DO THE<br />
MATH
Official journal of:-<br />
Commercial Aviation Association of Southern Africa,<br />
The Airlines Association of SA, The Association of SA Aircraft Traders, Association of<br />
Training Organisations of SA, Aerodromes & Airports Association of SA,<br />
Association of Aviation Maintenance Organisations,<br />
SA Society of Aerospace & Environmental Medicine, Helicopter Association of Southern<br />
Africa, Aircraft Owners & Pilots’ Association of SA, Airside Operators’<br />
Association of SA, and SA Aerial Applicators Association.<br />
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PUBLISHER<br />
TCE Publications<br />
MANAGING EDITOR<br />
Tom Chalmers<br />
tom@airnews.co.za<br />
ASSOCIATE EDITOR<br />
Joan Chalmers<br />
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MARKETING<br />
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EUROPEAN EDITOR<br />
Don Parry<br />
don.parry@talk21.com<br />
US EDITOR<br />
Ed Hirsch<br />
ed.hirsch@iamgrp.com<br />
PROPRIETORS &<br />
PUBLISHERS<br />
Tom Chalmers Enterprises<br />
T/A: TCE Publications.<br />
PRINTERS<br />
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SOUTH AFRICA<br />
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Northway, 4065.<br />
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Fax +27(0)31563 7115<br />
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Western Cape<br />
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PO Box 23705,<br />
Claremont 7735<br />
Tel +27(0)21 685 3838<br />
Fax +27(0)21 685 3852<br />
AUSTRALASIA<br />
Henry Krug,<br />
28 Archbold Road, Roseville<br />
N.S.W. Australia 2069.<br />
Tel +61 (0)2 99242940<br />
Fax +61 (0)2 99242941<br />
hekrug@optusnet.com.au<br />
BRITAIN & EUROPE<br />
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Sally Cole. PO Box 4421<br />
Henley-on-Thames<br />
RG9 5ZJ England<br />
Tel +44 (0)1491 628000<br />
Fax +44 (0)1491 628044<br />
brian@bspmedia.com or<br />
sally@bspmedia.com<br />
DRC<br />
Collin Matshitshi<br />
BP 170 Kinshasa 24<br />
Tel +243 9929563<br />
matshitshikhoy@yahoo.fr.<br />
GABON<br />
Avirex. Ernest M. Masiala<br />
Aeroport Leon MBA<br />
PO Box 9900, Libreville<br />
Tel +241 313308<br />
masiala.m@voila.fr<br />
KENYA<br />
Kauli Mwembe<br />
Box 10810-00400, Nairobi.<br />
Tel +254 20 2230086<br />
Fax +254 20 2230060<br />
kauli@vivi.co.ke<br />
POLAND<br />
Maciej Stanecki, A1.1000lecia<br />
14/33, 05-820 Piastow.<br />
staneckim@yahoo.com<br />
MALAWI<br />
Frank Jomo, Abwenzi Transport,<br />
Box 3074 Blantyre.<br />
Tel: +265 9220911<br />
fjomo@yahoo.com<br />
MALTA<br />
Chris Cauchi, St. George Bay,<br />
St. Julians STJ 3313.<br />
Cell: 00356 9928 2208.<br />
MOZAMBIQUE<br />
Wahab Import & Export<br />
(Muhammed Wahab)<br />
Av. 24 de Julho 3051,<br />
Maputo.<br />
Tel +258 84 3335550<br />
ceoaam@yahoo.com<br />
NAMIBIA<br />
Dr. Andreas Vogt<br />
PO Box 24241, Windhoek.<br />
Tel +264 61224435<br />
ifoxta@iway.na<br />
NIGERIA<br />
Fred Latimore, PO Box 4636<br />
M/M Int’l Airport, Ikeja, Lagos<br />
Tel +234 1 742 6349<br />
freddielatimore@yahoo.com<br />
RUSSIA<br />
Laguk Co. ap0p.132 1/15,<br />
Krasnokholmskaya<br />
nab, Moscow, 115172<br />
Tel +74 959 121346<br />
ylarm-lml@mtu-net.ru<br />
TANZANIA<br />
Laura Hartstone<br />
PO Box 16390, Arusha.<br />
Tel +255 783 000 431<br />
lhartstone@gmail.com<br />
UGANDA<br />
Sue O’Connor<br />
PO Box 40295, Kampala<br />
Tel +256 772604286<br />
kevin@imul.com<br />
USA, SOUTH AMERICA &<br />
CANADA<br />
International Aviation<br />
Magazine Group. Ed Hirsch<br />
12901 S.W. 64th Court,<br />
Miami, Florida 33156<br />
Tel (305) 6662055<br />
Fax (305) 6677812<br />
or Lorrie Balding<br />
Tel (305) 6687836<br />
Fax (305) 6687938<br />
ZAMBIA<br />
Isaac Mwesa. PO Box 38573,<br />
Lusaka 10101.<br />
Tel: +260977822207<br />
isaacmwesa2001@yahoo.com<br />
ZIMBABWE<br />
Michael Quintana, 4-12th Ave,<br />
Mabelreign, Harare.<br />
Cell +263 4 2265796<br />
intrepid@mango.zw<br />
REGULAR CONTRIBUTORS<br />
Barry Schiff, Geoffrey Jones,<br />
Bob Grimstead,<br />
Brian Lecomber,<br />
Morné Booij-Liewes<br />
M. Wahab (Mozambique),<br />
Laura Hartstone, (Tanzania),<br />
Frank Jomo (Malawi),<br />
Fred Latimore (Nigeria),<br />
Kauli Mwembe (Kenya)<br />
Collin Matshitshi (DRC)<br />
Sue O’Connor (Uganda)<br />
PLEASE NOTE: Opinions expressed in signed articles or in advertisements<br />
appearing in <strong>World</strong> <strong>Airnews</strong>, are those of the author or advertiser and do not<br />
necessarily reflect those of this journal nor of its publisher. The mention of<br />
specific companies or products in articles or advertisements, does not imply<br />
that they are endorsed or recommended by this journal or its publisher in<br />
preference to others of a similar nature which are not mentioned or advertised.<br />
WORLD COPYRIGHT RESERVED.<br />
PAGE 6<br />
PAGE 34<br />
PAGE 36<br />
PAGE 51<br />
PAGE 65<br />
MAINTENANCE<br />
AVIONICS<br />
CHECKLIST<br />
Flarepath ...................................................................................................................4<br />
Flying the Hawker Hurricane with Howard Cook.......................................................6<br />
Airvan for epic flight.................................................................................................15<br />
Restored DC-7B ready for flight / “First for the F-35” / Late news...........................16<br />
Sixty-six, clickity click, the Robbie goes turbine ......................................................17<br />
First helicopter test flight in Galileo test bed............................................................18<br />
The search for cleaner skies – Don Parry reports..................................................20<br />
Professional flight testing in South Africa – Des Barker comments.........................24<br />
Air Malawi faces liquidation / Kenya Airways rejoins AFRAA..................................28<br />
Seawind enters production......................................................................................29<br />
Works starts on JKIA expansion / Second time lucky for Raptor at RIAT? .............30<br />
Arik Air restructures / A400M testing steps up / New Jetlink hangar.......................32<br />
FIDAE comes out tops despite earthquake.............................................................33<br />
Solar Impulse writes new chapter in aviation history...............................................34<br />
New transcontinental medical evacuation partnership............................................35<br />
Aircraft slinging, NAC style – Mark Mansfield reports .............................................36<br />
IATA halves <strong>2010</strong> loss forecast ...............................................................................39<br />
Kenya Airways plans major turnaround / Alyzair enters African market ..................40<br />
New turbine engine / WAAS/LPV for King Air / Dreams do come true....................42<br />
Ethiopian Airlines’ “Mission <strong>2010</strong>” – Keith Mwanalushi reports ...............................43<br />
CAASA objects to mandatory Lanseria employee security clearance.....................45<br />
ATNS system wins award / AFRAA objects to EU’s “black list”...............................46<br />
Cessna calls for industry unity / Major A order / B777 for Egypt ............................47<br />
Cessna CJ4 gets FAA certification / Plan to safeguard Africa’s airlines ..................48<br />
NATS helps ATNS with <strong>World</strong> Cup / Cessna’s landmark “single”............................50<br />
The French “Bushman” – Geoff Jones reports on the Broussard ...........................51<br />
Brother and sister score one for the record books ..................................................54<br />
Car-cum-plane – What dreams are made of...........................................................57<br />
DC-2 will lead “The Last Flight” of DC-3s/C-47s to Oshkosh..................................59<br />
Plettenberg Bay Airport shock.................................................................................61<br />
From the cockpit: Brain Lecomber’s monthly column .............................................63<br />
Evektor Aerotechnik logs 40 years of aircraft production ........................................65<br />
Malta aviation park development / Nimrod MRA4 “ ready for training”....................67<br />
Dreamliner ultimate load test completed / Pupil Pilot’s course reunion.....................6<br />
African airline news briefs – Morné. Booij-Liewes reports......................................69<br />
The Proficient Pilot: Barry Schiff’s regular column ..................................................71<br />
<strong>World</strong> air news round-up .........................................................................................72<br />
Dassault launches new service strategy / Tool attracts Africa airlines ....................73<br />
Hangar Talk: Apathy rears its ugly head – Again.....................................................74<br />
Check our website, www.airnews.co.za for an<br />
electronic version of this edition.<br />
Specialists in Hawker HS125 series;<br />
King Air series; Caravan 208 series; Learjet; Citation;<br />
G-II/III/IV; Challenger CL600 series & Embraer EMB120 series.<br />
Contact Trevor Van Rooyen<br />
Cell +27 82 886 6005 Email trevor@interjet.aero<br />
Specialists in: RVSM; ACAS II; EGPWS; COM; NAV; XPDR;<br />
CVR; ELT; FMS; HF; RADAR and various other avionics.<br />
We also provide bench repairs on Collins and<br />
Honeywell (BendixKing) avionics, as well as FDR download and readout.<br />
Contact Arno Greeff<br />
Cell +27 82 438 1421 Email arno@interjet.aero<br />
We are a TRACE approved company!<br />
Dedicated Aircraft Maintenance Engineer technical training in the following:<br />
General: Civil Aviation Regulation 1997, all mechanic and avionic general subjects, Human Factors<br />
Airframe: Beechcraft 200, 300/350 and 1900 Series, Caravan C208 Series,<br />
Citation 500 Series, HS 125/BAe 125 Series.<br />
Engines: Garret TFE 731, Pratt & Whitney JT15D Series,<br />
Pratt & Whitney PT6A Series, Rolls Royce Viper 522.<br />
Helicopter: AS330 Puma Series<br />
Contact Lukas Potgieter<br />
Cell: +27 83 228 9711 Email: lukas@interjet.aero<br />
TRAINING<br />
www.interjet.aero<br />
Hangars 6 & 28, Lanseria International Airport<br />
PO Box 508 or 109, Lanseria 1748, South Africa<br />
Tel: +27 11 701 3545 / 3170<br />
Fax: +27 11 659 1672 / 2482<br />
Interjet Maintenance AMO080 - Inter Avionics AMO199 - AMETA ATO018
IF EVER there was a case of gross waste of public money coupled<br />
with an outright failure to comply with “cast in stone”<br />
legislation and an attitude of “we don’t care about anyone<br />
else as long as we are all right”, then the Airports Company<br />
South Africa (ACSA), must surely take the cake over its proposed<br />
handling of the future of the Durban International Airport (DIA).<br />
It has stated on more than one occasion that it is going to decommission<br />
this airport in favour of the new King Shaka Airport<br />
once the <strong>World</strong> Cup Soccer tournament is over. It had originally<br />
planned to close DIA immediately after the opening of King<br />
Shaka on <strong>May</strong> 1, but luckily the SA Air Force pointed out that<br />
DIA was needed to handle fighter aircraft movements during<br />
the <strong>World</strong> Cup which could not be accommodated at King Shaka.<br />
But a strong rumour persists that as soon as DIA is decommissioned,<br />
ACSA “will send in the bulldozers to rip up the runway”<br />
and presumably demolish all the existing buildings to<br />
boot. ACSA may well deny the rumour, but there is no smoke<br />
without fire.<br />
The company is seemingly completely overlooking the millions<br />
and millions of rand of public money it has spent on upgrading<br />
Durban International since it was given the facility on a plate and<br />
at no cost when ACSA was first established.<br />
True, it turned the airport into a modern, very workable and<br />
pleasant facility capable of handling all but perhaps the Airbus<br />
A380 today.<br />
Widening and strengthening the runway and some adjustments<br />
to the terminals to cope with this aircraft would cost a<br />
whole lot less to do than the R7,4-billion ACSA, at the obvious<br />
behest of some politicians, has already spent on the new King<br />
Shaka Airport, which none of the international airlines, and<br />
most of the local ones, did not want anyway.<br />
Then take the millions it spent on the new parkade at DIA.<br />
A cynical question one could ask here is whether this parkade<br />
was built for the convenience of passengers, or in the hope<br />
that it would encourage vehicle manufacturer, Toyota, to buy<br />
the airport for its use after the planned decommissioning?<br />
But Toyota apparently does not want the property, at least<br />
not at the price ACSA is quoting. Neither does Transnet, which<br />
ACSA was hoping would be a second option.<br />
So ACSA’s marketing strategy for the sale of DIA has backfired.<br />
But despite this, it has turned down a joint offer made by South<br />
Africa’s largest private airline company, Comair, and the largest<br />
private airport in the country, Lanseria International Airport, to<br />
buy the property. ACSA said at the time that it did not want DIA<br />
to be used by airlines in competition to King Shaka.<br />
So, as things stand at present, DIA appears to be doomed, at<br />
least if ACSA has its way. But there are many other issues<br />
tangled in this web of intrigue. It is known, for example, that<br />
an American group is keen to invest in DIA to reopen it as a<br />
combination of an “aerospace village” and a general aviation<br />
“City Airport”.<br />
This move follows a suggestion first made by the<br />
Commercial Aviation Association of Southern Africa (CAASA)<br />
that the airport remains open to accommodate all the general<br />
aviation operators at Durban’s current general aviation airport,<br />
Virginia, once their leases expire in 2012.<br />
Not only would this overcome a major problem general<br />
aviation is facing over the future of Virginia, but it would also<br />
4 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
FLAREPATH<br />
solve the problem facing both the South African Air Force and<br />
the South African Police Service’s Air Wing, both of which face<br />
eviction with the closure of DIA. ACSA has “kindly” offered<br />
sites at King Shaka to both services, overlooking the fact that<br />
neither has planned for such a move nor can afford the millions<br />
it would cost to relocate.<br />
This means that the SAAF would have to move its helicopter<br />
operations to another of its bases (Bloemfontein has been<br />
mentioned), with the same applying to the SAPS.<br />
No one in ACSA or in the Department of Transport, ACSA’s<br />
sole shareholder, seems to be the least bit concerned that,<br />
should the SAAF move its helicopters to Bloemfontein, it will<br />
seriously impair the country’s ability to meet its international<br />
obligations to provide an effective search and rescue service as<br />
required by the International Civil Aviation Organisation<br />
(ICAO). If ACSA and the DoT are considering the issue, then<br />
they are keeping very quiet about it.<br />
As mentioned above, ACSA has at least offered alternative<br />
accommodation to the SAAF and SAPS at King Shaka. Not so<br />
general aviation, despite the fact that the new airport has<br />
taken over Virginia’s general flying area which it has used for<br />
more than 43 years and that this has already seriously affected<br />
at least three major helicopter training institutions.<br />
To the contrary, ACSA has flatly stated that there will be no<br />
general aviation operations allowed at the airport (apart from<br />
aircraft landing there for customs and immigration clearances).<br />
This despite the fact that the legislation which governed ACSA’s<br />
formation in the first place, contains a specific clause that the<br />
parastatal cannot “unduly discriminate” against any user wanting<br />
to be based at, or use, any or its airports anywhere in the<br />
country – and that includes general aviation.<br />
This clause is flatly and with an obvious great degree of<br />
determination, ignored by ACSA.<br />
The fact remains, and even ACSA cannot deny this, that a<br />
fully-equipped and functional facility is available to solve many<br />
of the serious questions facing several sectors of the aviation<br />
industry, much needed by the city and its surrounds to boost<br />
tourism, provide jobs and generally follow the route taken by<br />
so many metropolitan areas overseas of having a main and a<br />
subsidiary airport to meet the needs of all.<br />
It already has it, so why throw it away? If it does not want it,<br />
let someone else have it, but do not destroy it!<br />
One suspects that ACSA’S acute fear of competition lies<br />
behind all this. Is the company scared that if competition is<br />
allowed, King Shaka will become the “white elephant” about<br />
which so many have warned?<br />
Decommissioning DIA will be a high price for Durban, its<br />
peoples and the country’s aviation industry to pay as its loss<br />
would destroy the major role it could play in the future development<br />
of the area and the industry.<br />
Then, of course, there is the question of actually destroying<br />
the infrastructure that will cost many more millions the<br />
currently cash-strapped ACSA certainly cannot afford. In the<br />
end it will be another burden for the taxpayer to bear.<br />
All in all, to demolish a perfectly good airport which is still<br />
needed by the aviation industry and, indeed, the public, is a<br />
luxury that South Africa cannot afford.<br />
The bottom line is: STOP ACSA DESTROYING DIA.
Flying the<br />
HAWKER HURRICANE<br />
Hot, heavy and loud<br />
Ever wondered what it would be like to fly the fighter that really<br />
won the Battle of Britain? Howard Cook gets behind the controls.<br />
Keith Wilson took the pictures.<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 7
THE BRITISH public and indeed<br />
many, many others might think the<br />
Battle of Britain was won by the<br />
Spitfire, but I’m guessing most pilot readers<br />
are better educated.<br />
With 32 Hurricane squadrons on<br />
strength and only 19 Spitfire squadrons, it<br />
was the Hurricane’s fight.<br />
The “Hurri” went on to serve in all theatres,<br />
including North Africa, the Middle<br />
East, Burma and Russia. Only its thick wing<br />
restricted its further development as a<br />
fighter. However, its strength and loadcarrying<br />
ability enabled new roles such as<br />
fighter-bomber (‘Hurribomber’), tank<br />
buster (‘Flying Tin Openers’), operation<br />
from carriers as the Sea Hurricane and<br />
catapulting by rockets off merchant ships<br />
(‘Hurricats’).<br />
The Hurricane was the Royal Air Force‘s<br />
first monoplane fighter and the first capable<br />
of a level speed over 300 mph. It was<br />
designed by Sydney Camm, drawing on<br />
the tried-and-tested construction techniques<br />
used in the Hawker Hart and Hind<br />
bombers and Fury and Nimrod fighters,<br />
perhaps the most beautiful biplanes of all<br />
time. Hawker’s wood, fabric and tubular<br />
metal structures enabled Hurricanes to go<br />
into service earlier than the Spitfire, which<br />
used the then new and highly labour-intensive<br />
stressed-skin technology.<br />
The first impression of the Hurricane is<br />
that this is a big aeroplane. The Spitfire is<br />
almost dainty by comparison. There is a<br />
retractable step on the Hurricane just aft<br />
of the trailing edge that you will need to<br />
use to even get on the Hurricane wing and<br />
8 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
it takes yet another fuselage step to get<br />
over the cockpit rail and into the cockpit.<br />
It must have been quite a climb in the<br />
heat of a squadron scramble.<br />
Sitting inside the cockpit on the Irvin<br />
seat parachute is roomy and comfortable<br />
in a vintage kind of way, capacious at the<br />
hip and a tapering fit at the shoulders. I<br />
am six-foot tall and it is the most comfortable<br />
of all cockpits for me.<br />
The first impression of the cockpit layout<br />
is that below the standard RAF blind<br />
flying panel, controls, trims, indicators and<br />
the H-box of flap and undercarriage selector<br />
seem to be attached anywhere they<br />
can be mounted on the tubular frame. In<br />
terms of strength, it is like sitting inside<br />
the Forth Bridge.<br />
The view out of the cockpit ahead is<br />
very different to the Historic Aircraft Collection<br />
Mk.V Spitfire that I flew previously.<br />
Although it has the same 27 litres of supercharged<br />
V-12 Rolls Royce Merlin in<br />
front, the Hurricane nose drops away a little<br />
so there is better visibility forwards, although<br />
it is still poor by modern light<br />
aircraft standards.<br />
However, the view out to the side with<br />
the multi-framed canopy is like looking<br />
through a greenhouse, filled with irritating<br />
blind spots.<br />
I normally work around the cockpit<br />
from left to right. Battery, generator and<br />
avionics master switches all on; forward<br />
to the throttle and above the RPM lever.<br />
Unlike the Spitfire where they are in the<br />
same unit, the throttle and propeller units<br />
are separate. The mixture on G-HURI has<br />
two positions RUN and ICO, the engine<br />
works on one and not on the other – so it<br />
is easy to remember!<br />
Elevator trim – neutral; rudder trim –<br />
fully right. Fuel on and in the detent;<br />
check around the standard RAF blind flying<br />
panel, the undercarriage indicator<br />
lights – green light on. Unusually there are<br />
spare lights to check.<br />
ALL IN THE ‘H’<br />
The thing that most struck me when Charlie<br />
Brown did my conversion to type back in<br />
2005 was the ‘H’ undercarriage and flap<br />
selector. Undercarriage is on the left side of<br />
the ‘H’ and flaps on the right. At least<br />
there’s a safety catch to prevent you raising<br />
the gear while on the ground. It looks like a<br />
car gear selector, but I doubt whether<br />
learner drivers fret about it as much as I did<br />
when I started flying the Hurri.<br />
I move the selector to flaps down and<br />
test what is a quite excellent hydraulic hand<br />
pump. For the first of many times in the<br />
prep and flight I will check that I have selected<br />
the flap gate and not the undercarriage.<br />
The hand pump can also be used to<br />
pump the undercarriage down if there is a<br />
loss of power in flight. There is also a foot<br />
pedal that if pushed forward will allow the<br />
undercarriage to lower in flight by gravity.<br />
Now I am ready for engine start. I unscrew<br />
the Ki-gas primer, make six pumps<br />
after the pressure comes up and lock it.<br />
Stick back into my stomach, brakes on and<br />
with sufficient pressure and parking catch<br />
on. The Hurricane, like the Spit, needs<br />
three hands to start. The start and boost
coolant pipes and lagging is nice in winter,<br />
but it is a Swedish sauna in summer.<br />
I find a clear area, carry out HASELL<br />
checks and prepare for stalling which will<br />
initially be clean with gear and flaps up<br />
and then ‘Configured’ with gear and flaps<br />
down.<br />
Unlike the Spitfire, which gives a great<br />
deal of warning and has a quite benign<br />
stall, the Hurricane does not give much<br />
warning and will drop a wing by some 60<br />
degrees. The aircraft stalls clean at about<br />
70 knots and configured, some 15 knots<br />
slower.<br />
The best way to gain handling experience<br />
from rehearsing the configured stall<br />
is by flying a practice circuit to make it realistic.<br />
In the circuit you need to get the speed<br />
below 104 knots and then select undercarriage<br />
down and keep slowing down to<br />
reach 90 knots by the end of the imaginary<br />
downwind leg. At this point, select full flap<br />
and the nose will drop significantly.<br />
Even winding in maximum trim is not<br />
quite sufficient to remove all of the nosedown<br />
pitch force. I slow down as if rounding<br />
out and continue to the stall. With my<br />
last look at the ASI showing just under 55<br />
knots, the Hurri is now feeling soggy and<br />
starts to drop its nose and wing.<br />
Flying the Hurricane slow is not a comfortable<br />
experience, although its instability<br />
was not quite as bad as I had heard, but it<br />
is a fighter – it is not meant to fly slow!<br />
DANCING ALOFT<br />
Climbing away I find a spot for some cloud<br />
dancing and higher speed handling. The<br />
ailerons are light but the roll is slow,<br />
slower than a Spitfire, taking five or six<br />
seconds to rotate through 360 degrees,<br />
depending on the speed of entry.<br />
For my part I do everything at 240 knots<br />
in Hurricane aerobatics if I am flying vertical<br />
manoeuvres. The noise of these has<br />
to be heard to be believed, and the heat<br />
rising through the cockpit from the radiator<br />
pipes has to be felt to be believed. The<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 11
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AIRVAN FOR EPIC FLIGHT<br />
Flight to raise funds for<br />
fight against malaria...<br />
WITH A quadruple purpose in<br />
mind, two Australian pilots,<br />
Tim Pryse and Ken Evers, both<br />
from Bendigo, Victoria, are planning an<br />
around-the-world flight in a Gippsland<br />
Aeronautics GA8-TC Airvan.<br />
They were originally supposed to have<br />
started their epic journey on March 18<br />
but, due to funding problems, they took<br />
the decision the day before to postpone<br />
the flight by eight weeks, making departure<br />
time now mid-<strong>May</strong>.<br />
March 18 was the actual centenary anniversary<br />
of the first controlled, powered<br />
flight made by an aeroplane in Australia.<br />
At the controls of that first flight was<br />
Harry Houdini whose escapade was to<br />
change forever the then Australian concept<br />
of flying from “fanciful” or “neigh on<br />
impossible” to being simply a part of<br />
every day life. The aircraft he flew was a<br />
French-designed Voisin biplane.<br />
The year <strong>2010</strong> thus serves as the Centenary<br />
of Australian Aviation, and Pryse<br />
and Evers have developed an exciting<br />
project that uniquely commemorates this<br />
iconic time in the country’s history.<br />
As far as their actual flight is concerned,<br />
when completed possibly in late July, although<br />
no specific timetable had been announced<br />
at the time of writing, will have<br />
achieved three of their four objectives,<br />
namely: celebrating in unique style the<br />
centenary; secondly, flying around the<br />
world, which is still considered a major accomplishment<br />
in a single-engine general<br />
aviation aircraft and, thirdly, it will mark<br />
the first time that an Australian-designed<br />
and manufactured aircraft will have ever<br />
circumnavigated the globe on a dedicated<br />
flight.<br />
The two airmen have calculated that<br />
their flight will cover 26 740 nautical miles<br />
and will take some 230 flying hours to<br />
complete. In that time, they estimate they<br />
will burn some 13 980 litres of fuel.<br />
The first three legs will all be over<br />
Australian territory, namely Bendigo to<br />
Melton, Lord Howe Island and Norfolk<br />
Island before they head for Pago Pago, in<br />
American Samoa. From there they head<br />
for Hawaii via Christmas Island and then<br />
across the Pacific to Mojave, in California,<br />
before continuing on to McNeal, in<br />
Arizona and then New Orleans.<br />
Their flight path will then take them to<br />
Kingston, Jamaica, Bridgetown, Barbados,<br />
and then to Brazil stopping at Macapa and<br />
Natal. Up to this point, their longest leg<br />
will have been across the Pacific from<br />
Hawaii to Mojave, but now will begin a<br />
2 211-nautical mile leg to Accra, in Ghana.<br />
Then it is a two-stop (Entebbe, Uganda,<br />
and Dar es Salaam, Tanzania) journey<br />
across Africa before heading for the Seychelles<br />
and then on to Bangalore, in India.<br />
Hanoi, in Vietnam, will be their next<br />
stop before they start heading southwards<br />
through the Philippines and Papua<br />
New Guinea to make landfall at Cairns,<br />
Australia, prior to their last 1 194 nautical<br />
mile leg to their home base, Bendigo<br />
MILLIONS AGAINST MALARIA<br />
But perhaps what will make the<br />
endeavour of Pryse and Evers even more<br />
unique is their fourth objective. The flight<br />
is to be used as a platform to hopefully<br />
raise $1-million in donations for the<br />
Australian Foundation for the Peoples of<br />
Asia and Pacific (AFAP) and Mission<br />
Aviation Fellowship (MAF).<br />
Large numbers of people, especially<br />
young children, in many of the countries<br />
that Pryse and Evers will be flying over<br />
and landing in are suffering from malaria,<br />
and these pilots aim to use this opportunity<br />
to raise awareness about the devastating<br />
effects of the disease.<br />
Both AFAP and MAF are heavily involved<br />
in combating malaria in many<br />
countries around the world, and Pryse<br />
and Evers have set their sights on raising<br />
at lease one million dollars for these char-<br />
Australian pilots, Tim Pryse and Ken<br />
Evers, who will be undertaking the unique<br />
flight. Below is the Airvan which is<br />
ready for the flight.<br />
ities. As a result, they have come up with<br />
the name: Millions Against Malaria! for<br />
their historic flight.<br />
Readers who wish to keep track of the<br />
flight can do so on the IndigoSat site<br />
www.millionsagainstmalaria.com which is<br />
being sponsored by NTech Media. Also on<br />
this site will be the pilots’ blog as they<br />
complete each leg of their journey.<br />
In addition, there is also a facility on the<br />
site to donate to either of the two charities.<br />
The donation does not go through<br />
Millions Against Malaria, but directly to<br />
the charity itself. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 15
RESTORED DC-7B SET TO FLY<br />
AGAIN SOON<br />
ADOUGLAS Aircraft DC-7B which is<br />
owned by the US-based Historical<br />
Flight Foundation (HFF), and which<br />
has been undergoing major restoration work<br />
for the past six years, was on the verge of flying<br />
again as this edition went to press, following<br />
the recent exemption granted by the<br />
Federal Aviation Administration.<br />
It is estimated that over 32 000 man hours<br />
have been put into the restoration of this aircraft<br />
by crews of Legendary Airlines and<br />
Florida Air Transport as well as dozen of volun-<br />
“FIRST” FOR THE F-35<br />
BAE SYSTEMS’ test pilot, Graham “GT”<br />
Tomlinson, has successfully completed the<br />
first vertical landing of the short take off<br />
vertical landing (STOVL) variant of the<br />
Lockheed Martin F-35 Lightning II at Naval Air<br />
Station, Patuxent River, Maryland.<br />
The company is teamed with Northrop<br />
Grumman and prime contractor Lockheed<br />
Martin in the F-35’s development, testing and<br />
production.<br />
BAE Systems is developing a variety of<br />
structures and systems for the F-35 and is<br />
bringing key operational effectiveness and<br />
ongoing support capabilities to the F-35<br />
programme. It also delivers significant<br />
subsystems, including electronic warfare,<br />
advanced low observable apertures, advanced<br />
countermeasure systems, vehicle management<br />
computers, and active inceptor systems<br />
from a number of facilities in the US.<br />
The STOVL variant has been developed for<br />
the US Marine Corps and the UK Royal Air<br />
Force and Royal Navy. Q<br />
16 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
teers. The aircraft sports the original Eastern<br />
Air Lines livery (although it has been repainted)<br />
and its original registration, N836D.<br />
Fitted with four Curtiss Wright engines rated<br />
at 3 250 horsepower each giving the airliner a<br />
total power output of 13 000 hp, the DC-7B’s<br />
restoration included upgrading the full passenger<br />
cabin and a lounge area at the rear of the<br />
aircraft with which it was still fitted.<br />
The first aircraft in the Historical Flight Foundation’s<br />
collection, the organisation is planning<br />
to take the airliner on tour around the United<br />
States flying passengers wherever it goes.<br />
As the secretary of the foundation, Roger<br />
Jarman, said: “It will tour the United States in<br />
the years ahead creating a passion for aviation<br />
not seen in a long time.”<br />
Currently based at Opa-locka Airport, a few<br />
miles north of Miami International Airport, in<br />
Florida, it was flown there in 2004 from its<br />
original base in St. Paul, Minnesota, to begin<br />
the restoration work.<br />
The DC-7B underwent successful engine<br />
trails and high speed taxi tests during March<br />
prior to the HFF’s application to the FAA.<br />
In granting the exemption to the foundation,<br />
James McGraw, the FAA’s acting director<br />
of flight standards services, wrote: “The FAA<br />
finds that a grant of exemption would be in the<br />
public’s interest and would provide an equivalent<br />
level of safety to that provided by current<br />
regulation.<br />
“The HFF is unique in that its Douglas Aircraft<br />
Co. DC-7B aircraft represents the only USbased,<br />
four-engine, passenger prop-liner in<br />
operation today.<br />
“With the advent of jet aircraft, most of the<br />
DC-7 aircraft disappeared from commercial airline<br />
service by the early 1970s. The majority of<br />
DC-7s were simply scrapped as they were seen<br />
as being uneconomical to operate.<br />
“In this unique case, the aircraft being operated<br />
by the HFF was still in its original passenger<br />
configuration as delivered to Eastern Air Lines<br />
in January 1958.<br />
“Of the 112 DC-7 aircraft produced, this is the<br />
only surviving passenger-configured aircraft,”<br />
wrote McGraw. Q<br />
LATE NEWS…<br />
Pilatus / PZL Swidnik Partnership<br />
Stans, Switzerland – Pilatus Aircraft has announced<br />
the formation of a partnership<br />
with the Polish aerospace company, PZL<br />
Swidnik, for the assembly of PC-12 fuselage<br />
and wing cells.<br />
The contract, signed for a ten year period,<br />
provides for delivery of the first complete<br />
PC-12 structures during the second<br />
half of 2011. Pilatus will continue to produce<br />
detail parts in Stans and these will be<br />
made available to PZL Swidnik for assembly<br />
work.<br />
B787 Delivery Deadline<br />
Seattle – Boeing is insisting that the first 787<br />
Dreamliner will be delivered to launch customer<br />
All Nippon Airways by the end of this<br />
year even though it has yet to start certification<br />
flight testing.<br />
Snags in pre-certification testing, one of<br />
which resulted in the shutdown of an engine,<br />
has caused delays, but there is some<br />
cushion in the schedule (see also Pg 68).<br />
New Air Link<br />
Arusha – Tanzanian airline, Precision Air, is<br />
planning to start scheduled flights linking<br />
Arusha with Johannesburg, Lusaka and<br />
Harare in the near future.<br />
The airline currently flies domestically to<br />
10 destinations and schedules regionally to<br />
Nairobi, Mombasa and Entebbe.<br />
Safety Information<br />
Montreal – The International Air Transport<br />
Association, the International Civil Aviation<br />
Organisation, the US Federal Aviation<br />
Administration and the Commission of the<br />
European Union have signed a Declaration<br />
of Intent to exchange safety data.<br />
New System<br />
Paris – Dassault Falcon has delivered the<br />
first Falcon business jet with Honeywell’s<br />
new MCS 7120 Swift Broadband<br />
Communications Gateway, which provides<br />
a fully integrated wired and wireless cabin<br />
communication system and high speed<br />
global connectivity via the Inmarsat I4<br />
satellite network.<br />
Gulfstream Appointment<br />
Savannah, Ga — Gulfstream Aerospace<br />
Corp. has named Pete Buresh as its international<br />
sales director for Africa.<br />
He has been with Gulfstream for 17 years<br />
and held a number of key positions. Q
SIXTY-SIX, CLICKITY, CLICK,<br />
the “Robbie” goes turbine....<br />
FIRST IT was the Robinson R22, the<br />
light piston-powered helicopter<br />
which took the rotor-winged industry<br />
by storm and set Frank Robinson and<br />
his team firmly on their feet.<br />
Building on the outstanding success of<br />
the R22, Robinson Helicopters then<br />
developed yet another highly successful<br />
machine, the R44, larger and more<br />
powerful than its “kid sister” and able to<br />
carry more passengers.<br />
The helicopter industry was forced to<br />
hold its breath for several years, though,<br />
waiting for Robinson to “go turbine”, but<br />
the company was not in a hurry and<br />
although rumours were plentiful at<br />
successive Heli-Expo exhibitions in the<br />
United States year after year, it was not<br />
until recently that Robinson finally<br />
decided now was the time to switch from<br />
piston to turbine power.<br />
The result is the Robinson R66 which incorporates<br />
many of the design features of<br />
the R44, including the two-bladed rotor<br />
system (main and tail), T-bar cyclic and an<br />
open interior cabin configuration.<br />
Now powered by the Rolls-Royce RR-<br />
330 turboshaft engine which was specifically<br />
designed for the R66, it is not<br />
surprising that notable differences between<br />
the R66 and R44 are the R66’s in-<br />
creased reserve power, improved altitude<br />
performance, fifth seat, and larger baggage<br />
compartment.<br />
Popular upgrades include HID landing<br />
lights and such creature comforts as<br />
leather seats and a stereo audio control<br />
panel which are standard on the type. Also<br />
standard are a “seven hole” panel for engine<br />
and flight instrumentation with an optional<br />
pilot’s avionics console to the right.<br />
The new helicopter is currently undergoing<br />
is flight test programme leading to<br />
FAA certification, but no date for this has<br />
yet been announced.<br />
Tipping the scales at a gross weight of<br />
1 225 kg, it has an empty weight (including<br />
oil and standard avionics) of 581 kg. Its<br />
maximum fuel load is just over 278 litres<br />
or 224 kg leaving 420 kg for passengers<br />
and baggage with full tanks.<br />
Its cruise speed is a sprightly 120 knots<br />
and the R66 has a maximum range of<br />
about 325 nautical miles without reserves.<br />
Capable of hovering in ground effect<br />
up to 10 000 feet and with a hover<br />
ceiling out of ground effect above that<br />
level, the R66 has a maximum operating<br />
altitude of 14 000 feet with a rate of climb<br />
at sea level of over 1 000 feet per minute.<br />
From the tip of its nose to the end of its<br />
tail rotor protection skid, it measures a<br />
fraction under nine metres and it has a<br />
main rotor diameter of 5,08 metres with<br />
a tail rotor diameter of 1,52 metres. From<br />
the bottom of its skids to the top of its<br />
rotor head, it measures 3,47 metres.<br />
The fuselage has a maximum outside<br />
width of 1,47 metres and its skids spread<br />
over 2,28 metres.<br />
The R66 made its debut at the recent<br />
Heli-Expo <strong>2010</strong> (see <strong>World</strong> <strong>Airnews</strong>, April<br />
<strong>2010</strong>) and with a price tag of US$770 000,<br />
it is not surprising that orders are flowing<br />
in at “a rate of knots”.<br />
Robinson has sold more helicopters<br />
than all the other manufacturers combined<br />
and this new model is likely to help<br />
him keep that record. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 17
FIRST HELICOPTER TEST<br />
FLIGHT IN GALILEO TEST<br />
BED GATE<br />
EUROCOPTER AND Funkwerk Avionics<br />
have successfully completed a helicopter<br />
test flight with an EC145 in the<br />
Galileo test bed GATE in Berchtesgaden,<br />
southern Germany.<br />
The test marked the first time that signals<br />
from the future European satellite navigation<br />
system, Galileo, were used for navigation in a<br />
helicopter. In the Galileo Test and Development<br />
Environment (GATE), transmission antennae on<br />
six mountain peaks simulated the Galileo signals.<br />
In recent months, these so-called “pseudolites”<br />
had been upgraded to the current Galileo signal<br />
definition.<br />
The test flight was one of three demonstration<br />
campaigns as part of the European research<br />
project MAGES (Mature Applications of<br />
Galileo for Emergency Services) and is a project<br />
funded by the Galileo Supervisory Authority,<br />
which aims to demonstrate the benefits of<br />
EGNOS and Galileo for emergency services.<br />
For helicopter air rescue services Galileo<br />
could one day lead to a paradigm shift, as<br />
there would then be an additional satellite<br />
navigation system, independent of (although<br />
compatible with) the American Navstar GPS<br />
available, which would also, as part of the<br />
Safety Of Life Service, provide information on<br />
the reliability of the signal.<br />
This could, in combination with highly reliable<br />
terrain data and obstacle detection system<br />
as well as up-to-the-minute traffic data,<br />
allow for the development of new flight procedures,<br />
which would permit rescue helicopters<br />
to achieve field landings closed to the<br />
accident site, even in bad weather conditions.<br />
At present, such landings at not previously<br />
identified sites are only possible under visual<br />
meteorological conditions.<br />
During the test flight in Berchtesgaden the<br />
EC145 test pilot used a synthetic vision system<br />
developed by Eurocopter, on which the terrain<br />
below and around the helicopter is shown in<br />
perspective. The positioning of the synthetic<br />
terrain displayed is based on the data from the<br />
Galileo satellite navigation system.<br />
As an additional navigational aid, the pilot<br />
was also provided with a special “tunnel-inthe-sky”<br />
symbology for the planned flight<br />
path, which led him safely through the mountainous<br />
terrain to its landing site.<br />
As part of the test flight an “integrity alarm”,<br />
on which one of the simulated Galileo satellites<br />
was marked as having failed, was also<br />
demonstrated. In future, this “integrity infor-<br />
18 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
mation” would make it possible for a suitable<br />
navigation system to warn the pilot that continuing<br />
the flight may be unsafe if the navigation<br />
provided by Galileo can no longer be<br />
guaranteed to be reliable.<br />
During the test flight it was also possible to<br />
demonstrate other innovative solutions to<br />
existing problems. For example, the helicopter<br />
crew was able to fly straight to an “injured”<br />
fireman and “rescue” him thanks to a<br />
transponder, powered with rechargeable<br />
batteries, which allowed his position to be<br />
displayed on the navigation system’s screen in<br />
the helicopter (see the accompanying<br />
photograph). The system demonstrated is<br />
based on transponder technology developed<br />
by Funkwerk Avionics.<br />
The ADS-B transponder used by the system<br />
determines its current position via GPS and<br />
transmits this information continuously (“ADS-<br />
B out”). The receiver located on board the helicopter<br />
receives these signals (“ADS-B in”) and<br />
sends them to the helicopter’s navigation system,<br />
where the position is displayed on the<br />
basis of the data received.<br />
In the next stage of this process, these signals<br />
could then also be transmitted to a ground<br />
station, but this was not demonstrated during<br />
this flight. The great advantage of this system<br />
is that it operates without the need for any<br />
ground infrastructure, such as a GSM network,<br />
as such infrastructure is not available everywhere<br />
on the one hand (for example, when<br />
fighting forest fires in remote locations), or<br />
may be destroyed by the event itself.<br />
The ADS-B system was originally developed<br />
for use in air space surveillance, but has also<br />
proven its worth in various applications such<br />
as for monitoring ground vehicle movements<br />
at airports. Q
The Search for Cleaner Skies<br />
By: DON PARRY<br />
THE OFFICIAL launch of the Clean Sky<br />
JTI research programme was made<br />
just two years ago. The Clean Sky<br />
initiative stemmed from a European<br />
Union (EU)-wide collaborative private/<br />
public partnership, to encourage the full<br />
participation of SMEs, universities and research<br />
centres as well as leading aeronautics<br />
manufacturers, in the programme.<br />
Intended to last for seven years, Clean<br />
Sky is one of Europe’s largest research<br />
programmes, with a budget of €1,6-billion.<br />
It represents a joint commitment<br />
from the EU and aeronautics industry to<br />
make air travel more sustainable, by encouraging<br />
the aeronautics manufacturers<br />
to develop and produce greener products.<br />
The leading initiatives cover the<br />
“smart” fixed wing aircraft that will deliver<br />
active wing technologies and new aircraft<br />
configurations. Green regional aircraft will<br />
deliver low-weight aircraft using smart<br />
structures, as well as low external noise<br />
configurations (see <strong>World</strong> <strong>Airnews</strong>,<br />
January 2007) and the integration of<br />
other technologies such as engines,<br />
energy management and new system<br />
architectures.<br />
Green rotorcraft will deliver innovative<br />
rotor blades and engine installation for<br />
noise reduction, lower airframe drag, integration<br />
of Diesel engine technology and<br />
advanced electrical systems for elimination<br />
of noxious hydraulic fluids and fuel<br />
consumption reduction.<br />
Sustainable and “Green engines” will<br />
design and build five engine demonstrators<br />
to integrate technologies for low<br />
noise and lightweight low pressure systems,<br />
high efficiency, low NOx and low<br />
weight cores and novel configurations<br />
such as open rotors and intercoolers.<br />
Current targets are for 50% reduction<br />
of CO2 emissions, through drastic reduction<br />
of fuel consumption, 80% reduction<br />
of NOx (nitrogen oxide) emissions and a<br />
50% reduction of external noise<br />
Systems for Green Operations will focus<br />
on all-electrical aircraft equipment and<br />
systems architectures, thermal<br />
management, capabilities for “green”<br />
trajectories and mission and improved<br />
ground operations to give any aircraft the<br />
capability to fully exploit the benefits of<br />
the “Single European Sky”.<br />
Eco-Design will focus on green design<br />
and production, withdrawal, and recycling<br />
20 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
Heathrow Airport, NATS (UK air traffic services provider), Singapore Airlines and Airbus<br />
have launched an improved departure procedure for the Airbus A380, saving even more<br />
fuel, emitting even less CO2 and remaining within the airport’s strict noise procedures. This<br />
new procedure saves an additional 300 kg of fuel per flight, equating to one metric tonne of<br />
emissions of CO2 on a flight to Singapore, as well as reducing NOx emissions.<br />
of aircraft, by optimal use of raw materials<br />
and energies thus improving the environmental<br />
impact of the whole products life<br />
cycle and accelerating compliance with<br />
the REACH directive.<br />
ALTERNATIVE FUELS<br />
Engine manufacturers have a particularly<br />
tough challenge. Not only do they have to<br />
reduce chemical and noise pollutants, but<br />
attempt to be ever more fuel efficient and<br />
even adapt their products to the currently<br />
fashionable “alternative” fuels.<br />
Several flights, included revenue ones,<br />
have already been carried out with these<br />
fuels. Research is constantly seeking different<br />
base products to turn into fuel in a<br />
modern version of the philosopher’s stone.<br />
In Germany, Deutsches Zentrum fuer<br />
Luft- und Raumfahrt (DLR) suggests that<br />
designer fuels based on coal, natural gas<br />
and sustainable biomass could, in the future,<br />
replace kerosene in aviation. In the<br />
search for alternatives to crude oil, DLR<br />
has been conducting research into new<br />
synthetic fuels for aviation for several<br />
years. Current results show that the future<br />
fuels may even be superior to<br />
kerosene with regard to environmental<br />
friendliness and engine reliability.<br />
In the United States, experiments by<br />
scientists at the Defence Advanced Research<br />
Projects Agency (DARPA) are claiming<br />
that they could be producing jet fuel<br />
from algae at competitive prices by next<br />
year. Reportedly, DARPA researchers have<br />
already produced oil from algae in ponds<br />
at a cost of about $2 per gallon and could<br />
be mass-producing as much as 50-million<br />
gallons a year in 2011.<br />
In something of a recent surprise move,<br />
British Airways, in partnership with the<br />
Solena Group, is to establish Europe’s first<br />
sustainable jet-fuel plant and plans to use<br />
the low-carbon fuel to power part of its<br />
fleet from 2014. The new fuel will be derived<br />
from waste biomass and manufactured<br />
in a facility that can convert a<br />
variety of waste materials, usually destined<br />
for landfill, into aviation fuel.<br />
The self-contained plant, likely to be<br />
sited in east London, will convert 500 000<br />
tonnes of waste per year into 16-million<br />
gallons of green jet fuel, through a process<br />
that offers lifecycle greenhouse gas savings<br />
of up to 95% compared with fossilfuel<br />
derived jet kerosene.<br />
Following trials with a jatropha-seed-oil<br />
biofuel blend, instead of straight Jet A, Air<br />
New Zealand aims to fulfil 10% of its fuel<br />
requirements with alternative sources by<br />
2013.<br />
Amid all the excitement it has to be<br />
noted that some analysts consider improvements<br />
in engine technology to be<br />
the better bet, rather than alternative<br />
fuels. Although some airline routes could<br />
be serviced with these fuels relatively<br />
soon, it will take considerably longer to introduce<br />
the assurance of global supplies<br />
and support. This considers also a scenario<br />
where oil prices remain in the anticipated<br />
$80 to $110 per barrel range for<br />
the next three years.
Further military action in the Middle<br />
East could destabilise the situation and<br />
lead to price rises that could well surpass<br />
$200 per barrel and this would lead to a<br />
reduction in air travel and highlight the<br />
need for even greater fuel conservation<br />
and then be a boost for alternative fuels.<br />
ENTER THE EFE<br />
Meanwhile, enter the environmentally<br />
friendly engine (EFE) an example of which<br />
is about to begin testing at a Rolls-Royce<br />
facility. Rolls-Royce embarked on a series<br />
of programmes using private venture,<br />
MoD, DTI and EU funding sources.<br />
The EFE programme is a critical element<br />
in the overall technology acquisition<br />
and validation process to achieve industry<br />
targets and in order to develop the UK<br />
aerospace industry, funding for this programme<br />
is being sought entirely from<br />
within the UK.<br />
The key technologies are high temperature<br />
materials, high efficiency turbine components,<br />
low emissions combustion,<br />
advanced manufacturing technologies, engine<br />
controls and actuation technologies<br />
and nacelle aerodynamic technologies.<br />
Engine cores can be designed to be<br />
smaller and lighter thanks to new materials<br />
and higher pressure ratios and temperatures.<br />
The smaller core can allow<br />
higher by-pass ratios with both a reduction<br />
in fuel consumption and noise.<br />
These are typical parameters for the<br />
EFE where they can be tested and even<br />
retrofitted into existing engines to some<br />
extent. Rolls-Royce is on record as saying<br />
that the EFE programme is expected to introduce<br />
technologies that could be operational<br />
within ten years.<br />
The first EFE is a modified Trent 1000,<br />
though it lacks fan blades. Work will concentrate<br />
on combustor and turbine developments<br />
and is expected to run some 100<br />
to 150 degrees hotter than current engines.<br />
It is a collaborative programme including<br />
Bombardier Aerospace, HS Marston<br />
Aerospace, Unison Engine Components<br />
and Aero Engine Controls. This lastnamed<br />
company is a joint venture between<br />
Rolls-Royce and Goodrich<br />
Corporation. No doubt, an early recipient<br />
of the emerging technology will be the<br />
Trent XWB engine being developed for<br />
the Airbus A350XWB.<br />
Meanwhile, wind tunnel testing of multiple<br />
configurations of sub-scale blades for<br />
GE’s open rotor engine is being conducted<br />
to identify the optimum blade design for<br />
the engine’s two counter-rotating stages<br />
of blades. Minimal noise output and min-<br />
CFM International has carried out successful tests on a CFM-56 engine using an ester type biofuel<br />
imal specific fuel consumption, (with the<br />
associated lower emissions output) are<br />
primary benefits derived from the optimum<br />
blade configuration (see <strong>World</strong><br />
<strong>Airnews</strong>, October 2009).<br />
Open rotors cause some concern over<br />
the problem of noise. Subsequent acoustic<br />
testing, still ongoing, has involved complex<br />
blade configurations that reflect the technological<br />
advances of the past 20 years, in<br />
areas such as inter-blade spacing, blade<br />
sweep angle and chord length and in other<br />
features derived through three-dimensional<br />
aerodynamic (3-D aero) design.<br />
Rolls-Royce has expressed interest and<br />
confidence in the open rotor concept,<br />
though it has said little about its own developments.<br />
CFM International also is exploring<br />
the open rotor, though admitting<br />
some concern over the noise problem.<br />
Pratt & Whitney already has something<br />
to shout about and is currently touting<br />
the geared turbofan.<br />
This company’s PurePower PW1000G<br />
geared turbofan, due to enter service in<br />
2013, will provide a 12 to 15 percent fuel<br />
efficiency over current turbofans and will,<br />
no doubt, improve on those figures in<br />
service as experience and technology is<br />
accumulated.<br />
Pratt & Whitney’s PurePower 1000G<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 21
GOOD HOUSEKEEPING<br />
Much of this technology is still in the future<br />
but cleaner skies can be addressed in<br />
a more immediate way. What might be<br />
called “good housekeeping” can make a<br />
real and immediate improvement.<br />
Air New Zealand, Airservices Australia<br />
and the Federal Aviation Administration<br />
(FAA) of the United States, are the founding<br />
members of an initiative created in<br />
February 2008 to reduce greenhouse gas<br />
emissions from aviation activities in the<br />
region through technological innovation<br />
and best practice air traffic management.<br />
The intention is to establish a baseline<br />
for air traffic management performance<br />
and carbon emissions and the group also<br />
hopes to demonstrate the benefits of increasing<br />
global collaboration between air<br />
navigation service providers (ANSPs).<br />
Known as the Asia and South Pacific Initiative<br />
to Reduce Emissions (ASPIRE) partnership<br />
group, it has undertaken a series<br />
of transPacific test flights in partnership<br />
with Qantas, Air New Zealand and United<br />
Airlines, to demonstrate and measure the<br />
emission reductions and fuel savings<br />
achievable through the use of existing efficiency<br />
procedures.<br />
The results were impressive. An Air<br />
New Zealand Boeing 777 flying from Auckland<br />
to San Francisco saved 3 490 kg of<br />
fuel and 12 565 kg of carbon dioxide. A<br />
Qantas A380 flying from Los Angeles to<br />
Melbourne saved 8 890 kg of fuel and<br />
27 986 kg of carbon dioxide. And a United<br />
B747 flying from Sydney to San Francisco<br />
saved 4 763 kg of fuel and 15 012 kg of<br />
carbon dioxide.<br />
Japan has now joined ASPIRE and a<br />
Japan Airlines flight from Honolulu to<br />
Osaka, was the latest ASPIRE flight<br />
demonstration to reduce emissions and to<br />
save time and fuel by utilising the most efficient,<br />
advanced technologies and procedures.<br />
These include procedures such as<br />
just-in-time fuelling, using preferred<br />
routes over the ocean, optimising speed<br />
and altitude and using a tailored-arrival<br />
approach to the destination airport.<br />
JAPAN PLAYS ITS PART<br />
Japan has certainly been looking at the<br />
fine details of “green” awareness. Japan<br />
Airlines (JAL) has implemented a “shades<br />
closed exercise” across 17 domestic airports<br />
in Japan and five airports overseas,<br />
where window shades of parked aircraft<br />
will be shut in order to block out the sunlight<br />
to keep temperatures in the interior<br />
from rising.<br />
By doing so, the amount of air condi-<br />
22 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
A380 FLIES THE FLAG<br />
AIRBUS IS showing support for the<br />
United Nations International Year of<br />
Biodiversity by featuring the official<br />
logo (arrowed above) on its largest<br />
passenger aircraft, the A380.<br />
In addition to pioneering greener<br />
flight, to which the flagship A380 pays<br />
testimony, Airbus is using its global<br />
outreach to back the UN Secretariat of<br />
the Convention on Biological Diversity’s<br />
(CBD) Green Wave initiative, designed<br />
to educate young people about<br />
the importance of biodiversity, its role<br />
in their future and the steps they can<br />
take to nurture the nature around<br />
them. The A380 will carry the logo<br />
throughout <strong>2010</strong> during its scheduled<br />
activities.<br />
Claimed by Airbus as having been<br />
developed as the most efficient<br />
airliner ever conceived, the A380<br />
symbolises the aviation industry’s<br />
determination to balance growth in air<br />
travel with a commitment to minimise<br />
its carbon footprint.<br />
The A380 has set a new benchmark<br />
for fuel consumption at less than three<br />
litres per 100 seat kilometres, corresponding<br />
to less than 75 g of CO2 per<br />
passenger per km.<br />
tioning required in the cabin prior to<br />
boarding and flight will be significantly reduced,<br />
which in turn can reduce the<br />
amount of energy consumed and carbon<br />
dioxide (CO2) gas emitted.<br />
From July 14, to July 24, 2009, JAL conducted<br />
a trial in domestic airports in<br />
Japan, whereby window shades of aircraft,<br />
that were parked overnight, were<br />
closed by ground staff during cabin cleaning.<br />
Results showed that on average, the<br />
amount of time needed for air conditioning<br />
for large aircraft was reduced by 35<br />
minutes and for small aircraft by 21 minutes.<br />
The combined effect of the 650<br />
flights that were involved in the trial was<br />
a substantial drop in CO2 emissions by 55<br />
tonnes.<br />
HEATHROW/A380 PROCEDURE<br />
More recently, in the UK, Heathrow Airport,<br />
NATS (UK air traffic services<br />
provider), Singapore Airlines and Airbus<br />
launched an improved departure procedure<br />
for the Airbus A380, saving even<br />
more fuel, emitting even less CO2 and remaining<br />
within the airport’s strict noise<br />
procedures.<br />
This new procedure saves an additional<br />
300 kg of fuel per flight, equating to one<br />
metric tonne of emissions of CO2 on a<br />
flight to Singapore, as well as reducing<br />
NOx emissions.<br />
The companies worked together over<br />
the last year to develop the new airline<br />
procedure, which has already been put<br />
into place.<br />
Airbus A380s departing Heathrow Airport<br />
now use less power when taking off,<br />
saving fuel and reducing NOx emissions.<br />
Once a height of 1 500 feet has been<br />
reached, the aircraft uses flexible acceleration<br />
up to 4 000 feet, before continuing<br />
its journey.<br />
The A380 is also significantly quieter<br />
than other large aircraft. It produces half<br />
the noise energy at takeoff and cuts the<br />
area exposed to equivalent noise levels<br />
around the airport runway by half.<br />
At landing the A380 is producing three<br />
to four times less noise energy, contributing<br />
significantly to reduce the noise impact<br />
while enabling the airline to carry<br />
more passengers per flight.<br />
CO2 and fuel benefit is mostly coming<br />
from the new sequence of actions,<br />
namely: early acceleration at 1 500 ft with<br />
green-dot up to 4 000 feet, green dot<br />
being approximately the best lift to drag<br />
ratio speed, which provides in general the<br />
lowest fuel consumption up to 4 000 ft.<br />
NOx benefit is coming from switching<br />
from TOGA to FLEX procedures. TOGA<br />
procedure is a one where the thrust lever<br />
is on the “Take-off Go-Around” position,<br />
meaning full thrust is used.<br />
A FLEX procedure is when the thrust<br />
lever is on the “MCT/FLEX” position for<br />
take-off, meaning the thrust is adapted<br />
(reduced) to the actual aircraft take-off<br />
weight, in order to decrease engine stress<br />
and increase its on-wing life.<br />
Singapore Airlines has now adopted optimum<br />
FLEX and early acceleration at<br />
1 500 ft with green dot up to 4 000 ft as<br />
the current departure procedure.<br />
There is more than one solution to<br />
green awareness and there is plenty of<br />
choice to develop and introduce future<br />
technology, procedures and commercial<br />
awareness of the advantages. Q
PROFESSIONAL FLIGHT TESTING IN<br />
SOUTH AFRICA<br />
By: Des Barker<br />
FOLLOWING ON from the news<br />
reports of the recent loss of the<br />
prototype Sling to a spin accident<br />
during the certification programme,<br />
some media reports incorrectly referred<br />
to the pilots as “qualified test pilots”<br />
while others more correctly, referred to<br />
the pilots as South African Civil Aviation<br />
Authority (SACAA) approved Class II test<br />
pilots. There is a major difference.<br />
The Sling had achieved world-wide<br />
fame and it did not take long for inquiries<br />
from overseas to media reports that<br />
“qualified test pilots baled-out from an<br />
unrecoverable flat spin”. Questions were<br />
asked which included: “Why did the ‘test<br />
pilots’ get it wrong?”.<br />
The explanation is that the so-called<br />
“test pilots” were not test pilots, but<br />
rather SACAA-approved pilots to conduct<br />
critical exploratory flight testing, raised serious<br />
questions as to “what are you guys<br />
up to in South Africa?”<br />
Questioning the flight testing standards<br />
in South Africa was rather sad and unfortunate,<br />
considering that the country has<br />
developed a reputation for compliance<br />
with international best practice when it<br />
comes to flight testing.<br />
Since the 1970s when the South African<br />
Air Force (SAAF) first sent its pilots for<br />
formal test pilot training, the family of<br />
experimental test pilots has performed<br />
exceptionally in putting South Africa “on<br />
the map” as a reputable, professional<br />
group, complying with the stringent<br />
standards required universally and having<br />
completed thousands of flight test<br />
programmes and flown thousands of<br />
flight test hours, safely and professionally.<br />
Such is the recognition of South African<br />
flight testing standards that several test<br />
pilots and engineers have taken their skills<br />
and experience to other countries such as<br />
the USA, Canada and Australia.<br />
Such is the quality of South African test<br />
pilots, that several of the test personnel<br />
are currently involved in providing professional<br />
flight test services to other countries<br />
in which such expensive resources do<br />
not exist.<br />
24 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
So You’re A Test<br />
Pilot Are You?<br />
THE TENETS expressed in this article<br />
are those of the author and are not<br />
necessarily supported by <strong>World</strong><br />
<strong>Airnews</strong> or its publisher.<br />
The issue of an SACAA approval as a<br />
test pilot, does not necessarily make<br />
one a test pilot! If you are not a graduate<br />
of one of the internationally recognised<br />
flight test schools, you are<br />
legally, not a Test Pilot.<br />
Exception was taken by the test pilot<br />
community to claims by the Airplane<br />
Factory’s owners that their pilots involved<br />
in the loss of the Sling, were<br />
“qualified test pilots”<br />
PROBLEM DEFINITION<br />
So what is the problem? Well, the use of<br />
SACAA Class II test pilots to conduct critical<br />
and exploratory flight testing which<br />
lies in the domain of experimental test pilots,<br />
is a serious problem.<br />
In addition, SACAA Class II “test pilots”<br />
and in some cases, even Class I “test pilots”,<br />
have been approved by the authority<br />
without having any formal flight test<br />
training. Such ratings have been dispensed<br />
by the SACAA without the requirement<br />
for demonstrating flight test<br />
competency, knowledge or experience.<br />
These are the very criteria the SACAA<br />
uses for the regulation of general aviation<br />
pilot’s licences and what Courts of Law<br />
use to determine competency.<br />
If anything, this unnecessary accident<br />
revealed the true state of ignorance existing<br />
in general aviation of flight testing requirements<br />
and exactly what is the role<br />
and function of a test pilot.<br />
n What a Test Pilot is not! A test pilot,<br />
contrary to the images conjured up by the<br />
movie, “The Right Stuff”, is not necessarily<br />
the best “stick” in the world; does not<br />
“walk on water”; does not have all the answers;<br />
is not a mathematical genius; does<br />
not necessarily go around winning<br />
“medals for bravery” or any other of the<br />
melodramatic portrayals of the super hero<br />
in the movies.<br />
n What a Test Pilot Is! He or she is an experienced<br />
aviator who has successfully<br />
graduated from an internationally recognised<br />
flight test school and been certified<br />
as an experimental, engineering or research<br />
test pilot. Such schooling is only<br />
provided in the USA (USAF Test Pilot<br />
School and United States Navy Test Pilot<br />
School), the UK (Empire Test Pilot School),<br />
France (EPNER) and Russia (Russian Test<br />
Pilot School).<br />
The only active civilian flight test school<br />
is the National Test Pilot School, at<br />
Mojave, in the USA, which essentially<br />
follows the USAF Test Pilot School syllabus<br />
and is staffed by former military flight test<br />
personnel, but has a slight shift in<br />
emphasis, additionally focussing on both<br />
FAA certification standards in addition to<br />
the military standards.<br />
SACAA LICENSING<br />
SACAA regulations enable an approved<br />
Class I test pilot “to act as pilot-incommand<br />
of an experimental, prototype<br />
aircraft which is engaged in experimental,<br />
developmental or investigative test flying<br />
in accordance with the test schedule<br />
approved by the Commissioner, for the<br />
purpose of experimental test flying,<br />
development, certification, type certification,<br />
or for the purpose of issuing,<br />
validating or rendering effective a<br />
certificate of airworthiness of such aircraft<br />
provided that he/she is the holder of a<br />
valid class rating”.<br />
A Class II approved SACAA test pilot is<br />
essentially authorised for the same scope<br />
of testing provided it is under supervision<br />
of an SACAA Class I test pilot. It could be<br />
argued that the SACAA, by allowing ‘unqualified’<br />
pilots to operate in the realm of<br />
exploratory flight testing, is irresponsible<br />
and by doing so, is probably in breach of
its statutory duty to properly regulate aviation<br />
safety in South Africa.<br />
INTERNATIONAL BENCHMARKING<br />
Post maintenance test flights are best carried<br />
out by a maintenance pilot – the<br />
French call it reception test flying and it is<br />
a different qualification to the qualified<br />
test pilot.<br />
What is usually required, is a pilot current<br />
on type with, ideally, vast experience<br />
of different aircraft of the same type and<br />
marque. Spare capacity is required, but it<br />
is not as essential as that required by the<br />
qualified test pilot.<br />
The maintenance test pilot can then<br />
make a balanced judgement based on his<br />
prior knowledge of the type he is assessing.<br />
A less well known fact is that qualified test<br />
pilots, by their nature, do not necessarily<br />
make the best maintenance test pilots.<br />
The French insist that all their test<br />
crews are suitably qualified and their licences<br />
are marked accordingly. They differentiate<br />
between Test Pilots, Flight Test<br />
Engineers, Flight Test Instrumentation Engineers,<br />
Flight Engineers (Test) and Maintenance<br />
Test Pilots – all have different<br />
qualifications. None is allowed to practice<br />
in his/her respective role without the appropriate<br />
qualification.<br />
General aviation pilots insist that their<br />
aircraft are maintained and signed off by<br />
a qualified engineer, but do they have it<br />
tested by a qualified test pilot? An approved<br />
test pilot, yes, but is he or she actually<br />
qualified?<br />
THE LEGAL STANCE<br />
The bottom line is that irrespective of the<br />
approved SA Civil Aviation Authority test<br />
pilot’s categories awarded, if the pilot involved<br />
in an exploratory or critical flight<br />
test programme has not been declared<br />
competent through graduation from an<br />
internationally recognised flight test<br />
school, such a pilot is not a “qualified” test<br />
pilot, contrary to what claims are made by<br />
pilots as to their qualifications.<br />
The prosecution in any criminal case,<br />
alternatively the plaintiff in any civil litigation,<br />
would latch on to the lack of competency<br />
issue to prove either criminal or civil<br />
negligence on the part of those owing a<br />
duty of care, or making it a “walkover” for<br />
a court to impose a hefty criminal or civil<br />
sanction.<br />
There are also other liability and risk<br />
management aspects related to this issue.<br />
For instance, insurance companies could<br />
either refuse to cover test programmes<br />
where unqualified test pilots are used;<br />
alternatively repudiate claims where<br />
unqualified or incompetent pilots or pilots<br />
not competent to conduct such flight<br />
tests, are utilised for exploratory flight<br />
testing programmes where this fact was<br />
not properly disclosed at the time the<br />
insurer underwrote the risk..<br />
It is just sad that South African general<br />
aviation pilots do not understand this and<br />
are prepared to take on such challenges<br />
in ignorance of the skills and experience<br />
required to fly the tests, and also place<br />
their lives at risk. The “arrogance of incompetence”<br />
has cost many a pilot’s life.<br />
The most dangerous combination for<br />
any flight test programme is a test team<br />
ignorant of the hazards posed by the particular<br />
flight test programme’s requirements.<br />
Making it even more hazardous,<br />
Test Flight & Development Centre collage<br />
though, are glib-tongued unqualified test<br />
pilots beguiling the naive aircraft owners<br />
of their skills, capabilities and experience.<br />
This is indeed heartbreaking for an aircraft<br />
owner when the expensive and passionate<br />
acquisition of an aircraft becomes<br />
a “smoking hole in the ground”.<br />
TEST PILOT TRAINING<br />
Test pilot training essentially aims at developing<br />
a pilot into a specialist, much the<br />
same as in the medical profession’s specialist.<br />
The training is focussed on delving into<br />
the deep theory, the mathematics and<br />
science of aeronautics and, in some cases,<br />
aerospace, in an effort to provide the test<br />
pilot with the academic tools required to<br />
interrogate performance, handling quali-<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 25
ties, stability and control, ergonomics and<br />
aircraft systems, among a vast range of<br />
subject matter.<br />
The flight test team, pilot and engineer,<br />
are taught the task of opening up and<br />
expanding the flight envelope of the air<br />
vehicle under test.<br />
Test pilots are taught the various flight<br />
test techniques to measure and assess the<br />
performance and stability and control;<br />
they are taught the how to analyse the<br />
data gathered during the flight, and most<br />
importantly, what the data means, not<br />
only to the flying qualities of the aircraft,<br />
but the engineering input for any retrospective<br />
modifications required to comply<br />
with specifications.<br />
Most of all, it enables the test pilot to<br />
identify areas in flight dynamics that pose<br />
hazardous challenges to safe mission<br />
accomplishment.<br />
In effect, the test pilots are taught to<br />
“know what it is they don’t know” and<br />
how to evaluate an aircraft safely from<br />
first principles, if necessary.<br />
Risk management lies at the heart of all<br />
test pilot training, more specifically, the<br />
ability to understand the risks imposed by<br />
the particular test being conducted versus<br />
the skills of the test pilot.<br />
Obviously, test pilots and flight test engineers<br />
are taught what processes, procedures<br />
and flight test techniques to apply<br />
to mitigate risk in the test programme.<br />
MINIMUM QUALIFICATIONS<br />
What are the minimum entry qualifications<br />
to enter such a school? By way of<br />
an example, the South African Air Force<br />
typically requires the following minimum<br />
experience:<br />
n An above average flying assessment.<br />
n A medical category of G1K1A1.<br />
n A minimum of 1 500 hours as pilot in<br />
command.<br />
n A current Instrument Rating.<br />
n He/she must have completed at least<br />
one operational squadron tour other than<br />
an instructional tour, or a line tour in an<br />
airline operation.<br />
n Satisfy a selection board of his/her suitability<br />
for test flying duties.<br />
n Meet the academic entrance criteria for<br />
one of the recognised test pilot schools.<br />
The desired minimum academic<br />
qualification is a BSc degree, although<br />
each country has the prerogative to send<br />
pilots without tertiary qualifications on<br />
the proviso that they can meet the<br />
minimum academic standards in mathematics,<br />
science and physics.<br />
During the intensive course, the aspirant<br />
26 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
Class I and Class II Test Pilot<br />
Ratings have been dispensed<br />
by the South African Civil<br />
Aviation Authority without the<br />
requirement for demonstrating<br />
flight test competency,<br />
knowledge or experience.<br />
test pilot, besides overcoming a huge mass<br />
of theoretical training, will fly in excess of<br />
20 different aircraft types, covering the entire<br />
range of aircraft categories viz from low<br />
to high speed, 100 knots single engine light<br />
sport aircraft to Mach 2 military fighters,<br />
from gliders to four engined Boeings or Airbus<br />
and even the odd helicopter thrown in<br />
for fixed wing pilots; all this equivalent to<br />
approximately 120 hours.<br />
The bane of the test pilot of course is<br />
the administrative load on flight testing.<br />
For every one hour flight testing, approximately<br />
six to eight hours are required for<br />
data reduction and report writing followed<br />
by debriefing or oral presentation.<br />
For certification as an experimental/<br />
research test pilot, the incumbent must<br />
have graduated from a test pilot’s course<br />
at one of the Society of Experimental<br />
Test Pilots (SETP) recognised test pilot<br />
schools.<br />
EXPERIMENTAL TEST PILOTS<br />
Experimental test pilots in South Africa<br />
have mostly proceeded through the South<br />
African Air Force, although Denel Aviation<br />
sponsored the training of some flight test<br />
personnel several years ago.<br />
Approximately 50 South African experimental<br />
flight test personnel, test pilots<br />
and flight test engineers, have been<br />
trained since 1970 and even today the exorbitant<br />
costs (approximately R8-million)<br />
influence the rate of training of test crews<br />
within the SAAF.<br />
Only one test crew, a test pilot plus a<br />
flight test engineer, is trained every<br />
second to third year as a function of the<br />
SAAF’s flight test requirements and<br />
acquisition programmes. Such training<br />
alternates between fixed wing and rotary<br />
wing.<br />
Today, in South Africa, there are approximately<br />
nine fixed wing and five rotary<br />
wing experimental test pilots actively<br />
involved with development programmes<br />
within the SAAF and the industry, mostly<br />
Denel Aviation and ATE.<br />
There are 18 internationally-certified<br />
flight test engineers providing flight test<br />
support services.<br />
SAFETY NET FAILURE<br />
Getting back to the Sling accident: So,<br />
where did the safety net fail the Sling<br />
team? It could be argued that firstly, the<br />
SACAA’s creation of a Class II test pilot’s<br />
rating with associated freedoms given to<br />
an inexperienced pilot, was contributory.<br />
The pilots assumed that since they<br />
were essentially “legal” and being in possession<br />
of the SACAA’s so-called “test<br />
pilot’s rating”, they could lawfully conduct<br />
envelope expansion testing. An entry into<br />
one’s logbook without demonstration of<br />
competency does not constitute understanding,<br />
experience or skill, certainly not<br />
in hazardous flight testing.<br />
Next, the safety net that would have existed<br />
had the team made use of experimental<br />
test pilots and flight test engineers, and<br />
presented their test plan to a specialist<br />
Safety Review Board, which is universal best<br />
practice, was not in place. It was a case of<br />
the blind leading the blind under the mantle<br />
of Non-Type Certificated Aircraft (NTCA)<br />
testing which, in itself, poses a risk to life<br />
and property due to such reduced oversight<br />
standards for non-type certification.<br />
The reality is that NTCA cannot be absolved<br />
by any manufacturer from due diligence<br />
and the SACAA cannot sit back and<br />
use the excuse of non-type certified aircraft<br />
not requiring comprehensive SACAA<br />
regulatory oversight.<br />
CONCLUSION<br />
There is no doubt that South Africa’s flight<br />
testing standards in general aviation have<br />
been eroded by lack of oversight and<br />
training, with pilots going “out on the<br />
limb” under the misapprehension that<br />
they are “perfectly legal”.<br />
The SACAA regulations governing test<br />
pilot rating approvals are well documented,<br />
but are not strictly applied, nor<br />
is adequate training oversight applied to<br />
ensure minimum safety levels.<br />
What to do about it though, is the question?<br />
Much to the chagrin of general aviation<br />
pilots, if one wants to do it<br />
professionally, there will be no other way<br />
than through the SACAA.<br />
Prudence requires that the SACAA review<br />
all approved test pilot ratings for<br />
compliance with regulations and institute<br />
a review of the regulations to upgrade the<br />
“minimum practical and theoretical standards”<br />
for all approved test pilot ratings.<br />
Failure by the SACAA to intervene in the<br />
regulation of flight testing standards at all<br />
levels will bring general aviation safety<br />
and flight testing in South Africa into<br />
further disrepute. Q
28 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
AIR MALAWI FACES LIQUIDATION<br />
Frank Jomo reports from Blantyre<br />
THE COMMERCIAL Court in Malawi has given the country’s<br />
flag-carrying airline, Air Malawi, 21 days from March 25<br />
to discuss with a Moroccan company, Snecma Morocco<br />
Engine Service, how to settle a debt of US$3,4-million in a bid<br />
to avoid liquidation. The deadline, April 15, occurred after this<br />
edition went to press<br />
The Moroccan firm went to court in Blantyre asking it to liquidate<br />
Air Malawi over an unsettled $3,4 million debt the airline<br />
owes the Moroccan company for servicing its aircraft.<br />
The case is the latest of the problems facing Air Malawi which<br />
had been showing signs of resuscitation recently. According to a<br />
notice of the petition to have the company liquidated published<br />
in Malawi’s Daily Times, Snecma wants the court to declare Air<br />
Malawi bankrupt and have all its assets sold in order to honour<br />
its debts.<br />
Air Malawi lawyer, Gabriel Kambale, acknowledged the debt<br />
and asked the court to allow it discuss with the Moroccan firm<br />
how best to settle the debt. He said the Malawi Government,<br />
which was the sole owner of the airline, had committed to pay<br />
back the debt.<br />
Earlier, Finance Minister, Ken Kandodo, said Government was<br />
strategising on how best to bail out Air Malawi from its financial<br />
woes. “The Malawi Government is the sole owner of Air Malawi<br />
and we have the obligation, using the legal framework that governs<br />
the airline, to protect it from being liquidated. There is no cause<br />
for alarm,” Kandodo Banda told <strong>World</strong> <strong>Airnews</strong> in an interview.<br />
Last year during a budget presentation in Parliament, Kandodo<br />
told legislators that government intended to finance Air Malawi<br />
to pay some of its debt.<br />
Air Malawi, which was in talks with South Africa’s Comair for a<br />
possible take-over in 2009, has debts amounting to K4,1-billion.<br />
The Malawi leader, Bingu wa Mutharika, and his cabinet have<br />
been discussing whether to liquidate the company or bring in a<br />
new partner to help it run the airline. But Mchungula who told a<br />
Parliamentary Committee on Transport and Public Works later that<br />
the country would lose all foreign exchange earnings it received<br />
from air transport if the country’s national flag carrier was privatised<br />
or liquidated, said: “The cost needed to liquidate the airline<br />
will be more than what is needed to resuscitate it.” Q<br />
KENYA AIRWAYS REJOINS AFRAA<br />
SIX YEARS after it had resigned from the African Airline Association<br />
because of what it claimed to be “principled views on certain<br />
issues”, Kenya Airways has rejoined the association.<br />
The airline gave as its reason for rejoining the change in<br />
AFRAA leadership and a commitment to address the pertinent<br />
issues. Dr Titus Naikuni, the group managing director and CEO<br />
of Kenya Airways has called on the association leadership to<br />
maintain accountability on its operations.<br />
The airline’s Southern Africa area manager, Rosemary Adogo,<br />
said this was a step in the right direction and that she looked forward<br />
to a strong working relationship with the organisation.<br />
Noting that “an all talk, no action” culture had bedevilled the<br />
association, the body’s new secretary general, Nick Fadugba,<br />
said that very little had been achieved by AFRAA. He committed<br />
to Kenya Airways that the association would actively seek<br />
collaboration with aviation training institutions in Africa to<br />
generate much needed synergy. Q
SEAWIND ENTERS PRODUCTION<br />
ONE OF the most aestheticallypleasing<br />
amphibious aircraft to<br />
appear on the world aviation<br />
scene for many years, the Seawind 300C,<br />
recently obtained its FAA certification<br />
and has now gone into series production.<br />
With a wingspan of 10,67 metres, a<br />
length of just under 8,3 metres and a<br />
height of 3,1 metres, the Seawind is constructed<br />
almost entirely from fibreglass,<br />
vinylester resin and PVC closed cell foam<br />
composite.<br />
It is designed to carry four to five<br />
people and it is powered by a 310 hp<br />
Continental IO.550N engine driving a<br />
three-blade, constant speed McCauley<br />
”pusher” propeller with a diameter of<br />
1,93 metres. In a VFR-equipped version,<br />
its base price ex-factory is US$349 900.<br />
When water-borne and fully-loaded to a<br />
maximum takeoff weight of 1 543 kg, it has<br />
a draft of only 406 mm. Fully-equipped, it<br />
has an empty weight of 1 088 kg. With the<br />
main tanks filled it has a fuel capacity of 302<br />
litres, which can be increased to 416 litres<br />
with extended range tanks.<br />
For such a relatively small aircraft, it has<br />
an amazing performance being able to<br />
cruise at sea level at maximum power at<br />
174 knots or 166 knots at 75% power at<br />
8 000 feet or 156 knots at 60% power at<br />
the same altitude. Fuel burn at 55%<br />
power is just over 48 litres per hour (12,8<br />
US gph).<br />
The Seawind 300C has a maximum<br />
range of 918 nautical miles with standard<br />
tanks or 1 450 nm with long range tanks.<br />
Its best rate of climb without flaps is 86<br />
knots giving it 1 250 ft/min, or the best<br />
angle of climb with 20 degrees of flap is<br />
obtained at 64 knots. It has a service ceiling<br />
of 18 000 feet.<br />
Stall speed clean is 63 knots and, with<br />
flaps and wheels extended, that is reduced<br />
to 54 knots.<br />
Take off distance to clear a 17-metre<br />
obstacle requires 358 metres from a runway<br />
or 441 metres from water. Without<br />
the obstacle clearance requirement, it lifts<br />
off in 204 metres from a tarmac runway<br />
and 335 m from water. It requires 235 metres<br />
of runway to land and <strong>covers</strong> 250 metres<br />
on water after touchdown. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 29
Ksh 9,7-BILLION<br />
PHASE II<br />
EXPANSION OF<br />
JKIA HAS<br />
STARTED<br />
From Kauli Mwembe in Nairobi<br />
KENYA AIRPORTS Authority (KAA)<br />
has started work on the second<br />
phase of the Jomo Kenyatta International<br />
Airport expansion following the<br />
securing of a Ksh9,7-billion loan from the<br />
French Development Agency.<br />
According to outgoing KAA managing<br />
director, George Muhoho, construction<br />
began recently.<br />
Muhoho made the announcement during<br />
the visit of French Trade Minister, Ms<br />
Anne-Marie Idra, who announced that<br />
Paris would offer technical expertise on<br />
the JKIA expansion. She told reporters in<br />
Nairobi that France would channel its aid<br />
to Kenya through a French agency, AFD.<br />
Muhoho, whose second term at the<br />
KAA was scheduled to end at last month,<br />
said he was proud of the achievements<br />
the authority had made during his tenure<br />
in office.<br />
“In 2003, JKIA was ranked as the third<br />
largest cargo hub but it has since overtaken<br />
Egypt and South Africa and is now<br />
the largest cargo hub in Africa,” Muhoho<br />
said. He added that he would not be seeking<br />
another term at KAA and also dispelled<br />
speculation that he would be<br />
joining active politics.<br />
Work on phase two follows completion<br />
of the first phase, which involved construction<br />
of the airport’s apron and other<br />
civil works. When work is completed in<br />
December 2013, the airport will increase<br />
its passenger handling capacity from 2,5to<br />
9,3-million passengers per annum.<br />
Parking space for passenger aircraft will<br />
be increased from 23 to 37, and slots for<br />
cargo aircraft from three to eight.<br />
Currently, JKIA has five cargo facilities with<br />
a capacity to handle 200 000 tonnes of<br />
cargo annually, and an animal holding<br />
facility, which occupies 401 square<br />
metres.<br />
The final phase of expansion work at<br />
30 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
SECOND TIME LUCKY FOR RAPTOR?<br />
PROVIDED THE weather does not intervene<br />
again, it should be a case of “second<br />
time lucky” for one of the world’s newest<br />
and most exciting jet fighters when the<br />
F-22 Raptor makes a return to the<br />
Cotswolds this summer – two years after<br />
its planned UK debut was rained out.<br />
JKIA will involve rehabilitation of terminals<br />
one, two and three as well as the arrival<br />
building.<br />
JKIA is one of the largest airports in East<br />
and Central Africa, served by 49 scheduled<br />
airlines and direct flight connections<br />
to Europe, the Middle East, Far East and<br />
other African countries. Although expansion<br />
work began three years ago, the project,<br />
which is meant to address capacity<br />
and other operational constraints, has<br />
been painfully slow.<br />
Work on the completed phase one was<br />
undertaken by China Wu Yi, a Chinese company,<br />
at a cost of Ksh2,6-billion. It involved<br />
construction of a new apron, taxiways and<br />
an extended fuel hydrant system associated<br />
with the proposed Unit 4 terminal building.<br />
The new apron (remote parking) is already<br />
in use and the whole apron can now be<br />
used for aircraft parking.<br />
An estimated 34 airlines with over 120<br />
flights use JKIA daily, making it the largest<br />
aviation facility in the country. Other<br />
airports run by KAA include Wilson,<br />
Mombasa, Kisumu, Eldoret, Malindi,<br />
Lokichogio, Wajir, Manda and Ukunda. Q<br />
Now the aircraft, from the US Air<br />
Combat Command, will be returning to<br />
the Royal International Air Tattoo on July<br />
17 and 18 to demonstrate why it is<br />
capable of outperforming any existing<br />
fighter aircraft in air-to-air combat.<br />
The Raptor represents a new generation<br />
of fighter aircraft incorporating state-ofthe-art<br />
stealth technology, sophisticated<br />
weaponry and vectored thrust giving it an<br />
unrivalled combination of secrecy, power<br />
and manoeuvrability.<br />
RIAT deputy director of air operations,<br />
Robert Windsor, said: “The Raptor is one<br />
of the jewels in the crown of military aviation<br />
and its display in July will be among<br />
the highlights of the seven-and-a-halfhour<br />
flying display. I recall that the pilot<br />
and his ground crew were tremendously<br />
friendly and professional throughout their<br />
stay with us – despite their obvious disappointment.”<br />
The Air Tattoo, which is held in support<br />
of the Royal Air Force Charitable Trust, is<br />
the world’s largest military air show and<br />
attracts around 300 aircraft from across<br />
the globe.<br />
This summer’s event will stage special<br />
tributes marking the 70 th Anniversary of<br />
the Battle of Britain.<br />
In addition to the flying display, visitors<br />
can enjoy a large static aircraft park plus<br />
a wide range of ground-based activities<br />
including a concert stage, fairground<br />
rides, and the interactive Tri@RIAT area<br />
for youngsters. Q
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Despite the earthquake,<br />
FIDAE COMES<br />
OUT TOPS<br />
Yuri Laskin<br />
reports from Santiago de Chile<br />
DESPITE THE massive earthquake<br />
which rocked Chile in February<br />
causing mayhem throughout<br />
much of the country, the international air<br />
show – FIDAE – which followed a few<br />
weeks later, echoed the resilience of this<br />
South American state to return to normal<br />
as quickly as possible.<br />
Planning for the show was thrown into<br />
turmoil when the national mobile and internet<br />
network collapsed for 24 hours resulting<br />
in hundreds of foreign exhibitors<br />
and delegates hesitating about attending.<br />
But with typical Chilean determination,<br />
the organisers of the Feria Internacional<br />
del Aire y del Espacio (International Air<br />
and Space Fair) changed its name from<br />
FIDAE-<strong>2010</strong> to FIDAE de la Solidaridad<br />
(Exhibition of Solidarity) and went ahead<br />
making sure everything was ready for the<br />
opening on March 23.<br />
Their efforts were assisted by the fact<br />
that the Santiago International Airport<br />
was fully operational by March 6 seeing<br />
not only normal traffic operating, but the<br />
steady stream of aircraft bringing relief<br />
supplies from all over the world.<br />
This airlift prompted the country’s<br />
newly-elected president, Sebastain<br />
Pinbiero, in his opening address at the<br />
exhibition, to personally thank the main<br />
donors of the national relief fund<br />
(“Esperanzsa”) for their contributions –<br />
donors such as Airbus, Boeing, Bell<br />
Helicopters and other world aerospace<br />
giants.<br />
The net result was that only five<br />
companies which had originally planned<br />
to attend the show, failed to arrive, but<br />
this did not prevent an impressive record<br />
of 428 exhibitors, 120 aircraft from 39<br />
countries, coupled with an estimated<br />
100 000 foreign visitors adding to the tens<br />
of thousands of locals which all went to<br />
make this one of the biggest regional<br />
aerospace exhibitions in the world.<br />
Small wonder, then, that the exhibition<br />
has earned the description of the<br />
“Doorstep to the Latin American market”.<br />
If one were to try and pinpoint the<br />
Above: The Russian Be-300 amphibian fire-bomber demonstrates its capabilities during the<br />
show. Below: This Boeing BBJ converted to uplift freight was not actually part of the show<br />
but was one of a constant stream of aircraft involved in the airlift of aid to<br />
earthquake-ravaged Chile. It is seen here being offloaded at the<br />
Santiago airport near where FIDAE was taking place.<br />
highlights of the show, the choice would<br />
be split fairly evenly between the United<br />
States Air Force’s presentation of a pair of<br />
fifth-generation F/A-22 Raptor fighters<br />
which gave impressive daily flying<br />
displays, and the Russian giant Be-300<br />
amphibian aircraft which made its debut<br />
in its water bomber format.<br />
The Raptors certainly attracted the attention<br />
of the military delegations, especially<br />
that of Chile, in view of the role they play in<br />
the United States’ regional strategy.<br />
The Be-300’s arrival at FIDAE followed<br />
an impressive transEurasian, transAmerica<br />
flight as part of a Latin America sales<br />
campaign.<br />
The aircraft can scoop up to 12 tons of<br />
water in 18 seconds and then drop its load<br />
on any forest or industrial fire.<br />
Although both European and Russian<br />
helicopter manufacturers came away with<br />
smiles on their faces and swollen order<br />
books, this was not the case for their<br />
fixed-wing counterparts, the lack of major<br />
contracts being characterised by the current<br />
world economic slump.<br />
But still, there was a mood of quiet<br />
optimism which was underlined by the<br />
fact that at least 80 percent of this year’s<br />
exhibitors had made their preliminary<br />
bookings for the 2012 event by the time<br />
the gates had closed. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 33
SOLAR IMPULSE WRITES A NEW CHAPTER IN<br />
AVIATION HISTORY<br />
APRIL 7, <strong>2010</strong> will go down in the annals<br />
of aviation history as the day on<br />
which the first flight of the prototype<br />
Solar Impulse was made, culminating seven<br />
years of intensive work, calculations, simulations<br />
and tests to build the completely new<br />
carbon fibre, solar-powered aircraft.<br />
The Solar Impulse left the runway at<br />
Payerne airfield, in Switzerland, at exactly<br />
10h27 watched by thousands of spectators<br />
from all over the country who had come to<br />
witness the historic event. Registered HB-SIA,<br />
the aircraft climbed slowly to a height of just<br />
under 4 000 feet (1 200 metres).<br />
The next 87 minutes saw Solar Impulse test<br />
pilot, Markus Scherdel, spend familiarising<br />
himself with the prototype’s flight behaviour<br />
and performing the initial flight exercises before<br />
making the first landing.<br />
The execution of these various manoeuvres<br />
which included turns simulating the approach<br />
phase, was designed to get a feel for the aircraft<br />
and verify its controllability.<br />
“This first flight was for me a very intense<br />
moment!” exclaimed Scherdel, still under the<br />
emotion of the event, when he stepped down<br />
34 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
from the aircraft. “The HB-SIA behaved just as<br />
the flight simulator told us! Despite its immense<br />
size and feather weight, the aircraft’s<br />
controllability matches our expectations!”<br />
A delighted André Borschberg, CEO and cofounder<br />
of the project, had this to say: “This<br />
first mission was the most risky phase of the<br />
entire project. One hour and 27 minutes of intense<br />
emotion after seven years of research,<br />
testing and perseverance. Never has an airplane<br />
as large and as light as this flown before!<br />
“The aim was to verify the prototype’s behaviour<br />
in flight and to test its reaction to various<br />
manoeuvres. The success of this first flight<br />
allows us to envisage the further programme<br />
with greater serenity!” he added.<br />
Echoing his sentiments, Solar Impulse<br />
chairman and initiator, Bertrand Piccard,<br />
added: “We still have a long way to go until the<br />
night flights and an even longer way before<br />
flying round the world, but today, thanks to the<br />
extraordinary work of an entire team, an<br />
essential step towards achieving our vision has<br />
been taken.<br />
“Our future depends on our ability to convert<br />
rapidly to the use of renewable energies.<br />
Solar Impulse is intended to demonstrate what<br />
can be done already today by using these energies<br />
and applying new technologies that can<br />
save natural resources,” he said.<br />
A few months earlier, the Solar Impulse had<br />
lifted from the runway during taxi tests, but<br />
that flight was described as a mere “flea hop”<br />
and not logged as an official maiden flight.<br />
Involved in the project are 70 people and 80<br />
partner companies, among which are the main<br />
ones: Solvay, Omega and Deutsche Bank; its official<br />
partner; Bayer Material Science; its official<br />
scientific partner; EPFL, its engineering<br />
partner Altran, and its advisory aircraft manufacturer,<br />
Dassault-Aviation.<br />
With its wingspan comparable to that of an<br />
Airbus A340, namely 63,4 metres and its<br />
weight similar to that of an average car (1 600<br />
kg), no aircraft so large yet so light has ever<br />
been built before.<br />
Some 12 000 solar cells are built into its<br />
wing, supplying the four electric motors with<br />
a maximum output of 10 hp with renewable<br />
energy and charging the lithium-polymer (400<br />
kg) batteries during the day to allow the solarpowered<br />
aircraft to fly at night. Q
NEW TRANS-CONTINENTAL MEDICAL EVACUATION PARTNERSHIP<br />
HARDLY HAD the ink dried on the paperwork<br />
sealing a brand new mutualservice<br />
agreement between RMSI<br />
MEDEVAC and Netcare 911 when the first<br />
major, joint trans-continental, mercy flight between<br />
the two large aero-medical evacuation<br />
specialists was undertaken.<br />
Reflecting on the events that culminated in<br />
what is described as a “text-book perfect”<br />
evacuation of a seriously ill 32-year-old man<br />
from Windhoek, in Namibia, via Dubai to<br />
Shanghai, in China, Netcare 911 international<br />
business development manager, James Crawford-Nutt,<br />
said that the case had truly reinforced<br />
the significance of inter-continental<br />
partnerships.<br />
“A service offering of this nature is absolutely<br />
invaluable for travellers and insurance<br />
companies looking for life-saving yet cost-effective<br />
solutions. While we are well positioned<br />
throughout sub-Saharan Africa we have been<br />
on the look out for the right inter-continental<br />
partner who is well positioned particularly in<br />
the Eastern and Asian markets.<br />
“We attended the 17 th International Travel<br />
Insurers conference held in Athens in November<br />
last year with the explicit objective of setting<br />
up inter-continental routes with other<br />
reputable air ambulance providers. Our enquiries<br />
there lead us to RMSI, a company with<br />
considerable experience in the provision of<br />
medical evacuations throughout the Middle<br />
East, Central Asia and Northern Africa and a<br />
fellow-member of the International Assistance<br />
Group,” explained Crawford-Nutt.<br />
According to Rob Lamb, president and CEO<br />
of RMSI, the two services enjoyed many synergies<br />
and a partnership between the two<br />
“made perfect sense”. He added: “When it<br />
comes to repatriation local knowledge is indispensable.<br />
RMSI offers an incomparable service<br />
to North Africa, Middle East and Central Asia<br />
while Netcare 911 is an expert when it comes<br />
to sub-Saharan Africa. It was only natural that<br />
we should bring the two together in order to<br />
be able to provide a seamless service throughout<br />
these regions.”<br />
The patient requiring repatriation from<br />
Namibia to Shanghai had a pre-existing medical<br />
condition. He became seriously ill while on<br />
business in Windhoek and required urgent<br />
repatriation to his home country where his<br />
doctors were familiar with the history of his<br />
condition. The Netcare 911 Aeromedical division<br />
was able to fly from South Africa into<br />
Windhoek at short notice in a fully equipped<br />
and staffed Hawker 800 jet air ambulance and<br />
then on to Dubai where a RMSI Hawker 800<br />
was on standby to take him home.<br />
The patient is reported still to be seriously ill,<br />
though stable. Q
035 - NETCARE:Layout 1 <strong>2010</strong>/04/13 02:36 PM Page 2<br />
WORLD AIRNEWS, MAY <strong>2010</strong>.
AIRCRAFT<br />
SLINGING –<br />
NAC STYLE<br />
Text and photos: Mark Mansfield<br />
NATIONAL AIRWAYS Corporation<br />
(NAC) Helicopter Division, based<br />
at Lanseria International Airport,<br />
is well known for its wide range of services<br />
which include: geological survey,<br />
game work, aerial filming, vehicle tracking,<br />
contract management, advanced<br />
helicopter instruction, as well as charter<br />
flights.<br />
But a service that is not mentioned often<br />
is one of the division’s specialties – aircraft<br />
recoveries or, as it is more commonly<br />
known in the trade, “aircraft slinging”.<br />
I was privileged to be invited by Alistair<br />
Brown, manager of NAC Helicopter Division,<br />
to join his team on one such aircraft<br />
recovery mission to see for myself all that<br />
is involved in such a complicated and<br />
often dangerous undertaking.<br />
For this particular mission NAC was<br />
contracted by one of its various insurance<br />
company clients to remove an aircraft<br />
wreck located in a very precarious position<br />
on a mountainside.<br />
Due to the on-going investigation, specific<br />
details of the aircraft accident in<br />
terms of aircraft type, location and other<br />
information have been omitted from this<br />
report.<br />
The choice of aircraft for this particular<br />
operation was the venerable Bell UH-1H<br />
utility helicopter, or “Huey” as it is better<br />
known. The Huey was chosen because of<br />
its excellent lift capabilities – 1 300 kg on<br />
the hook – its large cargo loading area, as<br />
well as its excellent performance under<br />
hot and high conditions.<br />
A total of 1 000 kg was to be lifted in<br />
three loads on this mission as the aircraft<br />
wreckage was scattered over a large area<br />
of the mountain.<br />
Before the actual flight, a safety briefing<br />
was held by Alistair Brown and the objectives<br />
and action plan were discussed in<br />
full. Each member of the team was tasked<br />
with a specific objective and given a full<br />
safety briefing. Once everybody was<br />
aware of the task at hand, the ground support<br />
team, including a fuel bowser, flatbed<br />
truck for the wreckage and safety inspectors,<br />
as well as the South African Police<br />
36 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
The Huey “slings” a wing from the<br />
crashed aircraft to take it to the waiting<br />
low-bed truck at the foot of the mountain.<br />
The wreckage of the aircraft’s tail<br />
section can be seen at the<br />
lower right of the picture.
Services, departed by road to the site of<br />
the wreck.<br />
The airborne team led by Brown inspected<br />
all the slinging equipment and<br />
packed the Huey before departing on the<br />
1,5-hour flight to the location of the wreck.<br />
Once airborne, a weather update was<br />
obtained and final adjustments to the action<br />
plan were made. On arrival at the<br />
crash site, a few orbits were flown to determine<br />
the best and safest approach to<br />
be made. The Huey then landed on top of<br />
the mountain and a final briefing was held<br />
to place everybody in the correct spots.<br />
The truck and part of the ground crew<br />
made their way to the base of the mountain,<br />
while the other members of the crew<br />
were tasked with gathering parts of the<br />
wreckage and were responsible for the<br />
strapping and bundling of the aircraft<br />
pieces.<br />
Part of this involved smashing holes<br />
into the remains of the aircraft wings to<br />
avoid them producing lift from the rotor<br />
downdraught as they were hoisted on the<br />
sling and possibly cause an accident as a<br />
result.<br />
Another part of the ground crew’s responsibility<br />
was to ensure that all loose<br />
bits from the wreck would not break free<br />
during the lift with the possible attendant<br />
danger to all involved.<br />
Before the Huey went into action, all<br />
three loads were prepared for the lift to<br />
avoid wasting valuable time as well as to<br />
reduce costs.<br />
Before Alistair took-off for the slinging<br />
operation, the weather was re-assessed;<br />
by this time a gusting 30-knot wind had<br />
sprung up making the task all the more<br />
challenging.<br />
Besides the wind and the proximity to<br />
the mountain slope, Brown had to maintain<br />
focus on controlling the swing of the<br />
load and to make sure that the load did<br />
not snag on any ground objects as he<br />
began lifting.<br />
One of the challenges he faced was<br />
that, during the actual lift, he had to lean<br />
out of the cockpit to keep his eye on the<br />
load below him and to maintain vertical<br />
reference, which he described as “learning<br />
to hover all over again”.<br />
With Brown’s experience this was all<br />
one smooth and very well executed lift<br />
and seemed effortless to the ground crew<br />
and myself.<br />
Within hours most of the visible signs<br />
of the wreck had been safely removed<br />
from the mountain slope and we were<br />
making our way back to Lanseria at a comfortable<br />
110 knots ground speed. Q<br />
Above: With the door off, Alistair Brown peers out of the cockpit to watch the load of wreckage<br />
as he lifts it from the crash site. Below: The Huey comes in close to the mountainside on an<br />
inspection run. Bottom: Brown (white shirt) and his crew assess the wreckage to work out<br />
how best to “sling” it for evacuation from the crash site.<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 37
IATA Halves <strong>2010</strong> Loss Forecast<br />
THE INTERNATIONAL Air Transport Association (IATA) has<br />
halved its loss forecast for <strong>2010</strong> to US$2,8-billion<br />
compared to the US$5,6-billion loss originally forecast in<br />
December 2009.<br />
The improvement is largely driven by a much stronger recovery<br />
in demand seen by year-end gains that continued into the<br />
first months of <strong>2010</strong>. Relatively flat capacity translated into some<br />
yield improvement and stronger revenues.<br />
IATA also lowered its 2009 loss estimate to US$9,4-billion from<br />
the previously forecast US$11-billion loss.<br />
Improvements are driven by economic recovery in the emerging<br />
markets of Asia-Pacific and Latin America whose carriers<br />
posted international passenger demand gains of 6,5% and 11%<br />
respectively in January. North America and Europe are lagging<br />
with international passenger demand gains of 2,1% and 3,1% respectively<br />
for the same month.<br />
Forecast highlights include an improving passenger demand<br />
which fell by 2,9% in 2009, but which is expected to grow by 5,6%<br />
in <strong>2010</strong>. This is an improvement on the previous forecast in December<br />
of 4,5% growth. As far as load factors are concerned, airlines<br />
kept capacity relatively in line with demand throughout 2009.<br />
A strong year-end recovery pushed load factors to record levels<br />
when adjusted for seasonality. By January the international passenger<br />
load factor was 75,9% while cargo utilisation was at 49,6%.<br />
In terms of yields, tighter supply and demand conditions are<br />
expected to see yields improve—2% for passenger and 3,1% for<br />
cargo. This is a considerable improvement from the precipitous<br />
14% fall experienced by both in 2009.<br />
With improved economic conditions, the price of fuel is rising.<br />
IATA raised its expected average oil price to US$79 per barrel from<br />
the previously forecast $75. The combined impact of increased capacity<br />
and a higher fuel price will add $19-billion to the industry<br />
fuel bill bringing it to an expected $132-billion in <strong>2010</strong>.<br />
Revenues will rise to $522-billion in <strong>2010</strong>, which is $44-billion<br />
more than previously forecast and a $43-billion improvement<br />
on 2009.<br />
REGIONAL DIFFERENCES<br />
Regional differences in airlines prospects are sharp. Asia-Pacific<br />
carriers will see the US$2,7-billion 2009 loss turn to $900-million<br />
in profits on the back of a rapid economic recovery being driven<br />
by China.<br />
Cargo markets are particularly strong with long-haul cargo capacity<br />
for shipments originating in Asia experiencing a capacity<br />
shortage. Demand is expected to grow by 12% in <strong>2010</strong>.<br />
Latin American carriers will post an $800-million profit for the<br />
second consecutive year. The region’s economies are less debtburdened<br />
than the US or Europe. Economic ties to Asia helped<br />
isolate the region from the worst of the financial crisis.<br />
European carriers will post a $2,2-billion loss — the largest<br />
among the regions. North American carriers will post the second<br />
largest losses at $1,8-billion.<br />
Middle East carriers are expected to experience demand<br />
growth of 15,2% in <strong>2010</strong>, but will see losses of $400-million. Low<br />
yields in long-haul markets connected over Middle East hubs is<br />
a burden on profitability.<br />
African carriers are likely to post a US$100-million loss for<br />
<strong>2010</strong>, halving 2009 losses. Demand is expected to improve by<br />
7,4%, but this will not be sufficient for profitability as they continue<br />
to face strong competition for market share. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 39<br />
Instrumentation Solutions<br />
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KENYA AIRWAYS<br />
PLANS MAJOR<br />
TURNAROUND<br />
From Kauli Mwembe in Nairobi<br />
KENYA AIRWAYS is laying the foundations<br />
for major turnaround next year,<br />
as the global airlines industry projects<br />
improved performance.<br />
The airline intends to achieve the target objective<br />
through investment in staff training, improvement<br />
of systems and fleet modernisation.<br />
It also plans to recruit at least 68 pilots as<br />
part of its advance preparations for the arrival<br />
of new aircraft into its fleet and to complement<br />
staff due to retire.<br />
Kenya Airways told its shareholders during<br />
its recent annual meeting that although it<br />
made an after tax loss of Ksh4,1-billion in the<br />
financial year up to March <strong>2010</strong>, it remained<br />
optimistic its performance would improve. The<br />
SA Flyer Mag 02 | 2007<br />
40 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
confidence comes at a time when the International<br />
Air Transport Association (IATA) has announced<br />
improvement in the global demand<br />
for air travel.<br />
Kenya Airways’ chairman, Evans Mwaniki, is<br />
confident that despite the loss in the last financial<br />
year, the airline has a bright future. He said<br />
the anticipated improved performance would<br />
come through increased passenger numbers,<br />
better yield and a favourable exchange rate.<br />
Kenya Airways CEO, Titus Naikuni, told the<br />
meeting: “We plan to recruit at least 48 direct<br />
entry pilots and 20 ab initio pilots.” He revealed<br />
that the recruitment process would<br />
accommodate the exit of 23 pilots who would be<br />
leaving the national carrier in the next five years<br />
after attaining the retirement age of 63 years.<br />
Meanwhile, the airline has received safety<br />
certification from International Air Transport<br />
Association for its ground operations. This will<br />
now make the carrier, whose hubs are Jomo<br />
Kenyatta and Moi International airports, more<br />
attractive as a provider of ground handling<br />
services to other airlines which lack ground<br />
teams at these airports. Q<br />
Servicing Aircraft Anywhere in the <strong>World</strong><br />
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ALYZAIR ENTERS<br />
AFRICAN MARKET<br />
ALYZAIR, a French pioneer of innovative flight<br />
data monitoring (FDM) services, has brought its<br />
solution set to African airline and commercial<br />
aircraft operators through Hi-Fly Marketing, a<br />
Cape Town-based specialist in the fulfilment of<br />
technology for the aviation industry.<br />
Alyzair has developed a customer web interface,<br />
alyzia.net, with interactive characteristics<br />
which have revolutionised the way airlines can<br />
handle their safety management system.<br />
Also referred to as flight operations quality<br />
assurance, operational flight data monitoring<br />
is the exploitation and study of flight data to<br />
enhance flight safety.<br />
Alyzair gives technical and operations teams<br />
a complete analysis of flight data, including<br />
flight data replay, flight data analysis, advanced<br />
and graphical analysis, 3D flight animation, statistics<br />
and trend indicators, quality assurance<br />
tools, recording media management and rate<br />
of analysis follow-up. Q<br />
Authorised to service:<br />
• Piston and Turbine Helicopters<br />
up to 5 700kg<br />
Bell 47, Enstrom 280<br />
Robinson R22 and R44<br />
The Schweizser 269 Series<br />
The Bell 206 series<br />
The Fairchild Hiller FH 01100<br />
series<br />
The Hiller 12 series<br />
The Allison 250 series<br />
AS350B Series
ETHIOPIAN AIRLINES’ “VISION <strong>2010</strong>”<br />
TOUCHES DOWN<br />
By Keith Mwanalushi<br />
THE PIONEERING spirit demonstrated by<br />
Ethiopian Airlines (ET) for over 60 years<br />
has set a benchmark for efficiency and<br />
operational success. The state-owned airline<br />
has worked its way through multiple governments,<br />
political unrest and a global economic<br />
crisis, but has still turned a profit for almost<br />
every year of its existence.<br />
“Several years ago ET mapped out its ‘Vision<br />
<strong>2010</strong>’ programme, its core objective was to<br />
achieve annual revenues of US$1-billion by<br />
<strong>2010</strong> and also increase passenger uplift to<br />
three-million passengers,” said CEO, Girma<br />
Wake, when he spoke about his airline’s Vision<br />
<strong>2010</strong>, new aircraft and airline cooperation. He<br />
was recently elected president of the African<br />
Airlines Association.<br />
“Our Vision <strong>2010</strong> strategy was a blueprint<br />
for concerted action in a number of ways, and<br />
I am pleased to report that we are now well on<br />
our way to meeting these objectives,” Wake<br />
declared.<br />
Capacity increase and network development<br />
have been the major driving forces in<br />
achieving this vision, which began alongside<br />
the order for 10 Boeing 787s in 2005. This was<br />
followed by an aggressive marketing campaign<br />
and major cost cutting.<br />
The financial target that the airline set for<br />
itself seems well on course. During the fiscal<br />
year 2008-2009 the company achieved operating<br />
revenues of over US$900-million while<br />
transporting 2,8-million passengers. Over the<br />
last five years, passenger traffic has grown at<br />
a staggering rate of 20% annually.<br />
The surge in passenger uplift has been predominantly<br />
on African routes, on which the<br />
airline makes special emphasis. The African<br />
network is among its key strengths with a 70%<br />
transfer rate. Routes have been increased from<br />
28 African destinations in 2006 to 35 in <strong>2010</strong>.<br />
Ethiopian Airlines recently introduced<br />
services to Mombasa, Abuja, Lubumbashi,<br />
Monrovia and Zanzibar, and four additional<br />
weekly flights have been added to Nairobi and<br />
Dar-es-Salaam respectively from the 2009/<br />
<strong>2010</strong> winter season.<br />
“We have increased capacity, and as a result<br />
our Eastern and Southern African destinations<br />
are now served with a daily frequency. In West<br />
Africa, we have both increased the frequency<br />
and provided higher capacity aircraft,” Wake<br />
explained.”<br />
Network development has seen an increased<br />
shift to non-stop services or at least<br />
one-stop at the most. ET was once notoriously<br />
renowned for its multiple leg routings such as<br />
the tedious Addis-Nairobi-Brazzaville-Lagos-<br />
Abidjan route.<br />
Capacity increase has also been applied to<br />
the Middle East and Asia where the network<br />
spans 14 destinations. Service to Dubai alone<br />
has been extended to three flights per day.<br />
Beijing, Hong Kong and Guangzhou, in China,<br />
are split between 14 flights a week.<br />
The airline’s European affairs have also<br />
made the news; its courtship with Lufthansa<br />
has been strengthened by enhancing their<br />
code-share partnership. Currently, the two airlines<br />
jointly offer eight weekly services between<br />
Addis Ababa and Frankfurt. As of June<br />
<strong>2010</strong>, this service will be extended to 10 flights<br />
a week on the same sector.<br />
“Our code-share agreement is providing a<br />
mutual competitive advantage. It has enhanced<br />
Ethiopian business in Europe and has<br />
helped boost Lufthansa’s performance in<br />
Africa,” Wake said.<br />
Lufthansa provides access to over 100 destinations<br />
in Europe alone, via its vast Euro network<br />
that <strong>covers</strong> 39 countries; a fitting<br />
complement to ET’s limited network in Europe<br />
that <strong>covers</strong> just a handful of destinations that<br />
include London, Rome and Stockholm. Nevertheless,<br />
Lufthansa’s footprint in Africa is<br />
Top: The five Boeing 777-200LRs on order will be used predominately on long-range routes.<br />
Above: The airline has an order for up to eight DH Dash 8-Q400s worth US$366-million.<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 43
NEW TURBINE ENGINE<br />
DEVELOPMENT<br />
ADVANCES<br />
EXHIBITING FOR the first time at the<br />
AERO <strong>2010</strong> exhibition held at<br />
Friedrichshafen, Germany, last<br />
month, French-based engine manufacturer,<br />
Price Induction, displayed a model<br />
of its DGEN 380 high bypass ratio turbofan<br />
engine, currently under development.<br />
The DGEN 380 is a two spool, unmixed<br />
flow turbofan jet engine controlled by<br />
FADEC and based on a configuration combining<br />
reduced dimensions, light weight<br />
and an “all electric” system. The weight of<br />
an a fully-equipped dry engine will be<br />
around 77 kg which does not include the<br />
580 mm outer diameter nacelle.<br />
The engine, and a slightly more powerful<br />
“sister” powerplant, the DGEN 390,<br />
have been designed with inherent robustness,<br />
easy integration and maintainability,<br />
low fuel consumption and low level noise<br />
levels (55 dBA) in mind.<br />
The DGEN 380, which produces 575 lbs<br />
of thrust at take-off power, with a by-pass<br />
ratio of 7.6, fits twin-engine aircraft with<br />
a 1 590 kg maximum takeoff weight and a<br />
maximum speed of 240 knots.<br />
The DGEN 390, which produces 740 lbs<br />
of thrust at take-off power with a by-pass<br />
ratio of 6.9, fits twin-engine aircraft with<br />
a 2 000 kg MTOW and a maximum speed<br />
of 280 Knots.<br />
Both powerplants are optimised for a<br />
10 000 ft to 15 000 ft operating altitude,<br />
and a flight ceiling of 25 000 ft.<br />
The DGEN 380 and 390 jet engines are<br />
intended to equip personal light jets (PLJ)<br />
with maximum takeoff weights ranging<br />
from 1 500 to 2 500 kg and accommodating<br />
four to six people.<br />
The first run of the DGEN 380 occurred<br />
at the end of 2006 and Price Induction has<br />
subsequently been working on the testing,<br />
optimisation and production of<br />
demonstration engines.<br />
The engine type was first unveiled at<br />
last year’s Paris Air Show and the experimental<br />
campaign of the DGEN 380 has led<br />
to new architecture of the high pressure<br />
core which has been validated through<br />
more than 50 hours of intensive testing.<br />
That opened the way for the assembly<br />
and testing of the implemented A6 version<br />
of the DGEN 380. To date the engine<br />
type has completed nearly 200 hours of<br />
test running with 2 200 starts. Q<br />
42 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
WAAS/LPV FOR THE<br />
KING AIR C90GTi<br />
HAWKER Beechcraft Services (HBS) has<br />
announced that the certified wide area<br />
augmentation system (WAAS) is now<br />
available on Rockwell Collins Pro Line 21equipped<br />
King Air C90GTi aircraft.<br />
The WAAS installation offers operational<br />
flexibility and cost savings associated<br />
with direct area navigation routes,<br />
which allow for improved access to special<br />
use airspace, high traffic and/or terrain<br />
challenged airports.<br />
Another benefit of the installation is the<br />
DREAMS DO COME TRUE<br />
At left is an example of the DGEN 380 jet<br />
engine and above is an artist’s impression<br />
of the type of aircraft for which it<br />
would be suited.<br />
use of WAAS-enabled localiser performance<br />
with vertical guidance (LPV)<br />
approaches, which are nearly identical to<br />
traditional ILS approaches, and provide<br />
decision heights as low as 200 feet with onehalf<br />
mile visibility, resulting in the reduction<br />
of missed approaches and diversions.<br />
The King Air C90GTi WAAS upgrade follows<br />
the successful launch of Hawker<br />
900XP, 800XP and 750 WAAS installations,<br />
which were introduced last year. Additional<br />
WAAS solutions will be available in<br />
the near future for the remaining Pro Line<br />
21 King Air and Premier models, as well as<br />
Hawker 400XP / Beechjet 400As equipped<br />
with Rockwell Collins AMS-5000. Q<br />
These youngsters, all from the Reach for a Dream foundation which fulfils the dreams<br />
of children between the ages of three and 18 who have been diagnosed as having a<br />
life-threatening illness, had their dreams come true recently when they were all taken<br />
for rides in an NAC Helicopter Division Bell UH-1 “Huey” based at Lanseria Airport.<br />
The “flips” followed a large party with food and other “goodies” sponsored by Spar.
Also on order are twelve Airbus A350 XWB long range airliners.<br />
greatly extended by tapping into Ethiopian Airlines’<br />
vast African network.<br />
The partnership has also extended to frequent<br />
flyer programmes. ET ‘Sheba Miles’<br />
members have reciprocal earn-and-redeem<br />
privileges on Lufthansa’s “Miles and More”<br />
programme and vice versa.<br />
The sequence of events unfolding leads to<br />
the obvious thought of Ethiopian Airlines and<br />
the Star Alliance. Lufthansa is a founding member<br />
of the airline grouping and ET already<br />
code-shares with other Star members such as<br />
bmi, British Midlands, South African Airways<br />
and Brussels Airlines.<br />
Wake has reportedly said that his airline<br />
hoped to join the alliance in late <strong>2010</strong> or early<br />
2011. This dismisses speculation that the rival<br />
Oneworld alliance was in urgent talks with the<br />
Ethiopian carrier. Oneworld has no Africanbased<br />
partner apart from a few British Airways<br />
franchise operations in Southern Africa.<br />
In the present operating environment,<br />
many of the world’s major international airlines<br />
are scaling back operations and reporting<br />
heavy losses; ET seems to be flying on a different<br />
flight path. Last year, the airline reported<br />
a net profit of US$117-million, the highest ever<br />
recorded in its history.<br />
“One of the yard sticks for success of an airline<br />
is its profitability. The overall performance<br />
of our airline is noteworthy and rewarding considering<br />
the numerous challenges we have to<br />
cope with. Cut throat competition, a global crisis,<br />
escalating operational and capital costs led<br />
by the less than predictable and fluid gyration<br />
of fuel prices, and the shrinking trends of the<br />
market,” Wake stated.<br />
AIRCRAFT DELIVERY<br />
The tragic crash of one of its B737-800s off the<br />
coast of Lebanon in January in which all 90 passengers<br />
and crew perished, overshadows what<br />
should have been an enviable year for<br />
Ethiopian Airlines.<br />
Nevertheless, apart from financial objectives<br />
being on target, this year marks the start<br />
44 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
of the delivery of brand new aircraft. The company<br />
has 45 new aircraft on order, namely 10<br />
B787 Dreamliners, five B777-200LRs, eight<br />
Bombardier Q400s, 12 A350-900s and an additional<br />
order for ten B737-800s.<br />
Wake insists that the diverse types are complementary<br />
to the fleet. He stressed that Addis<br />
Ababa was 8 000 feet above sea level, a situation<br />
that made optimum engine performance<br />
very difficult.<br />
The B777-200LR provided good advantage<br />
with performance; it was the most ideal in<br />
offering the range required to serve long haul<br />
markets efficiently, he said.<br />
Secondly, the airline’s annual growth rate of<br />
20% meant there was a requirement for an aircraft<br />
with a capacity of over 300 passengers. The<br />
current 767-300ERs in the fleet were too small<br />
to accommodate this growth, so the 777s were<br />
selected. The GE90-115B-powered 777-200LR<br />
would be the first to enter service in Africa,<br />
Wake pointed out.<br />
Delay to the B787 Dreamliner has caused<br />
problems, but Ethiopian will still take on all its<br />
orders. It has been reported that the initial<br />
787-8 deliveries to airlines may be overweight.<br />
Even though Ethiopian is “not very happy”<br />
about the overweight situation, the aircraft<br />
would still perform well on mid-range routes<br />
within Africa and to Europe replacing the 757<br />
and 767s. Far East and American operations<br />
will be left to the 777s and A350s, delivery of<br />
the latter is scheduled for 2017.<br />
The original order for the 787 is for eight -<br />
8s and two -9s. However the airline may convert<br />
to more of the -9s if contractual range,<br />
payload and fuel consumption targets for the<br />
-9 are met by Boeing.<br />
Yet another aircraft type making its debut<br />
into the fleet is the Bombardier Q400<br />
NextGen, an order for up to eight aircraft being<br />
valued at US$366-million.<br />
Wake explained his reasons for the Bombardier<br />
purchase: “The 360-knot speed of the<br />
aircraft, low operating costs and its environmental<br />
credentials are the main reasons for<br />
the choice. It has excellent range and payload<br />
capability that will allow us to deploy it on domestic<br />
routes within Ethiopia, as well as regional<br />
routes of up to 1 000 nm from Addis<br />
Ababa.<br />
“The Q400 has exceptional performance in<br />
terms of climb rate, single-engine ceiling and<br />
higher take-off weight, thus greater payload<br />
from hot and high elevation airfields,” he<br />
added<br />
It has been frequently mentioned that the<br />
future prosperity of African commercial aviation<br />
lies with greater cooperation among airlines<br />
on the continent. Despite the slow<br />
progress, some advances are being made.<br />
Ethiopian Airlines and Nigerian Eagle Airlines<br />
are the first two African airlines to sign a<br />
Technical Service Agreement (TSA). This <strong>covers</strong><br />
training, maintenance, and resource pooling.<br />
ET will maintain all of Nigeria Eagle’s Boeing<br />
737s, including a host of other opportunities<br />
that will be explored including training of pilots,<br />
cabin crew and engineers.<br />
“We are assisting Nigerian Eagle to maintain<br />
the good standard that it already has. This will<br />
be an imperial benefit to Africa. Technical cooperation<br />
is a two-way thing, and I believe that<br />
we will achieve synergy from this,” Wake said.<br />
The Ethiopian Airlines Aviation Academy is<br />
now an International Air Transport Associationaccredited<br />
training centre with a large multinational<br />
customer base mostly from Africa and the<br />
Middle East. The academy recently took on a 30million<br />
euro loan from the French Development<br />
Bank towards further upgrades in order to cope<br />
with growing training demands.<br />
Traditionally, African airlines have their<br />
maintenance and training done in Europe or<br />
the United States. The Technical Service Agreement<br />
effectively ends Nigerian Eagle’s technical<br />
partnership with British carrier Virgin<br />
Atlantic.<br />
Ethiopian Airlines remains very busy in West<br />
Africa. In a bid to further strengthen regional<br />
partnerships, the company signed a five-year<br />
management contract with new Togolese regional<br />
airline ASKY Airlines. Based in the capital,<br />
Lome, ASKY will develop a West African<br />
hub feeding into the Ethiopian’s global network.<br />
ET has a 25% stake in ASKY.<br />
It is believed a duplicate model in Southern<br />
Africa may be on the cards, “possibly from<br />
Zambia to Mozambique, Botswana and<br />
Malawi,” Wake hinted.<br />
Over the next few years the Ethiopian flag<br />
carrier has set its sights on new territory, with<br />
hopes to gradually launch services to Brazil and<br />
Canada.<br />
Additional points in the USA are likely, and<br />
expansion in the Far East to include cities like<br />
Shanghai and Kuala Lumpur are on the cards<br />
as the next phase of expansion takes shape. Q
CAASA objects to<br />
MANDATORY SECURITY<br />
CLEARANCE OF ALL EMPLOYEES<br />
AT LANSERIA AIRPORT<br />
INCENSED AT the lack of response to<br />
its letter to the Director of the National<br />
Intelligence Agency regarding<br />
the NIA’s demand that all employees at<br />
Lanseria International Airport be security<br />
cleared prior to the start of the FIFA<br />
<strong>World</strong> Cup next month, the Commercial<br />
Aviation Association of Southern Africa<br />
(CAASA) has now taken its complaint<br />
straight to the Minister of State Security.<br />
However, despite sending all relevant<br />
documentation and explaining its situation,<br />
no response had been received from<br />
the minister either by the time of writing.<br />
The situation developed when tenants<br />
at Lanseria International Airport were advised<br />
by the airport management that<br />
they were required to compel their employees<br />
to complete Form 2206 and submit<br />
it to the National Intelligence Agency<br />
so that the employees can be security<br />
cleared prior to the start of the <strong>World</strong> Cup<br />
soccer tournament. The airport management<br />
has indicated that this requirement<br />
emanated from the NIA and the South<br />
African Police Services.<br />
CAASA’s letters to the NIA and the<br />
Minister of State Security were both<br />
written and signed by the association’s<br />
CEO, Kim Gorringe. In the one to the NIA,<br />
Gorringe explained that a meeting was<br />
held at the beginning of March between<br />
a representative from the NIA and the<br />
Association of Non-Scheduled Operators<br />
(ANSO), an affiliate of CAASA, to find out<br />
more about the requirement.<br />
“Unfortunately, besides the obvious<br />
argument that Government wants to do<br />
everything possible to ensure the safety<br />
and security of foreign guests and visitors<br />
attending the <strong>World</strong> Cup, no concrete<br />
reason could be advanced as to why such<br />
an invasive and far-reaching security<br />
measure is necessary.<br />
“Although our members, like all proud<br />
and patriotic South Africans, would like to<br />
co-operate with Government to ensure<br />
that the <strong>World</strong> Cup is a resounding success,<br />
they question the efficacy, as well as<br />
the practicality, of the measure proposed,”<br />
wrote Gorringe.<br />
DOCUMENT REQUEST<br />
He requested that the NIA provide CAASA<br />
with a number of documents, one of<br />
which was a copy of the written<br />
instruction from the NIA to either the<br />
Lanseria Airport Management,<br />
alternatively all tenants/employees on the<br />
airport requiring them to implement this<br />
security clearance measure, as well as<br />
outlining the personal information that<br />
was required to be submitted, the form to<br />
be completed and supporting information<br />
which must be attached.<br />
CAASA further requested in the letter<br />
to the NIA that it provide references to the<br />
legislation such as applicable sections of<br />
Act and/or regulations mandating the<br />
agency and/or the SAPS to require private<br />
citizens working at a private airport to<br />
complete the Form 2206 and undergo security<br />
clearances designed for the screening<br />
of state officials and public servants.<br />
“We must emphasise,” Gorringe continued,<br />
“that without the existence of legislation<br />
mandating these measures, the<br />
requirements of the Basic Conditions of<br />
Employment Act No.75 of 1997 read together<br />
with the Labour Relations Act<br />
No.66 of 1995 will prevent employers<br />
from compelling their staff to complete<br />
the Form 2206 and undergo security<br />
screening.<br />
“Security clearances will only be able to<br />
be conducted on those employees who<br />
‘consent’ to these measures.<br />
“We have also been advised that many<br />
unionised employees at Lanseria Airport<br />
have already received advice from their<br />
respective labour unions not to participate<br />
in the security clearance process.<br />
“We have engaged your department as<br />
we deem this a matter or urgency and<br />
great importance and we unfortunately<br />
cannot advise our association members<br />
without your written response on these<br />
issues,” Gorringe concluded. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 45<br />
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46 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
ATNS SYSTEM WINS WORLD<br />
AWARD<br />
THE ADVANCED air traffic flow management<br />
(ATFM) system deployed by<br />
South Africa’s Air Traffic and Navigation<br />
Services (ATNS) has been named by Jane’s Airport<br />
Review as the winner of the <strong>2010</strong> Enabling<br />
Technology Award for contribution to<br />
enhanced capacity and safety.<br />
The ATFM system, provided by Thales and<br />
Metron Aviation, is deployed at ATNS’ central<br />
airspace management unit and provides a system-wide<br />
view for managing the entire region,<br />
approximately 10% of the global airspace.<br />
The solution utilises end-to-end collaborative<br />
decision making to increase capacity utilisation<br />
and enables airlines to optimise operations by<br />
dynamically managing their allocated slots.<br />
Over the last decade, tourism and travel in<br />
South Africa has steadily increased by approximately<br />
7% each year. With the increase in aircraft,<br />
passengers and total air traffic movements,<br />
South Africa felt it needed to more efficiently<br />
manage airspace while enhancing safety. When<br />
THE AFRICAN Airlines Association<br />
(AFRAA), based in Nairobi, has expressed<br />
deep concern about the<br />
European Union’s latest list of airlines<br />
banned from the European airspace due<br />
to safety concern.<br />
Thirteen of the 17 countries affected by<br />
the ban are from Africa, with a total of 111<br />
African airlines now named on the EU’s<br />
so-called black list.<br />
“Air safety is AFRAA’s number one priority<br />
and we are the first to admit that<br />
Africa needs to improve its air safety<br />
record. However, while the EU list may be<br />
well-intended, its main achievement has<br />
been to undermine international confidence<br />
in the African airline industry,” said<br />
Nick Fadugba, Secretary General of<br />
AFRAA.<br />
In his response to the latest listing, he<br />
claimed that the ultimate beneficiaries of<br />
the ban were European airlines which<br />
dominated the African skies to the disadvantage<br />
of African carriers (see page 48).<br />
“If any list is to be published, it should<br />
be done so by the International Civil Aviation<br />
Organisation (ICAO), the global regulator<br />
of aviation safety, which has a known<br />
South Africa was awarded the FIFA <strong>2010</strong> <strong>World</strong><br />
Cup, airspace optimisation and management<br />
became an even larger challenge.<br />
“This ATFM system helps us optimise capacity<br />
and redefines the way we work with airlines,”<br />
said Patrick Dlamini, CEO of ATNS. “The<br />
central airspace management unit can now<br />
predict the traffic flow well in advance which<br />
will help us to put proactive measures to efficiently<br />
and safely control traffic.”<br />
The ATFM system gives ATNS advanced tools<br />
for strategic planning, as well as pre-tactical and<br />
tactical management of traffic flows within the<br />
available capacity of the air traffic management<br />
system. The system provides the comprehensive<br />
ATFM capabilities to model and implement all<br />
traffic flow initiatives for both aerodrome/airport<br />
and airspace volumes in South Africa.<br />
Traffic flow initiatives are used to dynamically<br />
balance air traffic demand with capacity<br />
to keep traffic flowing as smoothly and efficiently<br />
as possible. Q<br />
AFRAA OBJECTS TO EU’S LATEST LIST OF<br />
BANNED AFRICAN AIRLINES‘<br />
track record of impartiality,” he added.<br />
According to AFRAA, the EU list has the<br />
effect of damaging the reputation and<br />
business of many scheduled African airlines<br />
whose safety records and adherence<br />
to ICAO safety standards are comparable<br />
to the best airlines anywhere in the world.<br />
The association contends that a detailed<br />
examination of the EU list reveals<br />
some contradictions. For example: The<br />
majority of the African airlines on the list<br />
have never operated scheduled flights to<br />
Europe, do not plan to do so and have no<br />
aircraft with the range to fly to any EU<br />
state, and the list also includes many airlines<br />
that only exist on paper and are not<br />
operational.<br />
The list indicates that neither the operating<br />
licence nor the ICAO registration<br />
number of most of the banned airlines are<br />
known.<br />
AFRAA has called on the EU to emulate<br />
the example of the United States’ “Safe<br />
Skies for Africa” initiative and launch an<br />
air safety improvement programme for<br />
Africa rather than issue a “blacklist” which<br />
has not proved to be helpful in solving the<br />
problem. Q
CESSNA CALLS FOR<br />
INDUSTRY UNITY<br />
ROBERT STANGARONE, vice president,<br />
corporate communications<br />
at Cessna, has called on the<br />
aviation industry to keeping communicating<br />
the value and benefits of business<br />
aviation.<br />
Addressing the British Business and<br />
General Aviation Association (BBGA)<br />
annual conference in London recently,<br />
Stangarone said: “Everyone in our<br />
industry should consider themselves<br />
ambassadors. Business aircraft are used in<br />
so many valuable ways and have truly<br />
become essential to the global transportation<br />
system.<br />
“We need to take every opportunity to<br />
spread that message to the world.”<br />
He stressed the importance and<br />
strength of unity. “Protecting our image is<br />
a common goal we can all pursue, on both<br />
sides of the Atlantic. Through Cessna’s<br />
own ‘Rise’ campaign, we’ve seen the<br />
power of partnering with our industry<br />
allies and associations, with our government<br />
officials, with our customers and<br />
ONE OF the world’s largest carriers,<br />
United States-based United Airlines, has<br />
formalised a commitment announced<br />
earlier by signing a firm order for 25<br />
Airbus A350-900 XWB aircraft.<br />
The aircraft will be powered by Rolls-<br />
Royce Trent XWB engines. Deliveries of<br />
will begin in 2016 and run through 2019.<br />
The A350 XWB is a new family of midsize<br />
wide-body airliners. The aircraft<br />
brings together the latest in aerodynamics,<br />
design and advanced technologies to<br />
provide a 25-percent step-change in fuel<br />
efficiency compared to current aircraft in<br />
the same size category.<br />
The A350 XWB airframe will have 53<br />
percent composite materials, lightening<br />
the weight thereby maximising fuel economy.<br />
Featuring an entirely new, very<br />
quiet, cabin with extra space and comfort,<br />
passengers will enjoy more headroom,<br />
wide panoramic windows and more overhead<br />
storage area.<br />
The three passenger versions have true<br />
long-range capability and flexibility. The<br />
A350-800 will fly 270 passengers in a<br />
three-class configuration 8 300 nautical<br />
with other stakeholders.<br />
“Together, we need to make sure the<br />
facts are heard. Business aviation supports<br />
1,2-million jobs across the US.<br />
Equally, thousands of European jobs as<br />
well as those in other areas like Africa depend<br />
on our industry.<br />
“And companies that use business<br />
aviation are more productive than their<br />
competitors.<br />
“It’s not just big business either,” continued<br />
Stangarone. “The vast majority of<br />
companies that rely on business aviation<br />
are small and medium-sized operations.<br />
And just as important, business jets are a<br />
lifeline for small cities across North America<br />
and remote communities in Europe,<br />
and they play a critical role in disaster relief<br />
efforts following catastrophes such as<br />
the earthquake in Haiti.”<br />
Stangarone concluded, “As an industry<br />
we’re a force with strong points to make<br />
and a solid strategy. We’re making good<br />
headway but we have to keep working to<br />
protect our image.” Q<br />
MAJOR AIRBUS A350XWB ORDER<br />
miles. The 314-seat A350-900 and 350seat<br />
A350-1000 will offer similar longrange<br />
performance.<br />
The order book for the aircraft type<br />
now stands at 530 aircraft.<br />
Final assembly of the first aircraft is anticipated<br />
in 2011, with the first delivery<br />
scheduled for 2013. This will be an A350-<br />
900 model. Q<br />
EGYPTAIR’S FIRST B777-300ER<br />
EGYPTAIR AND leasing company GE Capital<br />
Aviation Services (GECAS) took delivery<br />
recently of the first Boeing 777-300ER<br />
jetliner to join the carrier’s fleet which already<br />
includes five B777-200ERs, five<br />
B737-500s and 12 737-800s, with another<br />
eight 737-800s on order.<br />
The Egyptian flag carrier is leasing the<br />
new 777-300ER from GECAS and will take<br />
an additional five 777-300ERs on lease<br />
through the second quarter of 2011 to<br />
continue upgrading its long-haul service.<br />
A member of the Star Alliance, EgyptAir<br />
will fly 777-300ERs on routes to London,<br />
Tokyo and North America. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 47<br />
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CITATION CJ4<br />
GAINS FAA<br />
CERTIFICATION<br />
CESSNA’S LATEST corporate jet, the<br />
Citation CJ4, has gained its type<br />
certification by the US Federal Aviation<br />
Administration (FAA), and the company<br />
announced that deliveries were set<br />
to begin later this year.<br />
The Citation CJ4 is the newest and<br />
largest member of the popular CJ family<br />
of business jets consisting of the Citation<br />
CJ1+, CJ2+ and CJ3. The CJ4 is approved<br />
for single-pilot operations and shares a<br />
common pilot type rating with the others.<br />
Retail price in <strong>2010</strong> dollars for a typically<br />
equipped Citation CJ4 is $9-million.<br />
The final results of extensive flight testing<br />
have validated significant performance<br />
enhancements including a takeoff distance<br />
of 954 metres at maximum takeoff<br />
weight, capable of a direct climb to 45 000<br />
feet in just 28 minutes, a maximum speed<br />
of 453 knots, a range of 2 002 nautical<br />
miles with two crew and five passengers,<br />
and a landing distance of 823 metres at<br />
maximum landing weight.<br />
The Citation CJ4 also offers an extensive<br />
standard equipment list including a fourscreen<br />
Collins Pro Line 21 avionics suite<br />
with electronic charts and graphical<br />
weather, TCAS II, EGPWS Class A TAWS,<br />
48 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
Dual Mode S Diversity transponders with<br />
ADS-B out capability, Multi-Scan weather<br />
radar, emergency descent mode, and an<br />
essential electrical bus.<br />
The aircraft will debut the new Williams<br />
International FJ44-4A electronically controlled<br />
(FADEC) engines which gained FAA<br />
AFRICAN AIRLINES have agreed to a<br />
number of objectives to safeguard their<br />
interests, especially the looming penetration<br />
of the continent’s market by<br />
foreign carriers.<br />
The 40 carrier-member African Airline<br />
Association (AFRAA) says one of its toughest<br />
challenges is to guard the African market<br />
against foreign carriers. “Currently<br />
mega carriers transport over 70% of the<br />
intercontinental traffic to and from the<br />
continent and this proportion continues<br />
to increase,” said Christian Folly-Kossi, the<br />
association’s recently-retired Secretary<br />
General. He noted that a head count revealed<br />
that barely a dozen African airlines<br />
were currently fairing well. He challenged<br />
AFRAA member airlines to come up with<br />
a strategy to fiercely fight competition<br />
from foreign carriers.<br />
“The biggest risk is seeing African carriers<br />
run out of business one by one with all<br />
imaginable consequences such as job<br />
losses and lack of transportation facilities<br />
to promote the African tourism industry.”<br />
certification in February. The cabin can be<br />
configured for up to eight passengers with<br />
a standard, belted aft lavatory.<br />
The Citation CJ4 also introduces the Rockwell<br />
Collins Venue cabin management system<br />
that includes BluRay DVD with HD<br />
monitors, moving maps and XM radio. Q<br />
PLAN TO SAFEGUARD AFRICAN SKIES FROM<br />
FOREIGN AIRLINES<br />
Other comments on the issue have<br />
come a number of sources, such as President<br />
Armando Emilio Guebuza, of<br />
Mozambique, who said air transport<br />
should be a catalyst for economic development<br />
in the continent. He challenged<br />
African governments to co-operate to<br />
allow the continent’s carriers to operate<br />
freely in Africa.<br />
Another comment came from Africa<br />
Civil Aviation Commission President,<br />
Charles Wako, of Kenya, who noted that<br />
opening African skies to African airlines<br />
was the only way to fight domination by<br />
foreign carriers. He said full implementation<br />
of the Yamoussoukro Declaration was<br />
critical to the survival of African airlines.<br />
“Until this is done, our air transport systems<br />
risk collapse,” said Wako who is also<br />
chairman of Kenya Civil Aviation Authority.<br />
He said the Yamoussoukro Declaration<br />
was put in place to facilitate the liberalisation<br />
of access to air transport markets<br />
in Africa and to promote and protect the<br />
air transport system on the continent. Q
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WORLD AIRNEWS, MAY <strong>2010</strong>. 49
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Getting ready for the kick off –<br />
NATS SERVICES HELPS ATNS<br />
PREPARE FOR WORLD CUP INFLUX<br />
AT KING SHAKA<br />
CONSULTANTS from the UK’s NATS Services have been working<br />
with their partners in South African air traffic control<br />
to reshape procedures at one of the country’s main airports<br />
to ensure thousands of extra flights taking place because of<br />
the <strong>World</strong> Cup can be managed safely and efficiently.<br />
NATS provides air traffic control from its centres at Swanwick,<br />
Hampshire and Prestwick, Ayrshire, in the UK. NATS handled 2,2million<br />
flights in 2009, covering the UK and eastern North Atlantic<br />
and carried more than 200-million passengers safely through<br />
some of the busiest and most complex airspace in the world.<br />
Prestigious international sporting events create such a dramatic<br />
increase in business and charter jet flights that states have to create<br />
special plans to ensure they can handle the extra movements.<br />
The South African Air Traffic Navigation Services (ATNS) has<br />
called on NATS Services to support its preparation for this major<br />
global occasion by reviewing and updating procedures for the<br />
King Shaka International Airport, in Durban.<br />
ATNS aeronautical information services manager, Francois<br />
Coetzee, said: “We knew that to deliver on time and meet all the<br />
necessary requirements, we had to involve external partners.<br />
Based upon technical expertise and price, NATS Services won the<br />
contract.”<br />
NATS Services project manager, Alec McLaren, said: “Training<br />
the staff who will be running the show when the tournament<br />
starts was a key element. That team – and the systems – are now<br />
in place to manage the rise in traffic this year and beyond.<br />
“We built a strong relationship based on mutual respect and<br />
everyone was very open and straightforward. What we have built<br />
together is new procedures fundamentally to improve capacity.”<br />
He added that the brief was to ensure compliance with international<br />
air traffic standards and to design new instrument procedures,<br />
which incorporated the latest satellite navigation<br />
technologies for the <strong>World</strong> Cup and beyond, when air traffic volumes<br />
are forecast to rise.<br />
The tournament starts on June 11 and ends on July 11, with<br />
both beginning and end dates expected to see the biggest peaks<br />
in air traffic movements. Q<br />
CESSNA’S LANDMARK “SINGLE”<br />
CESSNA RECENTLY delivered the 9000 th single-engine, pistonpowered<br />
aircraft it has produced at its Independence, Kansas,<br />
facility which it opened with the first model coming off the assembly<br />
line in November 1996, following the company‘s 10year<br />
hiatus from producing single-engine piston aircraft.<br />
The milestone aircraft was a Cessna Skylane which was delivered<br />
on site to its new owner.<br />
Cessna had ceased production in the mid-1980s due to rising<br />
liability costs and resumed production after the 1994 passage of<br />
the US General Aviation Revitalisation Act.<br />
In total, Cessna has produced more than 154 000 single-engine<br />
pistons since the company’s founding in 1927. Cessna produces<br />
the Skyhawk, Skylane, Stationair, Corvalis, Corvalis TT and<br />
Citation Mustang at its facility in Independence. Q
The French<br />
Bushman –<br />
BROUSSARD<br />
Text and photos by:<br />
GEOFF JONES<br />
WEAING THE squadron badge<br />
on its nose from its tour of<br />
duty at Tindouf, in Algeria, in<br />
1960, this Max Holste MH.1521C1<br />
Broussard now lives in a very contrasting<br />
environment from the dust of the North<br />
African desert.<br />
Owned by classic aircraft enthusiast,<br />
Nigel Skinner, this Broussard’s home is the<br />
green and bucolic farmland of Eggesford,<br />
Devon, in south-west England, one of a<br />
surviving handful of these 1950’s military<br />
liaison and transport aircraft built by the<br />
French company Avions Max Holste at<br />
Reims-Prunay (then known as St-Léonard)<br />
in France.<br />
Nigel Skinner, one of the Eggesford<br />
Heritage Flight, acquired this aircraft from<br />
France in 2000 where it had been civilian<br />
operated by the Association Sauvegarde<br />
des Avions Anciens, at Marmande as<br />
F-GDPZ (c/n 208) since being formally demobbed<br />
from the Armée de l’Air around<br />
1984. Before this it served in the colours<br />
it now wears with 76 Groupe Saharen de<br />
Reconnaisance at Tindouf. After the<br />
Algerian conflict ended it was re-deployed<br />
to Berlin-Tegel, patrolling the French<br />
sector of Berlin.<br />
Max Holste designed the Broussard and<br />
his company of the same name built a<br />
total of 318 examples of the type for the<br />
military, mainly the French Armée de l’Air,<br />
ALAT (Aviation Légère de l’Armée de Terre)<br />
and Marine National (3) plus 52 civilian<br />
examples.<br />
The prototype first flew on November<br />
17, 1952 and production ended in<br />
December 1961. It was not until after the<br />
first flight, when a journalist for the<br />
French magazine Les Ailes Jean Grampaix<br />
flew and wrote about the MH.1521 as an<br />
aircraft for ‘de brouse’ or ‘bush’, that<br />
Holste christened his aircraft the<br />
Broussard.<br />
In French military service the Broussard<br />
was soon nick-named the Soapbox because<br />
of its angular, slab sided fuselage.<br />
Examples were exported to foreign air<br />
forces in Argentina (10), Portugal, the<br />
Royal Moroccan Air Force (6), to Madagascar,<br />
Mauretania and Senegal.<br />
In the civilian version, the MH.1521C,<br />
one was delivered to the airline UAT<br />
(Union Aéromaritime de Transport) in<br />
North Africa, four to Upper Volta (now<br />
Burkina Faso) to operate a network of<br />
postal, administrative and humanitarian<br />
scheduled flights; one to Tunisia for use as<br />
an aerial laboratory for atmospheric studies<br />
and another in 1957 to Phnom-Penh in<br />
Cambodia, where it also assisted the<br />
French economic and technical mission<br />
established in Saigon.<br />
Many Broussards were distributed to<br />
French African processions when they<br />
were granted independence in 1960 including<br />
Burkino Faso, Congo and Chad. In<br />
1963 five Broussard’s were distributed<br />
world-wide for use by French Air Attaché’s<br />
overseas in New Delhi, Rome, Bonn, Rio<br />
de Janeiro and Tel-Aviv.<br />
In Argentina, the type was used by the<br />
Ministry of Agriculture for crop dusting, but<br />
was mainly used as a six-seat utility transport<br />
and ambulance evacuation aircraft<br />
accommodating two casualty stretchers, two<br />
sitting casualties and medical attendants. In<br />
later years these Broussards were used as<br />
jump ships for parachutists.<br />
A large aircraft with a 13,72 metre wing<br />
span, standing 1,5 m high, it is also a<br />
heavy aircraft with a 1 653 kg empty<br />
weight. However, with its powerful, ninecylinder,<br />
450 hp Pratt & Whitney R-985-<br />
AN Wasp air-cooled engine, it is able to<br />
carry a useful load of six people or 1 053<br />
kg. With large flaps, very effective ailerons<br />
and the unique twin tails and large elevator<br />
the Broussard is a STOL (short take-off<br />
and landing) machine.<br />
To capitalise and improve on this performance<br />
a modified version, the<br />
MH.1522 was proposed, with double slotted<br />
wing flaps and full span leading edge<br />
slots, but only a single prototype was<br />
built. Speed is modest, normal cruise<br />
being about 122 knots with the maximum<br />
speed 139 knots at 3 000 feet. Range is<br />
647 nautical miles at a speed of 115 knots.<br />
The remaining airworthy examples in<br />
<strong>2010</strong> are mainly ex-French Air Force, and<br />
most are flown in France, Germany, Norway,<br />
the UK, the US and Canada. Several<br />
examples are preserved in museums including<br />
one in the Museo Nacional de<br />
Aerónautica in Buenos Aires, Argentina.<br />
FLYING THE BROUSSARD<br />
With the same nine-cylinder engine as fitted<br />
to the contemporary DHC-2 Beaver,<br />
performance is similar, although the<br />
Broussard’s empty weight is greater, and<br />
consuming around 75 litres (16,5 imp gallons)<br />
per hour in an economy cruise, it is<br />
an expensive aircraft to operate – even<br />
the oil reservoir has a 36-litre capacity.<br />
Its engine is also similar to that used by<br />
the North American AT-6 (Harvard). The<br />
Broussard has two main wing-root fuel<br />
tanks with a capacity of 440 litres of which<br />
430 are useable, and it has a 2,6 m diameter<br />
aluminium variable pitch propeller.<br />
The pilot and co-pilot seats are very<br />
high and you clamber in to the seats up<br />
the steeply inclined cabin, almost like in a<br />
DC-3 – the view once seated is like the<br />
captain on the bridge of his ship!<br />
Able to carry six people the Broussard<br />
is a great aircraft for transporting a large<br />
family or for a flying camping holiday, although<br />
you have to be careful with weight<br />
and balance to ensure the CofG is not too<br />
far back. The opposite applies if the<br />
Broussard is flown solo, so you may need<br />
to carry ballast.<br />
A rarity on this aircraft is one of the engine<br />
instruments, the pressure gauge to<br />
be precise. It is graduation unit is the<br />
pièze, or pz for short, with 1 pz being<br />
equal to 0,01 bar. A fuller explanation can<br />
be found in the sidebar on page 53.<br />
From a reasonable runway surface,<br />
with full throttle and in to wind, the tail<br />
soon lifts and at 50/55 knots a gentle back<br />
pressure on the stick and some deft rudder-work,<br />
the Broussard is flying and can<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 51
e established in a ‘best climb’ of 700<br />
ft/min at 80 knots, the gauges showing<br />
117 pz and 2 200 rpm. At almost full power<br />
(455 hp) in the climb a fuel consumption of<br />
135 litres per hour will soon have you easing<br />
back on the throttle to a more economic<br />
420 hp when the gauges indicate 88 pz and<br />
1 900 rpm with 100 knots indicated and fuel<br />
consumption at 76 litres per hour.<br />
Push the throttle and get 93 pz with<br />
2 000 rpm and the speed will increase to<br />
105 knots, but with the attendant fuel consumption<br />
increase to 78 l/hr.<br />
The Broussard’s flaps are effective as<br />
demonstrated at landing or in the stall –<br />
slow speed handling is good in all axes at<br />
52 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
62 knots for loitering/reconnaissance and<br />
deploying 30° of flaps will help bring the<br />
speed back to 57 knots. For landing 80<br />
knots is recommended down-wind with<br />
20° of flaps, then on base leg slowing to<br />
75 knots with 30° of flaps and establishing<br />
finals at 70 knots with 40° of flaps at short<br />
finals, plenty of rudder work and a threepoint<br />
touch down technique.<br />
Every Broussard pilot should be able to<br />
land his aircraft on a 600 metre strip or<br />
less and to take off from same. It is also<br />
capable in cross-winds, the book maximum<br />
for a 90° cross-wind being 16 knots<br />
– just 20° and the limit is 50 knots.<br />
If you want to buy a Broussard they are<br />
available, but prices vary according to condition<br />
and engine time – a good 1960 example<br />
was advertised for sale in France<br />
last year for Euro 49 000 with 4 600 hours<br />
total time.<br />
LARGER VERSION<br />
Max Holste developed a larger, 17-seat,<br />
twin-engine Broussard, the MH.250 Super<br />
Broussard which first flew in <strong>May</strong> 1959,<br />
ten examples being ordered by the French<br />
Government. The company’s finances<br />
were stretched so Max Holste collaborated<br />
with Nord Aviation to develop and<br />
build the MH.250 – this aircraft eventually<br />
became the Nord 262 commuter-liner.
Meanwhile, a 49% stake in Max Holste<br />
was acquired by Cessna Aircraft Company<br />
from the USA and the old company name<br />
disappeared and it became Reims Aviation<br />
SA producing various Cessna singleengine<br />
models (mainly 150s and 172s) for<br />
the European and Middle East markets<br />
and later the twin engine Cessna 404.<br />
In the Algerian conflict (1956-1962) the<br />
Armée de l’Air deployed 140 Broussards for<br />
aerial reconnaissance, artillery spotting and<br />
medi-vac duties, the aircraft equipped with<br />
four under-wing hard points and often carrying<br />
a machine gun mounted in the leftside<br />
entry door position.<br />
At least 29 examples were lost in this<br />
conflict, many of them in landing and<br />
take-off accidents. By 1980 there were<br />
only 75 Broussards active with the French<br />
military, many examples having already<br />
been distributed to French aero clubs and<br />
parachute clubs. The last Armée de l’Air<br />
example was retired in November 1987,<br />
followed by a veritable ‘flea-market’ of<br />
Broussard sales to private owners, mainly<br />
‘war-bird’ enthusiasts in the US. The very<br />
last French military Broussard was retired<br />
by ALAT at Montauban, in south-west<br />
France, on July 1, 1993.<br />
When the featured example came to<br />
the UK it was adorned in a gaudy, brightly<br />
coloured scheme sponsored by the dairy<br />
WHAT‘S A PZ?<br />
THE PIÈZE (pz) is a unit of pressure<br />
in the metre-tonne-second system<br />
of units (MTS system), used, for example,<br />
in the former Soviet Union<br />
1933-1955.<br />
It is defined as one sthène per<br />
square metre. For all intents and<br />
purposes, 1 pz is equal to 0,01 bar so<br />
if you are planning on buying a<br />
Broussard you had better brush up<br />
on the MTS system.<br />
company, St. Ivel, and advertising its<br />
‘Shape’ yoghurt products, attending air<br />
shows and fly-ins between 2000 and<br />
2006.<br />
It then reverted to this more modest<br />
and authentic Armée de l’Air scheme,<br />
coded ‘IR’ from its days at Tindouf in the<br />
western Algerian desert – note the white<br />
painted upper surfaces to provide some<br />
deflection to the searing Saharan heat.<br />
It is one of an estimated 20 examples<br />
world-wide still maintained in airworthy<br />
condition and most years European<br />
Broussard pilots enjoy a ‘rassemblement’<br />
at their aircraft’s birth place, French<br />
champagne country at Reims. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 53
ONE FOR<br />
THE<br />
RECORD<br />
BOOKS?<br />
Brother and sister<br />
combo make a<br />
unique flying pair...<br />
THERE HAVE been many instances of<br />
two brothers or even a brother and<br />
sister both choosing flying as a career,<br />
but seldom – if ever in Africa anyway<br />
– have there been a brother and<br />
sister who both started learning to fly at<br />
the same flying school on the same day<br />
and then, a year and a half later, again on<br />
the same day, qualifying for their Commercial<br />
Pilots’ Licences.<br />
Meet Andre and Riëtte Strydom, the<br />
brother and sister team from<br />
Johannesburg who have done just that<br />
writing perhaps a new chapter in the<br />
annals of South African aviation. They<br />
finished their CPL course at 43 Air School,<br />
in Port Alfred, and qualified on the same<br />
day recently, both immediately setting<br />
their sights on obtaining their Airline<br />
Transport Pilots’ Licences just as soon as<br />
they can complete the written examinations<br />
and build up sufficient flying hours<br />
to do so.<br />
But do they have the same goals in aviation?<br />
Riëtte said, with a mischievous<br />
twinkle in her eye, that her ideal job as a<br />
pilot would be to “fly some rich person<br />
around in a private jet.” Her brother has<br />
set his sights on one day becoming an airline<br />
captain commanding an Airbus A380.<br />
Was there much competition or friction<br />
between them during their flying training?<br />
“Not in the least,” they answered in<br />
unison when asked. Andre added: “For a<br />
brother and sister, I think we get along<br />
great. As the younger brother, I don’t<br />
think of Riëtte as a sister, but rather as my<br />
best friend.”<br />
Riëtte’s interest in flying developed<br />
54 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
Andre and Riëtte Strydom both qualfied as CPLs on the same day recently.<br />
when she met several pilots with different<br />
lifestyles through her mother’s business.<br />
“We lived near Johannesburg International<br />
Airport nearly all our lives and I remember<br />
watching the planes approaching<br />
to land. I was in awe of how such a big<br />
thing could stay in the air. I am very proud<br />
to be one of the comparatively few<br />
women in a male-dominated industry to<br />
have qualified as a Commercial Pilot.”<br />
For Andre it was a dream come true. “It<br />
has been my dream since I was a little boy.<br />
I have been in love with the thought of flying<br />
for as long as I can remember, but I<br />
lost the dream somewhere along the way.<br />
That was until my sister decided to start<br />
flying – and I could not let her have all the<br />
fun, could I?”<br />
HIGHLIGHTS<br />
Asked what was the highlight during their<br />
time of training at 43 Air School, Riëtte<br />
said that not only was it qualifying as a<br />
Commercial Pilot, but also the friendships<br />
she had made that would last a life time.<br />
“The day I passed my CPL test, I realised<br />
that my dream of having an office with a<br />
view will finally become a reality.”<br />
For Andre the highlight was also passing<br />
his CPL test. “But this came with the<br />
thought that I had to utilise all the skills I<br />
had acquired over the last year and a half<br />
in one day. I think, too, that another highlight<br />
must have been waking up every<br />
morning knowing that I’ll be doing what I<br />
love every day.”<br />
Asked about the “low points” in their<br />
training Riëtte said: “Some days I really<br />
thought it could not get any worse and<br />
that I would give up. But my parents<br />
bought us Harley Davidsons (motorbikes)<br />
as an incentive to keep our chins up.”<br />
Andre agreed that in flying you have<br />
good days and bad days. “For me there<br />
were very few bad days. Being somewhat<br />
of a perfectionist, made these bad days<br />
worse, as you always want to do everything<br />
perfectly. Our parents telling us they<br />
were enjoying their breakfast runs on<br />
their bikes while we had to work and<br />
study, did not help either.”<br />
And 43 Air School? “The school has a<br />
reputation for being one of the best in the<br />
world. Naturally, if you want to be one of<br />
the best, you have to learn from the best,”<br />
they both agreed.<br />
They were also in unison on another<br />
point: “We are so blessed to have amazingly<br />
supportive parents who have been<br />
there every step along the way and without<br />
whose sponsorship our dreams would<br />
never have become a reality.” Q
Avionic Systems at Rand Airport has been established<br />
for 46 years. We are authorised<br />
dealers for ROCKWELL-COLLINS (Business &<br />
Regional and Air Transport Divisions). In addition,<br />
we are SOLE Dealers in the region for<br />
COLLINS GOVERNMENT SYSTEMS (Military<br />
equipment). Our experienced technicians are<br />
available for pre- and after-sales advice. We<br />
also import and support equipment from<br />
BECKER and INTERTRADE. Our Licenced<br />
workshop is accessible by road and runway,<br />
with convenient aircraft parking. We are sole<br />
agents for ENTERPRISE ELECTRONICS, manufacturers<br />
of meteorological equipment, including<br />
ground-based radar systems.<br />
56 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
Rand Airport, Germiston, South Africa<br />
P O Box 18004, Rand Airport, 1419<br />
Tel: +27 11 827 5593/4 Fax: +27 11 824 2928<br />
E-mail: arthur@avionicsystems.co.za<br />
AMO 020<br />
Member of Trace International<br />
Arthur Wurdeman Pieter Breedt
WHAT DREAMS ARE MADE OF<br />
EVER SINCE private flying, and more<br />
specifically, general aviation, became<br />
a popular mode of transport<br />
after the end of <strong>World</strong> War II, aircraft designers<br />
have been wanting to develop a<br />
small aircraft which could easily be converted<br />
into a motor car and vice versa.<br />
There have also been those who have<br />
converted cars into boats and even submarines,<br />
James Bond style. Many designs<br />
in both disciplines have appeared, but few<br />
have proven to be successful to the extent<br />
that they have captured many sales.<br />
Now, however, an American company<br />
which has been specialising in what it calls<br />
“advancing the state-of-the-art in personal<br />
aircraft since 2006”, has come up<br />
with a unique design which it has called<br />
the Transition Roadable Aircraft.<br />
Based in Woburn, MA, Terrafugia Inc.<br />
has successfully test driven and test flown<br />
this two-seat, side-by-side car-cumaircraft<br />
which, from an aviation point of<br />
view, is registered in the Light Sport Aircraft<br />
(LSA) category.<br />
Discussing the rationale behind the development<br />
of the Transition, a company<br />
spokesman explained: “Every pilot faces<br />
uncertain weather, rising costs and<br />
ground transportation hassles.<br />
“The Transition combines the unique<br />
convenience of being able to fold its wings<br />
and drive on any road surface with a modern<br />
personal airframe platform.<br />
“Folding the wings for road use,” the<br />
spokesman continued, “and deploying<br />
them for flight at the airport, is activated<br />
from inside the cockpit. This unique functionality<br />
addresses head-on the chal-<br />
lenges faced by today’s private and sport<br />
pilots.”<br />
On the road, the car version cruises at<br />
speeds up to 104 km/hr (65 mph), but in<br />
flight its cruising speed is 100 knots. In the<br />
air it burns a just over 19 litres per hour,<br />
while its fuel consumption on the ground<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 57
its consumption is around eight to ten<br />
litres per 100 km.<br />
As an aircraft with its wings folded out<br />
to a span of 8,3 metres (27,5 feet), the<br />
Transition Roadable Aircraft requires a<br />
takeoff run of 518 metres to get airborne<br />
and clear the traditional 17-metre obstacle.<br />
It rotates at 70 knots, stalls at 45<br />
knots and has a range of 400 nautical<br />
miles from a fuel tank containing 75 litres<br />
when full. The aircraft-cum-car has a useful<br />
load of 195 kg.<br />
With its wings folded and ready for the<br />
road, the Transition is more “compact”<br />
than many compact cars. It is 5,62 metres<br />
long and only two metres wide and is 1,96<br />
metres high, its folded wings only adding<br />
a few millimetres extra to the height of<br />
the “fuselage” when folded.<br />
From a safety point of view, the<br />
Transition has a safety cage and crumple<br />
zone in addition to all the crash safety<br />
features of a modern car plus a “full<br />
vehicle” parachute which appears to be in<br />
58 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
vogue with the latest light aircraft.<br />
The cockpit has plenty of room being<br />
1,29 metre at the shoulders. It has a “glass<br />
panel” with the latest state-of-the-art<br />
avionics plus the usual road instrumentation<br />
all neatly positioned.<br />
The Transition Roadable Aircraft is<br />
powered by the well-proven 100 hp Rotex<br />
912S engine driving a four-bladed pusher<br />
propeller while in flight and front wheel<br />
drive while on the ground.<br />
For road use, no special licence other<br />
than a normal car driver’s licence is<br />
required. For those without a flying<br />
licence, the company offers a specific<br />
Transition course for a Sport Pilot’s<br />
licence which can be acquired in as little<br />
as 20 hours. Licensed pilots need only go<br />
through a familiarisation course. This is<br />
included with every Transition delivery.<br />
The company anticipates a purchase<br />
price of $194 000 and potential owners<br />
can secure an airframe with a refundable<br />
deposit of $10 000. Q
AIRVENTURE DAKOTA UPDATE<br />
DC-2 WILL LEAD ‘THE LAST FLIGHT...”<br />
ANNIVERSARY FORMATION OF<br />
DC-3/C-47S TO OSHKOPSH<br />
Henry M. Holden reports<br />
This aircraft, reported to be the last airworthy Douglas DC-2 in existence, will lead the<br />
formation of at least 40 DC-3/C-47 Dakotas on the historic 75th anniversary flight to the<br />
EAA AirVenture at Oshkosh at the end of July. The DC-2 was the predecessor to the DC-3.<br />
THEY ARE coming from all over the<br />
United States – some 40 Dakota<br />
aircraft have signed up to take part<br />
in “The Last Time...” 75th anniversary<br />
celebration of the aircraft type at EAA<br />
AirVenture, Oshkosh <strong>2010</strong> (see <strong>World</strong><br />
<strong>Airnews</strong>, April <strong>2010</strong>).<br />
Another 12 aircraft are in the queue<br />
waiting for a coveted “slot” should one<br />
come available. Fewer than 100 of the aircraft<br />
remain airworthy in the United<br />
States, meaning that perhaps more than<br />
half of the current fleet will be present at<br />
AirVenture <strong>2010</strong> at Oshkosh at the end of<br />
July.<br />
The other Dakota aircraft attending but<br />
not flying in the formation will allow Air-<br />
Venture attendees to be able to see no<br />
fewer than 50 DC-3/Dakota/C-47 aircraft<br />
on the ground at the same time at<br />
Oshkosh<br />
The 40 Dakotas will stage during the<br />
weekend prior to opening day at Whiteside<br />
County Airport, Illinois (KSQI). The<br />
public, as well as media, are welcome to<br />
visit KSQI to watch the launch of all 40 aircraft,<br />
as the formation will be built in the<br />
skies above this airport before heading for<br />
Oshkosh.<br />
The existing civilian world record formation<br />
flight for the type is currently 27, set<br />
in 1985 in South Africa. This event will represent<br />
the largest gathering of airworthy<br />
Dakotas since <strong>World</strong> War II.<br />
One of only two Douglas DC-2s, the<br />
predecessor to the DC-3, will join the July<br />
26 mass arrival at EAA AirVenture.<br />
The only airworthy DC-2 is owned by<br />
the Museum of Flight in Seattle, Washington.<br />
It will head the group flight of DC-3s<br />
just before the opening day air show to<br />
usher in the week-long celebration.<br />
Aviation luminary, Clay Lacy, who was a<br />
driving force behind the aircraft‘s restoration,<br />
will pilot the DC-2 from its current<br />
home at Van Nuys Airport, California, to<br />
KSQI, and then on to Oshkosh.<br />
The United States Air Force has<br />
confirmed that the Altus Air base C-17<br />
demo team “Rat Pack” will be present at<br />
Air-Venture this year in support of the DC-<br />
3 / C-47 reunion. This massive heavy airlift<br />
aircraft has been authorised to fly the<br />
“firstin the history of aviation” C-17<br />
heritage flight with three other C-47s in<br />
formation at the same time.<br />
This flight will only occur once, and will<br />
take place at AirVenture pending EAA approval<br />
and sequencing which is expected<br />
shortly.<br />
The week-long festivities at AirVenture<br />
will also include historical and technical<br />
forums/presentations, movies in which<br />
Dakotas played a major role such as the<br />
1953 John Wayne classic, “Island in the Sky,”<br />
fly-bys and a special evening DC-3<br />
programme at the Theatre in the Woods<br />
venue at Wittman Field. Q<br />
AptracAviation<br />
Fixed-wing &<br />
Helicopter Training<br />
PPL, CPL and ATP<br />
Night, Instrument and<br />
Instructor Ratings<br />
Game/Sling Ratings<br />
Type Ratings<br />
Full Groundschool<br />
On-site Simulator<br />
CRM courses<br />
Residential campus<br />
Based at Port Elizabeth<br />
International Airport<br />
South Africa<br />
Tel +27 41 581 0327<br />
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WORLD AIRNEWS, MAY <strong>2010</strong>. 59
PLETTENBERG BAY AIRPORT<br />
SHOCK<br />
Tom Chalmers reports<br />
ALL AVIATION fuel supplies – Avgas<br />
and Jet A1 – at Plettenberg Bay<br />
Airport were drained from their<br />
holding tanks just before Christmas and<br />
all the equipment and infrastructure was<br />
disassembled, loaded on to flat-bed<br />
heavy duty trucks and removed recently,<br />
appropriately perhaps under a mantel of<br />
heavy fog and rain.<br />
The withdrawal of the refuelling service<br />
which was run by the local municipality,<br />
and then the later removal of the all the<br />
infrastructure, has been met with dismay<br />
by not only the general aviation fraternity<br />
at the airport and in the immediate vicinity,<br />
but also by many owners and operators<br />
of aircraft throughout the country<br />
which use the airport.<br />
Not only is Plettenberg Bay a prime holiday<br />
resort on the Cape Garden Route, but<br />
it was also the only airport with refuelling<br />
facilities between the two ACSA-operated<br />
airports of Port Elizabeth and George. The<br />
refuelling facilities were used extensively<br />
by both piston and jet-powered aircraft,<br />
especially during peak holiday periods.<br />
It was also likely to have been an airport<br />
of choice for overseas visitors during the<br />
<strong>World</strong> Cup soccer tournament, but<br />
without available fuel, this could seriously<br />
affect the expected influx. Said one<br />
aviation observer when asked to<br />
comment: “With the <strong>World</strong> Cup just<br />
around the corner and billions being spent<br />
by Government, it boggles one’s brain as<br />
to why this has been allowed to happen<br />
to this Garden Route coastal airport.”<br />
To date no official statement is known<br />
to have been made by the Plettenberg Bay<br />
municipality as to the reason for the with-<br />
The death knell of “Plett”?<br />
drawal of the service.<br />
<strong>World</strong> <strong>Airnews</strong> understands that an<br />
undisclosed number of businessmen in<br />
the Plettenberg Bay area had subsequently<br />
approached both the municipality<br />
and BP, the oil company supplying the<br />
fuel, with a proposal that they purchase<br />
the facility and its infrastructure from BP<br />
and take over the running of the service.<br />
Although BP apparently agreed to the proposal,<br />
the municipality turned it down,<br />
saying that the airport was going to be put<br />
out to tender.<br />
Locals say they have heard this story before<br />
since the tender idea was first mooted<br />
six years ago. A number of proposals have<br />
subsequently been put to the municipality,<br />
but all have apparently been rejected.<br />
Senior members of the Town Council<br />
are said to be “not interested in the airport<br />
nor the effect its possible closure will<br />
have on tourism to the town.” Efforts by<br />
<strong>World</strong> <strong>Airnews</strong> over several days to contact<br />
the Municipal Manager, the Corporate<br />
Manager or even the <strong>May</strong>or, for<br />
comment on the current situation or the<br />
future of the airport, were “brickwalled”<br />
by telephonists and/or secretaries.<br />
It appears that the officials are “in<br />
meetings” or “not available” or otherwise<br />
“away on business,” no matter what time<br />
of the day contact was attempted.<br />
The six employees at the airfield who<br />
were given the job of handling the refuelling<br />
of aircraft were still there at the time<br />
of writing without apparently anything to<br />
do. They are believed to have been told<br />
that “something else will be found for<br />
them to do.” They referred all enquiries to<br />
the Town Manager. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 61
TWO MILESTONES FOR AIRBUS<br />
THE GRANTING of the EADS Type Certification for the new Airbus<br />
A330-200F freighter and the maiden flight of the second A400M<br />
turboprop heavyweight transport aircraft, marked respective<br />
milestones for Airbus and its subsidiary, Airbus Military, is recent<br />
weeks.<br />
A surprise came with the granting of the A330-220F certification in<br />
that its payload capability has been listed as 70-tones, one tonne greater<br />
than was expected. The granting of the certification followed an extensive<br />
200-hour flight test programme which was performed by two aircraft<br />
covering both engine types on offer, namely the Pratt and Whitney<br />
PW4000 and the Rolls-Royce Trent 700.<br />
This dedicated freighter aircraft, which is a derivative of the A330-<br />
200 passenger model, has been certified through an amendment to the<br />
existing A330-200 EASA Type Certificate granted to Airbus in 1998. This<br />
EASA award will be followed by Federal Aviation Administration (FAA)<br />
Type Certification.<br />
The A330-200F features an optimised fuselage cross-section, offering<br />
flexibility to carry a wide variety of pallet and container sizes. Airbus<br />
claims the type offers 30% more volume than any freighter in its class,<br />
and is based on the proven and technologically-advanced A330 plat-<br />
62 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
form, for which Airbus has over 1 000 orders and already more than<br />
650 aircraft in service.<br />
Over 3 400 freighters will be needed in the next 20 years to cater for<br />
a 5,2% average annual growth rate. This will include around 1 600 midsized<br />
freighters, of which the A330-200F will play an important role.<br />
Meanwhile, the second Airbus Military A400M military airlifter made<br />
its maiden flight recently getting airborne from off from Seville, Spain,<br />
with a take-off weight off 128 tonnes. Its first flight lasted four hours<br />
and 50 minutes. The aircraft, dubbed MSN2, has now joined its sistership,<br />
MSN1, which had already completed 66,5 hours in 15 flights.<br />
MSN2 is the second of an eventual five aircraft which will conduct<br />
the 3 700 hour flight-test programme leading to first delivery. Like<br />
MSN1, it carries heavy flight-test instrumentation. It will be primarily<br />
dedicated to aircraft and powerplant performance testing while MSN1<br />
continues to be used for clearance of the aircraft and powerplant flight<br />
envelope, loads, flutter, and handling qualities development.<br />
The third A400M aircraft is expected to fly by the beginning of the<br />
summer and the fourth around the end of the year.<br />
A total of 184 aircraft has so far been ordered by Belgium, France,<br />
Germany, Luxembourg, Malaysia, Spain, Turkey and Britain. Q<br />
F. GOMES<br />
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THE SPIN<br />
Brian’s life flashes before<br />
him as the Extra spins on<br />
and on and on.....<br />
IT OCCURS to me, with a sense of mild injustice,<br />
that in the next twenty seconds I<br />
am going to die. And I do not know why.<br />
My right leg and arm are bar-taut and quivering,<br />
jamming full rudder and forward stick.<br />
We must recover. The Extra spins on.<br />
Fright is the igniter of true fear. But this has<br />
happened so quickly there has been no time<br />
even for fright. I am simply observing the fields<br />
of Buckinghamshire whirling past the nose and<br />
wondering what I am doing wrong that is going<br />
to make me die on this summer morning.<br />
The power is off. Even if my left hand wasn’t<br />
hauling the throttle hard back I’d know this because<br />
of the noise. The sound of the airflow in<br />
this spin is an eerie whistle such as I have never<br />
heard before in the Extra’s cockpit.<br />
We spin on. The Extra does not do this.<br />
The Extra EA230, designed by the near-genius<br />
Walter Extra and built with Teutonic precision<br />
by Extra Flugzeugbau, spins like an<br />
obedient politician. And, of course, recovery is<br />
equally mannerly. No fancy techniques<br />
needed; just rudder-stick and it stops. Bingo.<br />
In fact, as in most aerobatic hot ships, you<br />
never normally even think about the tiny matter<br />
of recovery from a mere spin. When you require<br />
to stop a spin in this kind of aeroplane you require<br />
it in the down-vertical on heading and you<br />
require it exactly on heading, not a sloppy three<br />
of four degrees off. So you do not go think-rudder-stick;<br />
instead you slam the controls like cracking<br />
a whip; hit whatever you need to translate<br />
instantly from auto-rotation to vertical dive.<br />
In the course of this ungentle procedure the<br />
actual spin recovery is an almost incidental byproduct.<br />
It always stops. Every time. That is, it<br />
was every time. Here and now the Extra spins<br />
on. And I still have not the slightest idea why.<br />
In a short time I shall never know why in this<br />
world. Because in a short time this aeroplane<br />
and I will be an intermixed mass in one of the<br />
peaceful fields below.<br />
In one way, of course, it was due. If a man<br />
will earn his living flying displays of aerobatics<br />
By: Brian Lecomber<br />
at low level, there will inevitably be moments<br />
when Old Man Death reaches out a beckoning<br />
hand. In the early years you laugh off these encounters<br />
with varying degrees of conviction.<br />
But as more years roll by the mirth tends to<br />
acquire a certain hollow ring, until eventually<br />
(unless you are completely lacking in all imagination)<br />
you come to accept that diligently as<br />
you may scheme to avoid the final summons,<br />
still the Old Man will probably have his way in<br />
the end if you persist in your calling.<br />
This is the law of averages, and is not to be<br />
denied. It is why life insurance in this line of<br />
work is for all practical purposes unaffordable.<br />
I have been around for a fair while. I have<br />
nodded to the Old Man on several occasions.<br />
This likely termination is, by dry actuarial reckoning,<br />
due and overdue.<br />
But this way! This is not the sometime-inevitable<br />
mistake. This is total betrayal…<br />
The treachery is absolute. Against all reason<br />
the Extra has simply decided to throw away<br />
the known laws of aerodynamics and whirl on<br />
down to its destruction. And mine.<br />
Four years ago I would have been less astonished<br />
at such infidelity. Then the Extra was<br />
new and I was not used to Extras and there<br />
was a period of deliberate vulgarity while I established<br />
just what my new lady would and<br />
would not let me get away with.<br />
In-spin aileron, out-spin aileron, stick-before-rudder,<br />
power-on, power-off, stick back<br />
Muller style – all the liberties which might have<br />
been expected to prompt a fit of passion and a<br />
slap around the face.<br />
And – nothing. The Extra was the perfect<br />
mistress. Spin how you will, hash up the controls,<br />
come home drunk singing dirty songs –<br />
still she smiled demurely and forgave. To stop<br />
a spin, just stop and you’ve stopped.<br />
So what, in heaven’s name, is different now?<br />
Two differences spring to mind which I do<br />
not wish to dwell upon. The first is that four<br />
years ago I was up at 4 000 feet conducting my<br />
nervous experimentations. And the second is<br />
that at that time I dressed slightly differently,<br />
to the extend of rounding off my outfit with<br />
the small frippery of a parachute.<br />
We spin on.<br />
A separate part of me notes that the nose<br />
is high and the rotation is very fast. This probably<br />
means we are not coming down particularly<br />
quickly as spins go – a factor which, even<br />
if true, is of very little consequence indeed, especially<br />
since this separate part also notes that<br />
the whirling panorama of the ground is slowly<br />
swelling up and around us.<br />
Being an experienced separate part it knows<br />
that ‘slowly’ is an illusion brought on by the imminence<br />
of demise; the ground only ever appears<br />
to swell up when you are close to it and<br />
becoming rapidly closer.<br />
I check feet again. Hitting the wrong rudder<br />
is the oldest killer in the book and far easier to<br />
do than many aviators would believe; the main<br />
lesson long experience teaches is that long experience<br />
does not render one immune.<br />
But I am not doing it; we are spinning left,<br />
and my quivering leg is locked on right rudder.<br />
God what am I doing, or not doing, which is<br />
making this spin different? And Sir, if you’re<br />
going to let me know, please do it very soon.<br />
The spectre of structural failure has already<br />
crossed my mind. If a rudder cable or something<br />
has broken I could shove my foot halfway<br />
through the Lycoming’s crankcase without<br />
achieving the slightest result. But the aeroplane<br />
feels all right; the Extra and I have now<br />
long been one, and even in this extreme I am<br />
sure I would know if our body was wounded.<br />
Also, of course, if something has bust there<br />
is exactly nothing I can do about it. This truth<br />
renders all thoughts on the subject nothing but<br />
a pure waste of seconds – seconds I require for<br />
more positive considerations.<br />
Or at least, I would require them if I could<br />
think of anything positive to consider. As it is I am<br />
consumed by utter helplessness. The unnatural<br />
whistling of the airflow seems to freeze my brain<br />
and curdle the very marrow of my bones.<br />
I suppose the sound is a function of the very<br />
fast rotation, which is certainly the fastest I<br />
have ever experienced in any aeroplane. And<br />
that is probably due to the way we went in.<br />
The way we went in was highly inadvertently.<br />
I was practicing knife-edge spins. These<br />
are rapid negative-g semi-stalled gyrations<br />
with the wings in the vertical plane. They look<br />
sickeningly weird – which is not misleading –<br />
and their overall flight path is straight down<br />
with the subtlety of a dropped brick.<br />
Some aeroplanes – among which the Extra<br />
230 is definitely numbered – require a certain<br />
degree of tact and diplomacy on entry to the<br />
knife-edge spin, lest they become cantankerous.<br />
My technique is to enter off a stall-turn;<br />
most gingerly at first to get the rotation<br />
started, and then delicately smashing every<br />
control hard into the appropriate corner of the<br />
cockpit to wind up the revolutions.<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 63
The right moment to smash is critical. Too<br />
late and you go into a highly uncomfortable<br />
negative-g down-vertical barrel roll; too early<br />
and the whole world explodes into such a<br />
maelstrom of whirling violence that you can<br />
only cling on aghast, convinced that no aircraft<br />
can possible gyrate this fast while still maintaining<br />
possession of all its major appendages,<br />
such as wings.<br />
When this happenstance occurs, the only<br />
thought you have is to halt the proceedings at the<br />
earliest possible moment before your head flies<br />
off your shoulders. This instinct is most sound,<br />
since even if your head remains attached there<br />
is certainly a very real danger of the propeller<br />
parting company from the rest of the assembly.<br />
So you tramp on opposite rudder and un-bash<br />
the stick and wait for anxious moments…<br />
Which is what I did when it happened to me<br />
thirty seconds ago, resulting in this spin.<br />
The transition from super-fast negative<br />
knife-edge spin to very fast positive ordinary<br />
spin happened too quickly for perception.<br />
There was a second or so of that ominous<br />
rolling-sliding feeling which all aeroplanes can<br />
produce when they seriously wish to inform<br />
you that things have got out of hand, and then<br />
there we were, spinning. And not, ridiculously<br />
not, stopping spinning when so directed.<br />
The whistling noise is grimly steady, testifying<br />
to the locked-in state of the spin. My leg<br />
muscles shake as if in disbelief that their<br />
strength is not this time halting the ghastly rotation<br />
of the landscape around the engine<br />
cowling. Why? Why?<br />
I snatch my hand back and forth again to<br />
bang the stick hard against the forward stop.<br />
Just to make sure. It was there anyway.<br />
The spin goes on.<br />
The ground is horribly close. The details are<br />
not a factor, one bit of farmland being much like<br />
another to die in. But you only ever see revolving<br />
ground from very much too low once in a lifetime,<br />
and that briefly. The spectacle is impressive.<br />
The sunshine is bright and warm, and the<br />
world will go on. I will not be with it.<br />
The Extra will probably not burn – the engine<br />
having been idling for half a minute there<br />
won’t be the red-hot exhaust to flash the fuel<br />
– but the aeroplane and I will certainly be an<br />
impacted tangle in the earth, mute and crumpled<br />
testimony to my ineptitude.<br />
If I should have any small – and by this performance,<br />
undeserved – reputation, then the<br />
wreckage may cause some puzzlement among<br />
those whose job it is to look into such things.<br />
The Air Accident Investigation Branch will peer<br />
at the remains, check, measure, piece together<br />
shattered parts, trace twisted control runs,<br />
search for mechanical failure. Not finding it,<br />
they will look for evidence of pilot error.<br />
Because they are very conscientious and because<br />
I was known as a long-lasting aerobatic<br />
pilot at least up until this point, they will look<br />
64 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
very hard, lest whatever caught me should rear<br />
up again and claim further victims.<br />
Well, I wish you luck, AAIB. Much luck. Because<br />
I fear I am going to leave you precious<br />
little evidence.<br />
The spin goes on.<br />
Of course, AAIB, you will question the witnesses<br />
and also look at my record. The witnesses<br />
will furnish colourful variations on the<br />
central theme (the plane was stunting, bits fell<br />
off it in the air, there was an explosion, etc.),<br />
but my colleagues in the business may offer<br />
more seemingly pertinent clues. They may tell<br />
you, for example, that my normal display routine<br />
includes a five-turn full-power flat spin entered<br />
from 1 400 feet. And you may thereby<br />
conclude that this was what I was doing and<br />
for once I lost count of the turns or fumbled<br />
the recovery…<br />
But you will be wrong. This is not a poweron<br />
flat spin – the nose is lower, the rotation is<br />
much faster, and the power is most definitely<br />
off. I wish it was a true flat spin because I can<br />
recover from a flat spin in an instant with reflex<br />
motions as familiar as breathing. So benign is<br />
the Extra that you don’t even have to throttle<br />
back; just lead a quarter-turn and smash in<br />
hard out-spin rudder, in-spin aileron and forward<br />
stick.<br />
AILERON!<br />
I look down at my right hand. It is a distant<br />
member, frozen in effort. It is holding the stick<br />
hard forward.<br />
And central.<br />
I move the hand to the left. Into the spin.<br />
The spin stops.<br />
It stops immediately and without the slightest<br />
fuss. The sudden sanity is absolute after<br />
the turmoil.<br />
We pull out of the dive. The ground is 200,<br />
maybe even 300 feet beneath us.<br />
We soar up into the warm sky, the Extra and<br />
I. Snarling at full power away from that dread<br />
place in the innocent farmland. My heels are<br />
drumming on the alloy footwells and my<br />
mouth is sticky-dry. The shaking of my hands<br />
is echoed by the wild pounding of my heart.<br />
Even before we level off I am an older and<br />
wiser man. I know with hideous clarity the extent<br />
and simplicity of my sin.<br />
The truth of this day is not flattering.<br />
In the knife-edge spin one hits, among other<br />
things, full-forward-full-left stick. When this<br />
knife-edge spin went beserk my first act of recovery<br />
was to hastily remove all such extreme<br />
control inputs. The Extra then translated into<br />
an ordinary spin, while I doggedly hung on to<br />
out-spin controls for the knife-edge.<br />
Which, of course, did not include in-spin<br />
aileron.<br />
In the ordinary way this would not have<br />
mattered overmuch. I had the correct rudder<br />
on, and normally if you have that the Extra will<br />
come out of a spin eventually even if you’ve<br />
pulled the stick out by the roots.<br />
But this was not an ordinary spin. The incredible<br />
violence of a knife-edge gone bananas<br />
imparted such rotational velocity that the spin<br />
was maybe twice as fast as the Extra’s normal<br />
cadence. It may well be that this is the only<br />
way you could ever get an Extra 230 into a spin<br />
that fast.<br />
And for that extra spin, as I can now testify,<br />
it turns out that you do most definitely need<br />
in-spin aileron for recovery.<br />
Simple.<br />
My already dry mouth is host to the ashes<br />
of mortification. Because, of course, I knew<br />
this: I know that in nasty spins any aeroplane<br />
may need in-spin aileron on recovery. It is a<br />
fundamental which is branded in letters of fire<br />
through the very fibre of my being.<br />
So how come I sit there fat and dumb, if not<br />
exactly happy, holding a recovery action which<br />
was half-a-leftover from a previous embarrassment?<br />
How come my oh-so-experienced<br />
reflexes were to be so mesmerised as to permit<br />
such an elementary lapse?<br />
We fly around in a large, aimless circle. My<br />
face itches with sweat and I wipe my sleeve<br />
across it, leaving damp patches on the Nomex.<br />
Oh, I know how come, of course.<br />
Sudden shock of the unexpected. Idea fix –<br />
fixed idea that I’d already done the right thing,<br />
the whole right thing, and nothing but the<br />
right thing. Failure, dismal failure, to recognise<br />
gut-feel reflex as unreliable and instantly replace<br />
it with proven rote. Idiocy. The human<br />
condition. Premature senility…<br />
All the usual things.<br />
But I have learned. Oh yes. Another twig on<br />
the sometimes creaking edifice of experience.<br />
This will – may – be a mistake I shall not make<br />
again.<br />
Doubtless I shall find others.<br />
But when I do, just may they please be not<br />
quite so low. Or quite so persistent.<br />
Realistic low-level practice for display flying<br />
is absolutely vital for all concerned. You practice<br />
high at first and then slowly bring it down<br />
low; this is fundamental for the safety of the<br />
performers, the spectators, the organisers,<br />
even the careers of the bureaucrats who claim<br />
to control these things. Everybody. It is a primary<br />
imperative. Unarguable.<br />
But in the nature of the beast it does mean<br />
that somewhere, sometime, somebody is<br />
going to screw up at that low level. This is<br />
equally unarguable…<br />
So Lord, next time I make a screw-up on this<br />
scale, please help it to be in earlier practice.<br />
Just a bit earlier, when I am just a bit higher…<br />
The cockpit is now normal again, and I am<br />
one small bit wiser.<br />
We wheel round, the Extra and I, clearing<br />
the sky. Then we pull up to the vertical.<br />
There are those knife-edge spins to look at<br />
again. Q
The Evektor SportStar<br />
EVEKTOR AEROTECHNIK –<br />
40 years of aircraft production<br />
ONE OF the most prolific and bestknown<br />
manufacturers of light<br />
aircraft, Evektor Aerotechnik, is<br />
celebrating its Ruby Anniversary this year<br />
and, to mark the auspicious occasion, it<br />
recently rolled out its first twin-engine<br />
turboprop model, the nine- to 14passenger<br />
the EV-55 Outback.<br />
This aircraft had its first engine run in<br />
December and had been undergoing<br />
ground testing prior to its official roll-out<br />
late in March.<br />
This followed close on the heels of the<br />
unveiling of the new single engine fourseat<br />
aircraft, the VUT100 Cobra, which<br />
marked Evektor Aerotechnik’s move into<br />
the higher segment of general aviation<br />
manufacturing.<br />
Forty years ago the company was<br />
established with the manufacture of the<br />
well-known L-13 Vivat motor glider. It<br />
then went on to produce general aviation<br />
aircraft with the remodelling of Zlin<br />
aircraft types such as the L-60 Brigadyr.<br />
The company soon established itself in<br />
aircraft design and manufacturing together<br />
with transmission of the highest<br />
general aviation standards.<br />
Manufacturing and marketing sport<br />
aviation aircraft became a base for<br />
Evektor Aerotechnik’s success on the<br />
world markets in this particular sphere<br />
with the result that, today, the company<br />
is one of the world’s largest manufacturer<br />
of advanced UL and LSA airplanes with<br />
fleet of around 1 000 aircraft flying.<br />
These are operated by flight schools<br />
and by private individuals in more than 40<br />
countries across the world.<br />
In 1996 production of advanced<br />
ultralight aircraft was launched; starting<br />
with the P-220UL Koala. In 1997 Evektor<br />
introduced the advanced ultralight EV-97<br />
Eurostar which, thanks to its excellent<br />
flight characteristics, reliability and<br />
uncompromising built-in quality, immediately<br />
became popular worldwide for<br />
training in flight schools as well as leisure<br />
flying.<br />
Early in 2003 the new Evektor Harmony<br />
trainer gained the JAR-VLA type certificate<br />
from the Czech CAA followed by EASA TC<br />
two years later. The rugged JAR-VLA airframe<br />
was also utilised in the Evektor new<br />
light sport aircraft called SportStar that, in<br />
April 2004, became the very first aircraft<br />
type in the world approved by the FAA in<br />
the US LSA category.<br />
For its proven excellent flight<br />
characteristics and outstanding control<br />
harmonies the SportStar received “S-LSA<br />
Aircraft of the Year” honour from AeroNews<br />
Network.<br />
In 2008 the Evektor introduced the new<br />
SL models of the EuroStar and SportStar.<br />
SL is the abbreviation of words Sleek Lines<br />
representing the new sleek exterior design<br />
of both models.<br />
At lastr month’s Aero Friedrichshafen<br />
air show, Evektor unveiled the new luxury<br />
cockpit of the EuroStar / SportStar where<br />
Evektor has utilised its long-term experience<br />
in car interior designs.<br />
Evektor is involved also in general<br />
aviation projects from the European<br />
aviation industry. In recent years the<br />
company has participated in deliveries of<br />
subassemblies such as those for the Ibis<br />
Ae 270 project; Aero Vodochody L-159<br />
programme and deliveries of production<br />
jigs for the Boeing 747 auxiliary fuel tank<br />
programme of Marshall Aerospace. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 65
MALTA AVIATION PARK<br />
DEVELOPMENTS<br />
ACCELERATE<br />
From: Chris Cauchi<br />
THE NEW aviation park which is<br />
being built in Malta at a cost of<br />
some 17-million euros and which<br />
will ultimately cover an area of over<br />
200 000 square metres, is attracting increasing<br />
numbers of operators, the latest<br />
two being Medavia and SR Technics<br />
which are both building large premises<br />
at the park.<br />
Due to be fully operational by the end<br />
of this year, the Maltese Prime Minister,<br />
Lawrence Gonzi, has been quoted as saying<br />
that the aviation park was “a vision<br />
through which the government wants to<br />
establish Malta as a major aviation centre<br />
in the world.”<br />
Medavia, a Malta-based company<br />
which forms part of the Libyan Arab Foreign<br />
Investment Company (LAFICO), is investing<br />
10,5-million euros to build a new<br />
hangar and office block at the aviation<br />
park as part of its plan to expand operations<br />
on the island.<br />
The company is mainly involved in the<br />
movement of personnel and cargo from<br />
Tripoli to desert oilfields. It also provides<br />
specialised aircraft maintenance and administration.<br />
It employs 250 people both in<br />
Malta as well as Libya.<br />
The new investment will feature a 5 000<br />
square metre hangar and a 2 000 square<br />
metre office block.<br />
Medavia managing director, Abdurazagh<br />
Zmirli, explained that the new office<br />
block and hangar would be built on<br />
the site of an old similar facility that was<br />
being dismantled. It used to belong to<br />
NewCal Aviation in the past.<br />
Materials from the old hangar will be<br />
recycled and used in the new environmentally-friendly<br />
premises that are<br />
planned to be completed by July.<br />
Another development at the aviation<br />
park is that of SR Technics which is due to<br />
begin operations there within the next<br />
few months and the first aircraft to arrive<br />
there for major maintenance is expected<br />
in September.<br />
The Maltese Minister of Finance, Tonio<br />
Fenech, explained that the aviation industry<br />
was continuing to expand and that<br />
Malta was fully geared to benefit from the<br />
opportunities that would surface in the<br />
NIMROD MRA4 DECLARED ‘READY TO TRAIN’<br />
THE NIMROD MRA4 has made significant<br />
steps forward with the<br />
UK Ministry of Defence recently<br />
having formally accepting the aircraft<br />
and declaring it “ready to train”.<br />
This declaration follows the type<br />
acceptance of the MRA4 which allows<br />
the delivery of production aircraft and<br />
the start of aircrew training, and the<br />
handover of the first production<br />
aircraft, designated PA04, following a<br />
demanding series of acceptance tests.<br />
PA04 (shown above) has now moved<br />
from Woodford to BAE Systems’ Warton<br />
site, where RAF aircrew will be trained<br />
under what is termed the “transition<br />
programme” and the first of those<br />
trained will become instructors.<br />
The MRA4 will transfer to the aircraft’s<br />
future main operating base at<br />
RAF Kinloss later this year once an initial<br />
near future. He said that Malta offered<br />
more than just maintenance services. The<br />
financial services industry, call centres,<br />
software development and other ancillary<br />
services all formed part of the services<br />
Malta offered to prospective clients.<br />
RYANAIR BASE<br />
Meanwhile, Ryanair, the Irish headquartered<br />
low cost carrier, announced at a joint<br />
press conference with the Malta Tourism<br />
Authority that it would establish a base in<br />
Malta with immediate effect. One Boeing<br />
737-800 would be permanently stationed<br />
there and would operate 19 routes, six of<br />
which would be new ones, namely: from<br />
Malta to Billund, Bologna, Krakow, Marseille,<br />
Seville and Valencia.<br />
The new Maltese base will handle up to<br />
800 000 passengers per year and sustain<br />
800 jobs in Malta. The airline will operate<br />
120 weekly flights, and it will invest over<br />
US$70-million dollars at its new base. Q<br />
release to service and a support contract<br />
are in place.<br />
A further milestone achieved recently<br />
was the first flight of the second production<br />
aircraft, PA05, which is now being<br />
painted in RAF livery before undergoing<br />
acceptance flights. The remaining seven<br />
production aircraft are all in build and will<br />
be delivered on schedule.<br />
The MRA4 will fulfil a number of roles<br />
such as anti-submarine and anti-ship<br />
warfare, maritime reconnaissance, intelligence<br />
collection, search and rescue<br />
and attack.<br />
Equipped with more than 90 antennae<br />
and sensors and containing over six<br />
million lines of software code, the<br />
MRA4 is able to scan an area the size of<br />
the UK every 10 seconds. The aircraft is<br />
able to fly 6 000 miles or 14 hours without<br />
refuelling. Q<br />
PRODUCTION RATE INCREASES<br />
BOTH AIRBUS and Boeing have recently<br />
announced production rate increases for<br />
specific models, clearly indicating they<br />
are confident of a decisive turn-around<br />
in the current economic slump.<br />
Airbus will increase the monthly production<br />
rate for its single-aisle A320 Family<br />
from the current rate of 34 to 36,<br />
starting in December, but the production<br />
rate for the long-range A330/A340 Family<br />
will be maintained at eight per month.<br />
Boeing will accelerate planned rate increases<br />
on both the 777 and 747 programmes.<br />
The 777 programme‘s rate will<br />
go up to seven aircraft per month (from<br />
five) from the originally planned early<br />
2012 to mid-2011.<br />
The 747 programme‘s planned production<br />
rate increase to two aircraft per<br />
month (from 1,5 per month) will move<br />
forward from mid-2013 to mid-2012. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 67
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DREAMLINER ULTIMATE-LOAD WING TEST<br />
COMPLETED<br />
THE ULTIMATE-load wing up-bending<br />
test on the 787 Dreamliner<br />
static test unit was completed by<br />
Boeing recently, marking yet another<br />
critical milestone in the aircraft’s test<br />
programme towards FAA certification.<br />
During the testing, loads were applied<br />
to the airframe to replicate 150 percent of<br />
the most extreme forces the airliner is<br />
ever expected to experience while in<br />
service. The wings were flexed upward by<br />
approximately 7,6 metres (25 feet) during<br />
the test.<br />
The initial results of the ultimate-load<br />
test are positive. More extensive analysis<br />
and review are required before the test<br />
can be deemed a success.<br />
“The test programme has been more<br />
68 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
robust than any conducted on a Boeing<br />
commercial jetliner,” said Scott Fancher,<br />
vice president and general manager of the<br />
787 programme, Boeing Commercial Airplanes.<br />
“It has taken countless hours of<br />
hard work by the Boeing team and our<br />
partners to work through the static test<br />
programme. Everyone who has been involved<br />
in this effort over the past several<br />
years should be very proud of their contributions<br />
to ensuring the safety of the<br />
787 Dreamliner.<br />
“We are looking forward to the technical<br />
team’s report on the details of the test<br />
results,” said Fancher.<br />
It will take them several weeks to work<br />
through all of the data.<br />
During each second of the more than<br />
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two-hour test, thousands of data points<br />
were collected to monitor the performance<br />
of the wing. Key data points are<br />
monitored real-time during the test, but<br />
all of the data will be evaluated in the<br />
weeks ahead. Q<br />
PUPIL PILOTS’ COURSE<br />
64/46 REUNION<br />
THE PILOTS who were students on the<br />
South African Air Force Pupil Pilots<br />
Course of 1964 have been invited to attend<br />
a reunion which will be the form of<br />
a solo evening dinner function at the<br />
Cape Town Club on September 23.<br />
This date will coincide with the Africa<br />
Aerospace and Defence exhibition being<br />
held at AFB Ysterplaat over the following<br />
few days and provides participants with<br />
the opportunity to attend the exhibition<br />
and view the flying displays and stands.<br />
The thinking behind the reunion name,<br />
64/46, is that the course was held in 1964,<br />
which took place 46 years ago; 64 is now<br />
the average age of the then pupil pilots,<br />
and most of the pilots who took part in<br />
the course are aged 64 today.<br />
It has proven difficult to contact many of<br />
the “old boys” as they have dispersed all<br />
over the world and to various occupations.<br />
Those members of this course who<br />
would like to attend the reunion are<br />
requested to contact Brig. Gen, (Rtd)<br />
Derek Kirkland on cell 0027 (0) 82 894<br />
4215, email: derek.kirkland@comair.co.za<br />
or Scully Levin at flyboys@global.co.za to<br />
ensure participation. Q
A round-up of airline news briefs by<br />
Morné Booij-Liewes<br />
NEW SERVICE<br />
Melbourne – V Australia has become the<br />
second Australian carrier to start scheduled<br />
services to South Africa with the first<br />
flight arriving recently.<br />
The carrier operates twice weekly<br />
schedules between Melbourne and<br />
Johannesburg using Boeing 777-30ERs.<br />
The photograph above shows V<br />
Australia’s brand new Boeing 777-300ER<br />
touching down at Johannesburg’s O.R.<br />
Tambo International Airport recently on<br />
its inaugural twice-weekly service linking<br />
Melbourne with Africa’s financial capital.<br />
“SLOW LOUNGES”<br />
Johannesburg – Comair has unveiled its<br />
new “SLOW Lounges”. These are located<br />
at Johannesburg and Cape Town international<br />
airports, with Durban to launch<br />
later in the year.<br />
Access to these lounges is exclusive to<br />
qualifying British Airways Executive Club<br />
holders, British Airways Club (business<br />
class) passengers, RMB Private Bank<br />
clients, FNB platinum card holders and<br />
FNB Private Bank travellers.<br />
These lounges have been designed to<br />
provide a perfect sanctuary from the fast<br />
pace of travel and modern life. Features<br />
include a chef, a barista, a bar serving the<br />
finest South African wines, a library, a<br />
Nintendo games room, private meeting<br />
spaces and business facilities.<br />
In addition, Cape Town’s SLOW Lounge<br />
also contains an on-site Spa offering<br />
massages and wellness treatments<br />
RWANDAIR RELAUNCH<br />
Kigali – Rwandair, the national carrier of<br />
Rwanda, has formally relaunched its<br />
direct flights between Johannesburg and<br />
Kigali. This comes just two months after<br />
the carrier took delivery of two new<br />
Bombardier CRJ200 50-seat regional jets<br />
as part of a comprehensive fleet renewal<br />
programme that will also see the addition<br />
of a Boeing 737-800 and B767-300 to its<br />
fleet by year-end.<br />
The carrier operated four weekly<br />
schedules with the CRJ200 equipment to<br />
Johannesburg to start with, but this will<br />
increase with the delivery of the Boeing<br />
737-800 later this month. Leading maintenance,<br />
repair and overhaul company,<br />
Lufthansa Technik, has been contracted to<br />
do aircraft maintenance.<br />
ARIK AIR A330S<br />
Lagos – Arik Air will introduce its newly<br />
delivered Airbus A330-200 on the Lagos-<br />
Johannesburg service, starting <strong>May</strong> 2.<br />
The aircraft replaces the single isle Boeing<br />
737-800s currently operating the<br />
route.<br />
DALIA LEGACY<br />
Casablanca – Dalia Air, an executive jet<br />
operator, has taken delivery of a brand<br />
new Legacy 600 corporate jet.<br />
THIRD EMBRAER<br />
Luanda – SEAA (Serviços Executivos<br />
Aéreos de Angola) has taken delivery of an<br />
Embraer 145EP, completing the order it<br />
placed asome time ago with the Brazilian<br />
aircraft manufacturer.<br />
MANGO TO BLOEM<br />
Johannesburg – Low cost carrier, Mango,<br />
has added its first new destination since<br />
starting operations with the recent<br />
introduction of the Free State capital,<br />
Bloemfontein, to its route network.<br />
The services will eventually increase to<br />
five weekly frequencies but will initially<br />
only be operated three days per week<br />
with two frequencies each day between<br />
Johannesburg and Bloemfontein.<br />
AIR MALI BOEING<br />
Ougadougou – Air Mali has added a<br />
Boeing 737-800 to its fleet which was<br />
noted in service in Madrid and Paris-Orly<br />
recently.<br />
IRS FOKKER<br />
Lagos – IRS Airlines has added an additional<br />
Fokker 100 to its fleet as part of its<br />
continuing replacement of its legacy fleet<br />
of F28-4000s.<br />
THIRD BOEING<br />
Lusaka – Zambezi Airlines has acquired a<br />
third Boeing 737-500 as part of an expansion<br />
plan.<br />
The carrier also recently entered into a<br />
code sharing agreement with Kenya<br />
Airways.<br />
CORPORATE SHUTTLE<br />
Tripoli – Petro Air has added an Embraer<br />
170LR to its fleet. The aircraft is operated<br />
on corporate shuttle services in support<br />
of Libya’s oil industry.<br />
ARIK AIR DASH 8<br />
Lagos – Arik Air has added two more<br />
Bombardier Dash 8-300s to its fleet, replacing<br />
its fleet of Fokker 50s that have all<br />
been returned to lessor, Denim Air.<br />
FIRST B777-300ER<br />
Cairo – EgyptAir has taken delivery of its<br />
first of five new Boeing 777-300ER aircraft<br />
on order.<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 69
MOZAMBIQUE NEWS<br />
Maputo – Despite several obstacles put in<br />
place in a bid to prevent the launch of the<br />
new service, TTA Airlink recently launched<br />
operations between Maputo and<br />
Johannesburg.<br />
The identity of the company or organisation<br />
which attempted to block the introduction<br />
of the service, has not yet<br />
been revealed.<br />
Meanwhile, our Mozambique correspondent<br />
reports that national flag carrier,<br />
LAM, has announced that it is to resume<br />
services to Lisbon, Portugal, as from<br />
October.<br />
A single B767-300 will be leased for this<br />
service. The airline also has plans to begin<br />
services to Brazil in the near future.<br />
Other news from LAM is that a third<br />
Embraer ERJ195 will join the fleet early<br />
next year to replace the B737-200 which<br />
will be phased out in April 2011.<br />
LANDING ACCIDENT<br />
Nairobi – Kenya-based Safe Air Company<br />
lost one of its Fokker F27-300s recently in<br />
a landing accident at Bossaso, Somalia.<br />
FREIGHTER LEASE<br />
Vatry – Zimbabwean-based cargo airline,<br />
Avient, has operated a Boeing 767-300<br />
freighter on a short term lease from<br />
Portugal-based EuroAtlantic.<br />
70 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
South African cellphone service provider has painted a Dornier Do228-200<br />
in its corporate colours.<br />
DIRECT FLIGHTS<br />
Entebbe – Air Uganda has become the latest<br />
international airline to fly directly to<br />
Mombasa from its Entebbe hub, reports<br />
our Nairobi correspondent.<br />
The move heralds a new era of air connectivity<br />
between landlocked Uganda and<br />
Mombasa, which is an important business<br />
corridor for many Ugandan and Great<br />
Lakes region entrepreneurs.<br />
Air Uganda will operate three times a<br />
week, on Tuesdays, Thursdays and Sundays<br />
using an MD-87.<br />
“Following extensive market research,<br />
we have started this service which will<br />
boost regional tourism and business,” Air<br />
Uganda head of sales and marketing,<br />
Jeniffer Musiime, said after the inaugural<br />
direct flight touched down at the Moi International<br />
Airport recently.<br />
EMIRATES TO SENEGAL<br />
Dubai – Emirates will start scheduled services<br />
to Dakar, Senegal, in September.<br />
The West African city will become the<br />
carrier’s 106 th international destination<br />
and the route will be operated with<br />
Airbus A340-300 equipment.<br />
FIRST Q400<br />
Addis Ababa – Ethiopian Airlines has<br />
taken delivery of its first Bombardier Dash<br />
8-Q400 turboprop. It is one of eight of the<br />
type on order. Q
AT A recent pilot meeting at Castle<br />
Airport, near Merced, California, a<br />
local instrument instructor lamented<br />
that airspace and traffic issues frequently<br />
prevented him from having his<br />
students practice back-course and other<br />
instrument approach procedures.<br />
This complaint reminded me of a procedure<br />
that I developed several years ago,<br />
a procedure that allows an instrument<br />
pilot to practice non-precision approaches<br />
in flight without having to be concerned<br />
about arriving and departing traffic.<br />
You can even shoot a VOR approach to<br />
Addis Ababa, Ethiopia, or a localiser approach<br />
to Mumbai, India, without having<br />
to go there.<br />
Although such distant approaches<br />
might be romantically appealing, my<br />
reason for suggesting these exotic<br />
approaches is not to yield to a pilot’s<br />
wanderlust. Rather, my intent is to add<br />
some variety to instrument training while<br />
offering a way to practice non-precision<br />
approaches that might otherwise be<br />
geographically undesirable.<br />
It might be surprising to some, but<br />
many consider non-precision approaches<br />
to be more difficult to execute and master<br />
than ILS approaches. This is because<br />
most ILS approaches are essentially the<br />
same. Once a pilot learns to keep the needles<br />
centred, he is just as capable of sliding<br />
down the slot at Hong Kong as he is of<br />
doing the same at home.<br />
Non-precision approaches are not so<br />
identical; each has a unique personality<br />
and incorporates procedures that differentiate<br />
one from another. Unfortunately,<br />
however, the average pilot usually gets to<br />
practice only non-precision approaches at<br />
or near his or her home airport.<br />
But there is a solution to this problem<br />
as well as the one expressed by the instructor<br />
at the beginning of this column.<br />
It is a different approach to non-precision<br />
approaches.<br />
Do you want to execute a back-course<br />
approach to a runway when traffic is arriving<br />
and departing in the opposite direction?<br />
No problem. All you have to do is<br />
add 3 000 feet (or other appropriate number<br />
of feet) to every altitude shown on the<br />
approach plate. You then follow the dictates<br />
of the approach procedure using<br />
A DIFFERENT<br />
APPROACH<br />
these new higher altitudes, altitudes that<br />
generally will keep you safely above airport<br />
traffic and free of conflict.<br />
The same procedure can be used to<br />
practice almost any non-precision<br />
approach as long as you are not operating<br />
in Class B or Class C airspace and does not<br />
place you in conflict with other flight<br />
restrictions.<br />
The typical VOR or VOR/DME approach<br />
utilises only one Vortac. Any local station,<br />
therefore, can be used as if it were distantly<br />
located.<br />
For example, a pilot living in Bakersfield,<br />
California, can use nearby Shafter<br />
Vortac to practice the VOR/DME approach<br />
to Runway 27 at the Kansas City International<br />
Airport instead of having to fly all<br />
the way to Missouri. The altitudes, of<br />
course, would have to be tailored to keep<br />
the aircraft safely above the Class D airspace<br />
at Bakersfield.<br />
Using a little imagination, an<br />
instructor can develop his<br />
own approaches, or he can<br />
direct his students to practice<br />
instrument approaches to<br />
almost any airport in the world<br />
without ever leaving the local<br />
practice area.<br />
Those sufficiently masochistic who want<br />
to practice an NDB (ADF) approach to some<br />
distant airport can do so using a local commercial<br />
broadcast station as the basis for<br />
the approach. This overcomes the scarcity<br />
of NDBs in many parts of the world.<br />
When training some advanced pilots in<br />
the Los Angeles area, for example, I occasionally<br />
have them tune in KMPC on the<br />
AM dial and pretend it is the Targy NDB at<br />
West Yellowstone, Montana. The beauty<br />
of this approach is that the altitudes<br />
shown on the approach plate do not have<br />
to be changed.<br />
The actual MDA (minimum descent altitude)<br />
is 8 000 feet msl, well above the<br />
Class C airspace associated with the airports<br />
at Burbank and Van Nuys, California.<br />
While these pilots struggle to track an outbound<br />
bearing under the influence of a<br />
crosswind, I sit back, relax and listen to<br />
the radio.<br />
There is one obvious problem with<br />
these customised approaches. The aircraft<br />
either will be too high to descend safely<br />
to a landing from the higher MDA and<br />
prior to reaching the MAP (missed approach<br />
point), or there might not be a<br />
nearby airport at all.<br />
This disadvantage can be used to<br />
advantage. The pilot can do what he is<br />
supposed to do prior to executing any<br />
instrument approach, and that is to<br />
prepare for the missed approach. During<br />
any approach — real or practice — he<br />
should be as prepared for the miss as he is<br />
for the approach itself.<br />
More often than not, those practicing<br />
instrument approaches at busy airports<br />
are not allowed to practice associated<br />
missed approaches because of traffic conflicts.<br />
Shooting approaches and missed<br />
approaches at altitude eliminates this<br />
problem.<br />
Creative instrument instructors can take<br />
this inventive approach procedure one step<br />
further and use local radio aids to develop<br />
their own custom approaches to points in<br />
space (approaches that do not terminate<br />
with a visual approach to landing). In this<br />
way, he can ensure that his students have<br />
an opportunity to practice specific procedures<br />
that might not be available when<br />
practicing local approaches.<br />
For example, he could develop a<br />
VOR/DME approach with a long final<br />
approach incorporating numerous stepdown<br />
fixes. Or perhaps he might develop a<br />
missed approach beginning with a climbing,<br />
teardrop return to the final-approach fix<br />
and terminating with a parallel or teardrop<br />
entry into a holding pattern.<br />
Using a little imagination, an instrument<br />
instructor can develop his own approaches<br />
(and name them after himself!),<br />
or he can direct his students to practice<br />
instrument approaches to almost any airport<br />
in the world without ever leaving the<br />
local practice area. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 71
FOURTH 787<br />
Everett, Wash. — Boeing has added the<br />
fourth 787 Dreamliner to its flight-test<br />
fleet with the completion of the first flight<br />
of ZA003.<br />
This aircraft is the only 787 in the flight<br />
test fleet that includes elements of the<br />
passenger interior features including<br />
cabin and crew support systems.<br />
The 787 is introducing new passenger<br />
amenities and provisions among which<br />
are improved lighting, bigger stowage<br />
bins, larger windows with electro-chromatic<br />
shades and redesigned lavatories<br />
with easier access.<br />
In addition to demonstrating that the<br />
interior meets certification requirements,<br />
ZA003 will be used to conduct tests on<br />
systems, noise performance, flight-deck<br />
operations, avionics, electro-magnetic<br />
effects, high-intensity radio frequency<br />
response and ETOPS.<br />
MAIDEN FLIGHT OF SECOND S-76D<br />
West Palm Beach, Florida – Sikorsky Aircraft<br />
Corp. has successfully completed the<br />
first flight of its second S-76D helicopter.<br />
“The first flight of D2 is extremely<br />
important to the S-76D programme as it<br />
allows us to begin testing the engines for<br />
certification credit. The team will run D2<br />
through a series of rigorous tests to<br />
validate the performance of the new<br />
PW210S engines.<br />
“Having two aircraft in flight test also<br />
provides the team more flexibility, and is<br />
critical to achieving our overall FAA<br />
certification of the S-76D helicopter,” said<br />
Jesse Bavaro, S-76D helicopter deputy<br />
programme manager.<br />
Among the S-76D’s features are allcomposite,<br />
flaw-tolerant main rotor<br />
blades; an advanced Thales avionics system<br />
and autopilot; dual rotor speed for<br />
quiet mode operation with active vibration<br />
control; powerful Pratt & Whitney<br />
210S engines; a quiet mode; and an optional<br />
rotor ice protection system (RIPS)<br />
for all-weather capability.<br />
ACCOLADE FOR EXECUJET SA<br />
Johannesburg – One of South Africa’s<br />
leading general aviation avionics firm, S-<br />
TEC / Cobham, has named ExecuJet South<br />
Africa yet again as one of its top ten international<br />
dealers for 2009 – for the<br />
ninth consecutive year.<br />
72 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
The accolade is in recognition of exceptional<br />
sales levels, as an international distributor<br />
for S-TEC / Cobham products and<br />
also exceptionally high commitment to<br />
customer support and satisfaction.<br />
Vince Goncalves and his avionics team<br />
at ExecuJet South Africa have supplied<br />
and installed many different autopilots in<br />
a vast amount of aircraft including Piper<br />
PA-23-XXX, Piper PA-28-XXX, Piper PA-32-<br />
XXX, Cessna C172, C182, C210, C402,<br />
C425, C441 and Beechcraft King Air B200s<br />
to mention but a few.<br />
ExecuJet South Africa is based at<br />
Lanseria International Airport, near<br />
Johannesburg, and at Cape Town<br />
International Airport.<br />
HI-FLY REPRESENTS AEROCONSEIL<br />
Cape Town – Hi-Fly Marketing has signed<br />
a representation contract with Aeroconseil<br />
Aviation Engineering and Services,<br />
which provides a comprehensive range of<br />
services to airlines, maintenance centres,<br />
aircraft owners / lessors, and aircraft and<br />
equipment manufacturers with expertise<br />
in maintenance and engineering, asset<br />
management and modifications.<br />
Aeroconseil provides airlines with operational<br />
and technical audits and consultation<br />
regarding training, preparation for<br />
IOSA or support in obtaining AOC. Aeroconseil<br />
is certified Part 145 and can support<br />
airlines with technical services<br />
including power plant management and<br />
engine trend monitoring, as well as supporting<br />
airlines’ fuel consumption optimisation<br />
by working on aircraft performance<br />
and route studies. The company’s range<br />
of products and service systems is widespread<br />
and comprehensive.<br />
ROTAX 914 SERIES ENGINES<br />
Gunskirchen, Austria – BRP-Powertrain<br />
has received authorisation from the European<br />
Aviation Safety Agency (EASA) to extend<br />
the period of operation of its Rotax<br />
914 series piston aviation aircraft engines<br />
from 1 200 to 2 000 hours of time between<br />
overhauls (TBO).<br />
The TBO increase also applies to the<br />
914 series engines currently in the field,<br />
subject to the performance of applicable<br />
service bulletins.<br />
The engines of the Rotax 912 and 914<br />
series have carried out more than 20 000<br />
flight hours already.<br />
ECLIPSE GETS SINGLE PILOT TICKET<br />
Charleston, SC – The USA-based North<br />
American Jet Charter Group (NAJet) announced<br />
recently that it had become the<br />
first aircraft charter operator to receive<br />
Federal Aviation Administration Part 135<br />
charter approval for operation of its fleet<br />
of Eclipse 500 very light jets in a singlepilot<br />
charter configuration.<br />
In June 2007, the company became the<br />
first charter operator in the world to operate<br />
the Eclipse 500.<br />
The ability to operate the Eclipse 500<br />
VLJ single pilot in commercial charter operations<br />
was made possible by the recent<br />
delivery of fully upgraded Eclipse 500 aircraft<br />
from the new Eclipse Aerospace<br />
company.<br />
The Eclipse is now certified and approved<br />
for flight into known icing conditions.<br />
In addition, the AvioNG system,<br />
exclusive to the Eclipse 500 VLJ, provides<br />
the aircraft with centralised control of virtually<br />
all Eclipse 500 systems and avionics<br />
functions. AvioNG comes complete with<br />
ILS and GPS-coupled autopilot functions<br />
that significantly reduce pilot workloads<br />
by simplifying tasks, generating useful information<br />
and acting as a virtual co-pilot.<br />
With a fleet of 10 aircraft and growing<br />
in multiple cities, NAJet expects to add additional<br />
Eclipse Jets to its fleet as they are<br />
made available through the upgrade and<br />
refurbishment programme of Eclipse<br />
Aerospace.<br />
TOULOUSE-BLAGNAC AIRPORT<br />
Toulouse, France – One of the busiest<br />
regional airports in France, Toulouse-<br />
Blagnac, home to Airbus, Avions Transport<br />
Regional and other major European<br />
aerospace companies, recently opened its<br />
new passenger terminal, Hall D.<br />
The first flight from the new terminal<br />
was operated by Air Austral to Saint Denis<br />
in Reunion Island.<br />
With the opening of Hall D, Toulouse-<br />
Blagnac Airport has almost doubled its<br />
surface area and brought its passenger capacity<br />
level to 8,5-million passengers.<br />
Construction of the new terminal took<br />
four years to complete. Hall D will handle<br />
European and international destinations.<br />
During its long history, the airport has<br />
witnessed many first flights, such as the<br />
Concorde SST and most Airbus types,<br />
including more recently the giant A380. Q
DASSAULT FALCON<br />
LAUNCHES MAJOR NEW<br />
SERVICE STRATEGY<br />
IN AN effort to deliver an industry<br />
leading service centre experience to<br />
Falcon customers, Dassault recently<br />
undertook a major review of both its<br />
company owned and Authorised Service<br />
Centre (ASC) network.<br />
Currently, Dassault Falcon has five company<br />
owned service centres and 26 Authorised<br />
Service Centres strategically<br />
located throughout the world. In addition,<br />
the company recently added five Satellite<br />
Service Stations with “GoTeams” positioned<br />
on four continents.<br />
At the time the traditional Falcon ASCs<br />
were established, the basic philosophy<br />
was that each centre needed to meet an<br />
ultimate level of requirements in terms of<br />
equipment and services to support all Falcon<br />
models, up to and including “C” inspections.<br />
While this philosophy works<br />
well in areas with large Falcon populations<br />
such as Europe and the United States, it<br />
proved less practical in some of the new,<br />
emerging markets for business jets.<br />
The company is now putting in place a<br />
stronger, more vibrant network that will<br />
allow ASCs to specialise in one or two aircraft<br />
models if they choose or to support<br />
all Falcon models through all phases of<br />
maintenance.<br />
The new Dassault Falcon ASC structure<br />
will be divided into three categories:<br />
Heavy, Major and Line maintenance.<br />
Heavy Service Centres will provide comprehensive<br />
customer support for all Falcon<br />
models and hold local regulatory<br />
approvals as well as those from the FAA<br />
and EASA. Most of the ASCs in North<br />
America and many in Europe fall into this<br />
category offering a complete line of services<br />
including all levels of maintenance<br />
and inspections, rapid response AOG<br />
teams, refurbishments and upgrades.<br />
Major Service Centres will provide comprehensive<br />
support for Falcons of a particular<br />
model series and hold local<br />
regulatory approvals, as well as those<br />
from the FAA and EASA. Services will typically<br />
include all maintenance including<br />
AOG service and inspections through a ‘C’<br />
check. Five centres located in Finland,<br />
Germany, Singapore, South Africa, and the<br />
US fall into this category.<br />
Line Service Centres will provide support<br />
for specific Falcon models and hold a<br />
minimum of local regulatory approvals.<br />
Services include what is typically called<br />
line maintenance up through A and A+<br />
checks. Thirteen centres around the globe<br />
fall into this category.<br />
Dassault Falcon has also introduced<br />
company-owned Satellite Service Stations.<br />
These facilities are an extension of an existing<br />
company-owned service centre and<br />
are staffed with technicians, AOG support<br />
tooling and a targeted inventory of spares.<br />
The Satellite Service Stations will support<br />
basic line maintenance up through A<br />
inspections. Each will be staffed with an<br />
AOG GoTeam which will provide rapid mobile<br />
response directly to an aircraft location<br />
with the parts and tools necessary to<br />
get an operator’s Falcon flying with minimal<br />
delay. Q<br />
TOOL ATTRACTS KEY<br />
AFRICAN AIRLINES<br />
KENYA AIRWAYS and TAAG Linhas Aereas<br />
de Angola have signed up for the Boeing<br />
maintenance performance “Toolbox”, as<br />
part of each airline’s programme to enhance<br />
efficiency and improve dispatch<br />
reliability through the use of e-enabled<br />
technologies.<br />
Toolbox comprises six different tools in<br />
one easy-to-use suite of software products<br />
that an airline can employ to tailor an<br />
efficient solution to its specific need.<br />
TAAG and Kenya Airways each ordered<br />
Toolbox for use on their multiple Boeing<br />
jetliner models.<br />
Kenya Airways’ Next-Generation 737,<br />
767 and 777 fleets will be equipped with<br />
Toolbox. The airline’s 737 and 777 fleets<br />
will utilise three modules each (Library,<br />
Authoring and Systems), while its 767<br />
fleet will use the Library module.<br />
TAAG will employ Toolbox on its Next-<br />
Generation 737 and 777 fleets. Each fleet<br />
type will utilise four modules: Library, Authoring,<br />
Systems and Structures.<br />
The Library module allows the airline to<br />
store and access current, consolidated<br />
manufacturer and customer maintenance<br />
data. The Authoring module allows the<br />
airline to customise manufacturer maintenance<br />
information to its own systems.<br />
The Structures module provides a comprehensive<br />
structural repair history for<br />
each aircraft, and the Systems module reduces<br />
the time needed to find tail-specific<br />
technical information in time-critical situations,<br />
such as line maintenance troubleshooting<br />
and dispatch. Q<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 73
By: Tom Chalmers<br />
APATHY<br />
REARS ITS<br />
UGLY HEAD –<br />
AGAIN!<br />
TO OPEN the hangar doors this month, I<br />
have taken a quotation from the<br />
editorial in the latest edition of SELCAL,<br />
the journal of the Air Line Pilots’ Association<br />
– South Africa (ALPA-SA), perhaps one of, if<br />
not THE, strongest organisations of its type in<br />
the country.<br />
It reads: “Why are people prepared to put so<br />
much of their time and effort into the<br />
association? The answer is really very short and<br />
fortunately sweet – they do it because of their<br />
passion for aviation and their fellow pilots.”<br />
There is a very strong message in that quote<br />
for every other club, association, organisation<br />
– call it what you will – involved in aviation in<br />
this and, indeed, many other countries. If not,<br />
why is it that whenever there is a problem,<br />
work to be done or assistance needed, there<br />
usually are only a handful of people who come<br />
to the fore?<br />
Here, too, the answer is simple, though<br />
unfortunately, not sweet. It is Apathy, with a<br />
capital “A”. It is a disease which is rampant,<br />
though covert, in most clubs, associations et<br />
al. It causes even well-meaning people to look<br />
the other way and to “leave it to someone<br />
else” to do.<br />
Club committees are elected each year and,<br />
in the main, it is the same old “die hards” who<br />
find themselves back in office running the<br />
organisation’s affairs, often criticised, but<br />
seldom praised, for what they do.<br />
And it is not only in organised bodies of like-<br />
74 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
minded people where this disease, Apathy, is<br />
prevalent. It is also very obvious in other<br />
spheres of aviation as well.<br />
Take for instance the case of Virginia<br />
Airport, Durban’s sole general aviation facility,<br />
which, like it or not, is facing an uncertain<br />
future. All leases are due to expire in 2012 and,<br />
in an obvious attempt to pour oil on troubled<br />
water, the municipal manager, Mike Sutcliffe,<br />
has “graciously” told operators that their<br />
leases may be renewed on a month-to-month<br />
basis thereafter for an unspecified period.<br />
Has Sutcliffe lost touch with reality? How<br />
does he honestly expect operators with annual<br />
average wage bills collectively totalling over<br />
R300-million, to operate effectively on such a<br />
basis? Does he actually care, especially with an<br />
annual R1,7-million pay packet in his back<br />
pocket?<br />
But be that as it may, do the operators<br />
themselves really care? One would certainly<br />
think so, but not if one is to consider the<br />
Apathy being shown at present.<br />
At about this time last year, some operators<br />
began to sit up and realise that something had<br />
to be done about their future at Virginia Airport.<br />
Time was passing quicker than they had<br />
realised and to make matters worse there<br />
were moves afoot among local residents to<br />
take legal action about the perceived “excessive<br />
noise” caused by helicopters and fixed<br />
wing aircraft. The situation was beginning to<br />
look decisively ugly<br />
As is often the case, an antidote for Apathy<br />
was quickly found in the form of an approach<br />
by most – but not all – to the Commercial<br />
Aviation Association of Southern Africa for<br />
help. (It is remarkable to note here, too, that<br />
few of the operators are members of CAASA,<br />
but expect its support anyway).<br />
CAASA took up the challenge immediately<br />
with its CEO, Kim Gorringe, bearing the brunt<br />
of travelling backwards and forwards between<br />
Johannesburg and Durban attending numerous<br />
meetings of operators and attempting<br />
those with the municipality whose representatives<br />
seldom turned up for the meeting. All<br />
this cost money – and a great deal of time —<br />
with CAASA footing the bill and never a single<br />
offer being made by the operators to assist or<br />
even join the body.<br />
The “Battle for Virginia” took a new turn<br />
when the question of the general flying area<br />
(GFA) arose. Training organisations at Virginia<br />
had been using the GFA for around 43 years give<br />
or take a few, and because of this, there was a<br />
good chance that if a legal confrontation was to<br />
occur, they could well win their case to stay. But<br />
the new King Shaka Airport had been built in the<br />
middle of the GFA, and no way were ACSA, ATNS<br />
or the airlines going to put up with these<br />
“puddle jumpers” using the area.<br />
ATNS proposed a number of alternative<br />
areas, none of which was really suitable and a<br />
deadlock ensued. Instead of Virginia operators<br />
banding together and raising the funds for a<br />
court action, they let it slide and the Commissioner<br />
of Civil Aviation used his powers to solve<br />
the solution with a stroke of his pen – the GFA<br />
must go and GA has had to take whatever else<br />
ATNS and the SACAA have to offer.<br />
Re-enter Apathy with a vengeance. Did this<br />
major set-back make the operators more<br />
resolute? Certainly not by the look of things.<br />
Not even the pending loss by three helicopter<br />
flight training schools of the bulk of their income<br />
because of the GFA issue, seems to have goaded<br />
the other operators, including one of the<br />
biggest flying clubs in the country, into action.<br />
Why worry? They still have two years to sort<br />
this out. Yes, but, when action started to be<br />
taken, there were three years left. And in 2011,<br />
there will be only one year left. And then? Will<br />
it again be left to “the few” to sort it out? Q
File photo<br />
File photo<br />
2004 Cessna T206 H<br />
TTSN 1156 hours. Engine & Prop<br />
Since New 1156 hours. King<br />
Equipped - KMA28 Audio Panel,<br />
KX165A Nav/ Comm, KX155A<br />
Nav/ Comm, KR87 ADF, KT76C<br />
TXP, KLN94 GPS, KMH880 Multi<br />
Hazard Awareness System,<br />
KAP140 Auto Pilot, HSI / ILS,<br />
Baggage/Cargo Pod, Oversize<br />
wheels, Centri-Lube camshaft.<br />
Price: R2 600 0000 + VAT<br />
2004 Eurocopter AS 350 B2<br />
TTSN 2430 hours. Garmin GNS<br />
430 GPS/Nav/Com, King 165A<br />
VHF Radio, GTX 327 TXP,<br />
Garmin GMA 340 Audio Panel,<br />
ELT, King HSI, King Radar Alt,<br />
High Skids, Vertical reference<br />
window, Air conditioning, Sand<br />
Filter, Cargo hook, Full length<br />
footsteps, Wire strike, R/H windscreen<br />
wiper, Dual controls.<br />
Price: R11 500 000 + VAT<br />
1993 Cessna 208B<br />
Grand Caravan<br />
TTSN 2800 hrs. King equipped - KMA<br />
24-70 Audio Panel w/ Cabin PA, KR<br />
87 ADF, KN 63 DME, Dual KT 70<br />
TXP, KCS 150 AP/FD, KI 229 RMI,<br />
King KRA 10A RA, KAS 297B ALT,<br />
Garmin 530 GPS/Nav/Com & TWAS<br />
overlay, Bendix RDS 81 Radar,<br />
Avidyne Flightmax 750 with<br />
Stormscope & TCAS Overlay, De-Ice,<br />
Air-conditioning, Retractable Crew<br />
Steps LH & RH, Omni Flash Beacon.<br />
Price R8 500 000 + VAT<br />
6 x Refurbished<br />
Allouette IIIs<br />
for Sale.<br />
Good component<br />
times.<br />
Price: R2 750 000<br />
each + VAT<br />
2007 Robinson R44 Raven II<br />
TTSN 474 hours! Audio<br />
Panel; King KY 196A Comm;<br />
4-Place Intercom; King<br />
KT76A TXP; Remote Altitude<br />
Encoder; Garmin 430X<br />
Colour GPS with 2nd Com +<br />
ILS; 4 x Bose Headsets;<br />
Millibar Altimeter; AH, DI;<br />
Turn Co-Ordinator; Nine Hole<br />
Instrument Panel; Air<br />
Conditioning; 4 Observation<br />
Bubble Windows, wheels.<br />
Price: R3 000 000 + VAT<br />
Hughes 300s<br />
ONLY 2 LEFT<br />
TTSN 250 hours<br />
or less<br />
Price US$130 000 +<br />
VAT as is, delivered<br />
Lanseria.<br />
Call for more details.<br />
Require import MPI.<br />
file photo 1985 Bell Jetranger 206B<br />
TTSN 1900 hrs. King KMA24 Audio<br />
Panel, GNS 530 GPS Nav/Com/<br />
Glidescope with moving map & storm<br />
interface, King KY 196A Digital Com,<br />
King KT76A TXP, King KCS 55 HSI<br />
file photo<br />
slaved, WX-500 Stormscope,<br />
Skywatch Model SKY497 interfaced<br />
with GNS 530, King KI 525A Indicator,<br />
KG 102A Directional Gyro,<br />
Airconditioning, New Exterior & New<br />
Interior, & much more.<br />
Price: R6 500 000 + VAT<br />
2004 Eurocopter AS 350 B3<br />
2001 AS350 B3 Eurocopter<br />
OFFERS<br />
TTSN 1892 hrs, Engine SNew 1892<br />
hrs, Gyro-Horizon Thales H 321 EHM,<br />
Gyro-compass Honeywell KCS 55 A<br />
with KI 525A HSI, Turn and bank indicator<br />
UI 9560, VHF/VOR /LOC/GS KX<br />
165 A, VHF/VOR/LOC/ GS GPS<br />
Garmin GNS 430, Garmin GTX 327<br />
TXP Mode A+C, Shadin 8800T ALT,<br />
Kannad 406 AF-H ELT, Honeywell KRA<br />
405B RA, dual controls with twist grip,<br />
skid wearing plates, high skid gear, sand<br />
filter, soundproofing, airconditioning,<br />
wire strike protection system, 7x David<br />
Clark headsets, tinted bulged windows,<br />
cargo hook fixed provisions and electrical<br />
installation for cargo hook. P.O.A.<br />
1977 Bell Jetranger<br />
206B<br />
TTSN 9226 hours. King KMA-<br />
24H Audio Panel, King KY96A<br />
Com, King KT76A TXP, Garmin<br />
150XL GPS, Garmin 196 GPS<br />
(dash mounted), ICOM IC-706<br />
MK-IIG HF Radio, AK-450 ELT,<br />
Dual Controls, Particle<br />
Separator, High Skids.<br />
Price: R4 100 000 + VAT<br />
TTSN 2950 hours, Garmin GNS<br />
430 GPS, B/King KN64 DME,<br />
CD Player, ICOM IC-706 MKII G<br />
Transceiver / HF /VHF/UHF,<br />
Garmin GMA 340 Audio Panel,<br />
KY196 Com, KT 76 TXP, Full<br />
FADEC, Vertical Reference Box<br />
Windows, Airconditioning.<br />
Price: R11 000 000 + VAT<br />
The owner's new helicopter<br />
has arrived.<br />
This one must be sold!<br />
2000 Robinson R22<br />
Beta II<br />
TTSN 1600 hrs - 400 hrs<br />
Since Rebuild. Standard<br />
Instrumentation, Garmin<br />
150XL GPS, Transponder,<br />
Turn and Bank, New Skids,<br />
New Windows, New Main<br />
Rotor Blades. Interior Grey<br />
Leather.<br />
Price: R 1 450 000 + VAT<br />
1997 Eurocopter AS<br />
350 B2<br />
TTSN ±5330 hours. ±60% remaining<br />
on all major comp. Garmin SL30<br />
Nav/Com, SL 40 Com, Garmin TXP<br />
Mode C, High Skid Gear, DART<br />
Rear Maintenance Foot Steps, LH<br />
& RH Sliding Door, Cargo Swing<br />
provisions and load meter, Dart<br />
Vertical Reference floor Window,<br />
AFS Barrier intake filter.<br />
Price: R 9 500 000 + VAT<br />
OFFERS<br />
1980 Bell JetRanger<br />
206B III<br />
File photo<br />
2006 G36 Beechcraft<br />
Bonanza<br />
TTSN 200 hours. MPI fresh.<br />
Garmin 1000 package.<br />
Exterior: White with black &<br />
gold accent. Int: grey leather.<br />
All the bells and whistles!<br />
Aircraft like new!<br />
Available immediately.<br />
Aircraft in South Africa.<br />
Price: US$ 430 000 + VAT<br />
1970 Hawker 12-400A/731<br />
(Fan Jet)<br />
TTSN 16 027 hrs. Engines: left<br />
9448 hrs, right 9730 hrs – MSP<br />
Gold. Dual Collins FD109, Collins<br />
AP104 Autopilot, Dual Collins –<br />
DME 40, VHF20 Comms, VIR30<br />
NAvs, ADF60, L3 Mode S TXP, L3<br />
TCAS II, Collins 718 HF,<br />
Honeywell KLN900 GPS, Collins<br />
WXR300 Radar, F800 Flight<br />
Director, ELT, Aeromech STC,<br />
RVSM and more!<br />
Price: POA<br />
2002 Robinson R44 Raven II<br />
TTSN 1881 hrs, King KY<br />
196A Nav/Comm, King KT<br />
76C Transponder, Garmin<br />
150XL GPS, AH/DI/Alt,<br />
Hydraulic Power Controls,<br />
RHC Oil Filter, BFG 1100<br />
A/H, BFG 205-1A D/G, Turn<br />
Co-Ordinator, Millibar Alt, 4-<br />
Place Intercom System,<br />
Remote Altitude Encoder, 4 x<br />
David Clark H10-13H<br />
Headsets.<br />
Price R1 350 000 + VAT<br />
TTSN 4300 hrs. Garmin Audio<br />
Panel with 3 Point Marker<br />
Beacons, Garmin 530 GPS /<br />
Nav/Com, Glideslope with<br />
Moving Map Display, King KY 96<br />
Comm, Gramin TXP, AH, DI,<br />
Dual Controls, Rotor Brake,<br />
Particle Separator. Folding<br />
Maintenance Step, Passenger<br />
Door Openers, Baggage<br />
Extender. Wedge Windows front<br />
& back, Rain Gutters, Floor<br />
Protectors.<br />
Price R5 500 000 + VAT<br />
2008 Robinson R44<br />
Raven II<br />
TTSN 69 hrs. 9 Hole Panel,<br />
AA12S Audio Panel, King<br />
Digital KY 196A Com,<br />
Garmin GNS 420 GPS /<br />
Moving Map Display with<br />
2nd Com, King KT 76C TXP,<br />
Bubble Windows, Aircon.<br />
Price: R3 250 000 + VAT<br />
2002 Eurocopter AS 350 B2<br />
TTSN 1910 hrs. King 76 A TXP,<br />
King KX 196 A Com, King KY<br />
165, 2x AH, HSI, VSI, Radar<br />
Alt, Inercom, Dual controls,<br />
Cabin Heating, Sand Filter,<br />
Cargo Sling, Ground Power<br />
receptacle, Full options electrical<br />
master box, Sling door,<br />
High skid landing gear, Footsteps.<br />
Price: R9 650 000 + VAT<br />
Email: aviation@lantic.net Tel: (011) 701-3423 / Fax: (011) 701-3461 PO Box 650 Lanseria 1748,<br />
Quinton Warne 082-806-5193 Paul Weinberg 082-850-0019
WE BUY AIRCRAFT<br />
File photo<br />
File photo<br />
1977 Cessna 177 RG<br />
Cardinal<br />
1990 Bell Longranger<br />
206L3<br />
TTSN 4566 hrs. King/Bendix<br />
KT76A, KR87 TSO, KN 67A<br />
TSO & COM. Garmin GMA<br />
340 Audio, GNC 250 XL GPS<br />
& 296 GPS, High Skids,<br />
Rotor Brake, L/R step handles,<br />
Boot extender, 7 x David<br />
Clark headsets, Blade tie<br />
downs, Wheels.<br />
Price: P O A<br />
2005 Robinson R44 II<br />
TTSN 720 hours.<br />
Garmin 296, 9 Hole<br />
panel, King KT 79<br />
Transponder, King KY<br />
196A Com, Intercom, 4x<br />
David Clark headsets,<br />
Bubble windows,<br />
Wheels.<br />
Price: R2 600 000 + VAT<br />
TTSN 2005 hrs. Engine 233 hours<br />
since factory Reman & Zero hours-<br />
Since Shock-load, Propeller 42 hrs<br />
SNEW, Zero hrs since overhaul,<br />
MPI Fresh, New Metal Panel, King<br />
KA 134 Audio Panel 3 Point<br />
Marker Beacon, 2 x King KX 155<br />
Digital Nav/Comm's + VOR / ILS,<br />
Narco 890 DME, King Digital KR87<br />
ADT, Cessna 359 TXP + Mode C,<br />
Garmin 100 GPS, Cessna<br />
Navomatic 200 AP, WX 900<br />
Stormscope, Intercom. New Paint<br />
and Exterior, New Windows, New<br />
Interior.<br />
Price: R 795 000 + VAT<br />
1974 Cessna 210L<br />
TTSN 5577 hrs. Engine SMOH<br />
300 hrs & Zero hrs- Since Shockload.<br />
Propeller SPOH Zero hrs,<br />
MPI-Fresh, King KMA 24 Audio<br />
Panel, 2 x King Digital KX 155<br />
NavComs ILS + VOR, King Digital<br />
KN 62 DME, King Digital KR76<br />
ADF, King KT76 TSP Mode C,<br />
WX900 Stormscope, Garmin 100<br />
GPS, Cessna 400 Navomatic 3-<br />
Axis AP.<br />
Price: R1 250 000 + VAT<br />
1998 Piper Saratoga<br />
TTSN 1032 hrs. Engine 1032<br />
hrs - Top Overhaul done at<br />
1022 hrs. Propeller SPOH<br />
±300 hours.King KX155A<br />
Navcom, King KFC 150 AP,<br />
King KN62A DME, King KR<br />
87 ADF, King KT76 TXP<br />
Mode C, King KLN89B GPS,<br />
No damage history.<br />
Price: US$ 265 000 + VAT<br />
2005 Eurocopter AS<br />
350 B2<br />
TTSN 1524 hrs. Standard<br />
Eurocopter Nav/Com, Garmin<br />
430, Dual Controls, Pilot and Co<br />
Pilot Windshield Wipers, High<br />
Skid Gear, DART Long Foot<br />
Steps, LH Sliding Door, Cargo<br />
swing provisions, Emergency<br />
Float Provisions, DART Mirrors,<br />
DART Vertical reference floor<br />
window, FDC Aerofilter.<br />
Price: R13 300 000 + VAT<br />
1980 Bell Long Ranger<br />
L1 C30<br />
(Long Ranger III<br />
Conversion)<br />
Completely refurbished in<br />
2009! Pristine paintwork &<br />
Interior. Components are<br />
either overhauled or Brand<br />
New!<br />
Price: US$ 1 200 000 +<br />
VAT<br />
2006 EUROCOPTER EC<br />
130 B4<br />
TTSN 600 hours. Garmin<br />
GNS 430 GPS, Garmin GMA<br />
340 Intercom, Garmin GTX<br />
327 TXP, King KX 155A TSO<br />
Nav/Com, VOR / ILS, Dual<br />
Controls, Turn & Slip, Air conditioning,<br />
"Stylence" VIP<br />
leather interior, Sandfilter.<br />
Price: € 1 730 000 + VAT<br />
1995 Cessna 208B<br />
Grand Caravan<br />
TTSN 11 806 hrs. Engine SMOH<br />
1796 hrs, Since HSI ZERO hrs.<br />
Prop SPOH 2543 hrs. Fully Bendix<br />
/ King equipped - KX 165<br />
Nav/Comm, KT70 TSO TXP, KDI-<br />
572 DME, KMA-24H Audio Panel,<br />
KR-87TSO ADF, KI-192 AH, KFC-<br />
150 Autopilot, KI-244 Radar, KLN<br />
89B GPS, KTR953 HF Radio &<br />
Kannad 406AF ELT.<br />
Price: US$ 850 000 + VAT<br />
2007 Robinson R44<br />
Raven ll<br />
TTSN 520 hours. Nine hole<br />
Panel, IAA12S Audio Panel,<br />
King Digital KY 196 A Com,<br />
Garmin GNS 420 GPS/Moving<br />
Map Display, KT 76 C TXP, AH,<br />
DI, Turn and Slip, Altimeter, 4 x<br />
David Clark Headsets, 4 x<br />
Observation Windows, Wheels.<br />
Price: R2 700 000 + VAT<br />
1979 Cessna 182 Q<br />
TTSN 3650 hours, Engine SMOH,<br />
ZERO hours, Propeller SPOH,<br />
ZERO hours, MPI Fresh, new<br />
metal panel, King audio panel,<br />
Garmin 196 GPS (Panel Mount),<br />
King KX 155 Nav Comm,<br />
gKing KX 125 Nav Comm, King KT<br />
76 Transponder, fuel flow computer,<br />
4 Place Intercom. New Grey<br />
Leather Interior & New Carpets.<br />
Newly Painted Exterior.<br />
Price: R 1 000 000 + VAT<br />
2005 Robinson R44<br />
Raven II<br />
TTSN 770 hours. 9 Hole Panel,<br />
Garmin GNS 150 XL GPS, King<br />
KT 76 TXP Mode C, King Digital<br />
King KY 196 A Com, 4 Place<br />
Intercom, BFG 1100 AH, Turn and<br />
slip, Dual Controls, Wheels, 4<br />
David Clark Headsets, s/steel<br />
plate exhaust protector, 4 x<br />
s/steel door protectors.<br />
Price: R2 550 000 + VAT<br />
WE BUY AIRCRAFT<br />
Email: aviation@lantic.net Tel: (011) 701-3423 / Fax: (011) 701-3461 PO Box 650 Lanseria 1748,<br />
Quinton Warne 082-806-5193 Paul Weinberg 082-850-0019<br />
2008 Robinson R22<br />
Beta II<br />
TTSN 380 hours,<br />
King Digital KY 197A<br />
Com, King KT76<br />
TXP, Siren Dual<br />
Controls.<br />
Price: R 1 500 000 +<br />
VAT<br />
1999 Cessna T206H<br />
TTSN 1635 hours, Engine Since<br />
New 1635 hours, Propeller SPOH<br />
439 hours, Garmin Audio Panel,<br />
Garmin GNS 430 Nav / Com/<br />
DME / Moving map display, King<br />
Digital KX 155 Nav / Com, King<br />
Digital KT 76 A TXP, King KAP<br />
140 AP, SF Strike finder - Radar/<br />
Stormscope, TCI Altitude<br />
Digitalizer, Radar ALT, Eam 700<br />
EGT, Sportman STOL, Longer<br />
wings, Cargo pod, Stone<br />
Protection Shields, Float Kit<br />
Price: R2 000 000 + VAT<br />
Schweizer 269C<br />
1998 Model -Rebuilt in 2007.<br />
TTSN 1000 hrs. Engine<br />
SMOH 100 hrs, Prop SPOH<br />
600 hrs. Garmin 430 GPS/<br />
with moving map display/<br />
Com King KT 76 TXP,<br />
Artificial Horizon, Vertical<br />
Speed Indicator, ALT, Turn<br />
and Slip, Directional Indicator,<br />
Wheels<br />
Price: R2 150 000 + VAT<br />
1974 Cessna Citation 500 SP<br />
TTSN 9950 hrs. Engines: SMOH 2200 hrs/<br />
2100 hrs, SHSI 451 hrs / 297 hrs, Audio<br />
Panel, Garmin GNS 530 with Colour GPS/<br />
Moving Map Display with 2nd Com,<br />
Garmin GNS 430 with Colour GPS /<br />
Moving Map Display with 2nd Com, HSI,<br />
RMI, VOR, ILS, Bendix King KNS80 R<br />
NAV/DME, Garmin GTX 327 TXP Mode C,<br />
BFG 1000 Stromscope, Dave Tron Digital<br />
Clock, Auto Pilot / Flight Director, RC200<br />
ELT, Sperry Colour Radar, Altitude Pre-<br />
Select, Aircon, Thrust Reverses, Long<br />
Wing, Beige Leather Interior.<br />
Price: R 5 500 000 + VAT<br />
1977 Cessna 210M<br />
TTSN 2183 hrs. Engine<br />
SMOH 798 hrs, Prop<br />
SPOH 224 hrs. KMA 20<br />
Audio Panel, KN76 DME,<br />
2 x KX 170B Nav /Com,<br />
Century III Auto Pilot,<br />
KT76 TXP, KR85 ADF<br />
Price: R 1 100 000 + VAT<br />
1981 Piper Seneca II<br />
TTSN 5160 hours, Engines<br />
SMOH left 1295/ right 1295,<br />
Prop SPOH left 315 right<br />
315, Garmin 430, Air- conditioning.<br />
Brand New Exterior<br />
and New Leather Interior.<br />
New Windows throughout.<br />
STUNNING!!<br />
Trades considered<br />
Price: R800 000 + VAT
FOR YOUR NEXT AIRCRAFT INVESTMENT<br />
TTSN 200 Hours,Garmin<br />
430, Radar Alt. EXTRAS:<br />
ELT,Engine flush, Sand<br />
Filter, Aircon, Rear sliding<br />
doors.<br />
R 19,000,000 Ex VAT<br />
TTSN 1580 Hours.<br />
Garmin 430, King Stack.<br />
EXTRAS: Onboard<br />
Weighing System. Cargo<br />
Hook. Aircondioning.<br />
Cargo Mirrors. Particles<br />
Seperator. L/H Sliding<br />
Door.<br />
R 12,750,000 Ex VAT<br />
TTSN 5786, Completely<br />
refurbed 2009/Great<br />
Components, Garmin<br />
296. EXTRAS: Skid Steps,<br />
On board Weighing,<br />
Aircon, Barrier Sand<br />
Filter, R/H Sliding Door.<br />
R 9 500 000 Ex VAT<br />
TTSN 1600 Hours,<br />
Garmin 430, King Stack.<br />
EXTRAS: Boot Extender,<br />
High Skids, Rotor Brake,<br />
Step Handles.<br />
$ 1 550 000 Ex VAT<br />
TTSN 800 Hours, New<br />
Main Rotor Blades,<br />
Garmin 420. EXTRAS: 9<br />
Hole Panel, 4 Bubble<br />
Windows, Aircon.<br />
R 2,450,000 Ex VAT<br />
TT 250hrs. Nine Hole<br />
Panel, Garmin 420 GPS.<br />
EXTRAS: 4 Bubble<br />
Windows, Air-conditioning.<br />
R 3,200,000 Ex VAT<br />
TTSN 1987 Hours,<br />
Garmin 430, King Stack.<br />
EXTRAS: Vertical Ref<br />
Window, Aircon, Vortes<br />
sand Filter, L/H & R/H<br />
Sliding Doors, Wire Stike<br />
Fixed Provisions.<br />
R 13,750,000 Ex VAT<br />
TTSN 680 Hours, VMD,<br />
Garmon 430, ELT, Radar<br />
Alt. EXTRAS: Engine<br />
Flush, Sand Filter, Aircon,<br />
Dual Controlls, Verticalk<br />
Ref Window, Cargo<br />
Swing<br />
R 16,250,000 Ex VAT<br />
TTSN 1800 Hours, NEW<br />
ENGINE, Garmin GMA<br />
340 Audio Panel, Garmin<br />
GNS 530 GPS, Garmin<br />
GNS 430 GPS, Garmin<br />
GTX 327 Transponder,<br />
ELT, AH, ILS.<br />
$ 2,300,000 Ex VAT<br />
TTSN 4566 Hrs, King/ Bendix<br />
KT76A, King/Bendix KR87 TSO,<br />
King/Bendix KN 67A TSO,<br />
King/Bendix COM, Garmin<br />
GMA 340 Audio, Garmin GNC<br />
250 XL GPS, Garmin 296 GPS.<br />
EXTRAS: High Skids, Rotor,<br />
Brake, L/R Step Handles, Boot<br />
Extender, 7 x david Clarck<br />
Headsets, Blade tie Down,<br />
Wheels.<br />
R 8,500,000 Ex VAT<br />
TTSN 750 Hours, Garmin<br />
296. EXTRAS: 9 Hole<br />
Panel, Bubble Windows,<br />
Headsets, Wheels.<br />
R 2,450,000 Ex VAT<br />
www.moneyaviation.co.za<br />
Email: sales@moneyaviation.co.za<br />
Angus Money : +27 83 263 2934<br />
Gavin Williams: +27 83 352 4939<br />
Tel: 011 805 0073 I Fax: 011 805 0625<br />
Grand Central Airport, New Road, Midrand<br />
2008 Eurocopter AS350 B3 2006 Eurocopter AS350 B3 2004 EUROCOPTER AS350B2<br />
TTSN 480 Hours, Nine<br />
Hole Panel, Garmin 420<br />
GOS, remote Altitude<br />
Encoder. EXTRAS: 4<br />
Bubble Windows,<br />
Leather Seats.<br />
R 2,600,000 Ex VAT<br />
TTSN 2431 Hours.<br />
Garmin 430, ELT Kannad,<br />
Radar ALT. EXTRAS:<br />
Vertical Reference<br />
Window, Sandfilter,<br />
Cargo hook, Wire Strike,<br />
L/H Sliding Door,<br />
Airconditioner.<br />
R 10,500,000 Ex VAT<br />
2006 EUROCOPTER AS350 B2 2008 Eurocopter AS350 B2 2003 Eurocopter EC 130 B4<br />
TTSN 1815 Hours, NEW<br />
ENGINE, Garmin GNS<br />
430, ARTEX ELT. EXTRAS:<br />
Dual Controls, Air-conditioning,<br />
Sliding Door Left<br />
Hand. New Engine.<br />
R 15,875,000 Ex VAT<br />
1997 Eurocopter AS350 B2 2004 Bell 407 2007 Bell 206B-3 Jetranger II<br />
TTSN 270 Hours, Chelton<br />
EFIS, Garmin 430, Remote<br />
ALT, ENC, Artex ELT.<br />
EXTRAS: AFS, Barrier Filter,<br />
Sound-proofing, High Skids,<br />
Increase Gross Weight Kit,<br />
Baggage Extender, High<br />
Visibility Main Rotor<br />
Blades.<br />
$ 1,550,000 Ex VAT<br />
1996 Bell Longranger L4 1990 Bell Jet LongRanger 206L3 1984 Bell 206B-3 JetRanger III<br />
Total Refurb 2008 / New<br />
Paint / New Interior /<br />
Great Components,<br />
TTSN 4269 Hours,<br />
Garmin 530. EXTRAS:<br />
VOR, Cargo Hook, Rotor<br />
Brake, Step Handle , LH<br />
& RH, High Skids.<br />
R 4,950,000 Ex VAT<br />
2008 Robinson R44 Raven II 2006 Robinson R44 Raven II 2009 Robinson R44 Raven II<br />
TTSN 70 Hours, Garmin<br />
420. EXTRAS: 9 Hole<br />
Panel, 4 Bubble<br />
Windows, Leather Seats,<br />
Aircon.<br />
R 3,650,000 Ex VAT<br />
2008 Robinson R44 Raven II 2005 Robinson R44 Raven II 2009 Eurocopter EC130B4<br />
TTSN 80 Hours, Garmin<br />
430, ARTEX ELT, Radio<br />
Alt, Aircon, Baggage<br />
Cheeks.<br />
Euro 2,100,000
* Helicopter and Aircraft Sales<br />
* Financing<br />
* Insurance<br />
* Specialized Aircraft Sourcing<br />
* CAA Licensing & Registration<br />
1985 Learjet 35A 2001 Citation X 1982 G III<br />
TTSN 10 509 Hours, ZS-<br />
REGISTERED, RVSM,<br />
TCAS 11, Jet FC 530<br />
Autopilot, MSP Gold, 8<br />
Place Leather Interior,<br />
Aircon.<br />
$ 1,300,000 Ex VAT<br />
King Air 90 1996 Citation CJ 1<br />
TTSN 10846 Hours, New<br />
VIP Interior, Engines<br />
439/439 SMOH, New<br />
Props, Garmin 430,<br />
Weather Radar, Flight<br />
Director.<br />
R 3,500,000 Ex VAT<br />
THIS IS NOT A<br />
MISPRINT!<br />
TT 5788 Hours, Engines<br />
SMOH 529/729, Props<br />
SPOH 121/121, King<br />
Stack, Navomatic 400<br />
Auto pilot, colour radar,<br />
air conditioned.<br />
R 1,700,000 Ex VAT<br />
Upgraded Fenestron<br />
Rotor, Upgrade Turbine<br />
to 643 Horsepower,<br />
Garmin 430, Military<br />
installed Radio<br />
Altimeter. Broad<br />
Retention Straps.<br />
$ 560,000 Ex VAT<br />
Hours 6763. Engines On<br />
Rolls Royce Corporate<br />
Care.Fastest Business Jet<br />
on the Market.<br />
$ 9 600 000 Ex VAT<br />
TTSN 3684 Hours.<br />
Engines 576/576 SMOH.<br />
On JSSI 100 Tip to Tail.<br />
Engines on 100% TAP<br />
Elite. On Cesscom. 2<br />
Tube EFIS. EGPWS. FDR.<br />
FMS.<br />
$ 2,150,000 Ex VAT<br />
1983 Jetstream 3102 1973 Shrike Aerocommander 500S2 1980 Hawker 400A<br />
TTSN 32683 Hours,<br />
Engines 5168/4503.<br />
Props 5800/5800. Collins<br />
and Honeywell Avionics.<br />
Flight Data Recorder.<br />
EGPWS. 2 plus 18 Seats.<br />
R 6,300,000 Ex VAT<br />
TTSN 2600 Hours.<br />
Engines and Props all<br />
Zero Hours. SMOH. Gami<br />
Injectors with Merlyn<br />
Turbo System (New),<br />
New Paint Interior.<br />
$ 350,000 USD Ex<br />
VAT<br />
1973 Cessna 414 1979 Cessna 421C Golden Eagle III<br />
1999 Pilatus PC12-45<br />
1979 Beechcraft Bonanza F33A 1964 Cessna 172E<br />
TTSN 2980 Hours, Engine<br />
SMOH 1230, Garmin<br />
495, King Stack, 6 Place<br />
Intercom, Piper<br />
Autocontroll III<br />
Autopilot.<br />
R995,000 Ex VAT<br />
TTSN 4623 Hours,<br />
Engines SMOH 494/592,<br />
SPOH 1805, Garmin 430,<br />
WX Monochrome Radar<br />
IFCS Autopiliot,<br />
YawDamper, Flight<br />
Director, Aircon, Full De-<br />
Ice.<br />
R 2,600,000 Ex VAT<br />
TT 3080 hours, Engine SMOH 180<br />
hours, Engine has been upgraded<br />
to a Lycoming 160 HP 4 cylinder,<br />
Propeller SPOH ± 270 hours.<br />
EXTRAS: New Windows and<br />
Windscreen throughout, New<br />
Tyres, New Seat Rails, New<br />
Carpeting, New Controls,<br />
Cleveland Disc Brakes, Vacuum<br />
Pump, EGT, Wingtips.<br />
R 600,000 Ex VAT<br />
TTSN 5657,3 hrs,<br />
Engines SMOH 251 /<br />
802, Props SPOH 251 /<br />
251, New Paint and<br />
Interior 2008, Garmin<br />
430, Storm Scope,<br />
Autopilot.<br />
R 990,000 Ex VAT<br />
www.moneyaviation.co.za<br />
FOR YOUR NEXT AIRCRAFT INVESTMENT<br />
1943 Boeing Stearman<br />
Hours 11466. Engines<br />
Due Mid Life 2013. Fresh<br />
Inspections. QTA Stage 3<br />
Hush Kit. Very Well<br />
Equipped. 12 Passengers.<br />
$ 3,350,000 Ex VAT<br />
1993 CARAVAN 208B<br />
TT 10 068.8 hours, Engines SMOH<br />
432Hrs. Props SPOH 432 Hrs, King<br />
Stack. EXTRAS: Extended Nose Fork,<br />
Oversize Tires, Oxygen, Known Icing.<br />
$ 985,000 Ex VAT<br />
1995 CARAVAN 208B<br />
TT 11 805.5hours, Engine SMOH<br />
964Hrs. Prop TT 1,443.1, King Stack.<br />
EXTRAS: Extended Nose Fork,<br />
Oversize Tires, Oxygen.<br />
$ 985,000 Ex VAT<br />
TT 12 210 Hours, Engines<br />
5532 / 5436 Hours,<br />
Collins EFIS, MSP Gold,<br />
Eight PAX exec.<br />
$ 1,100,000 Ex VAT<br />
TTSN 920 Hours, SPOH<br />
450, EFIS 50 (2-Tube),<br />
King 325 Autopilot, RDR-<br />
2000 Colour Weather<br />
Radar, TCAS, Aircon, 6<br />
Place "Platinum<br />
Upgrade" Tan Interior +<br />
2 Aft Seats.<br />
$2,350,000 Ex VAT<br />
ZS-Registered,<br />
Call for Full Spec.<br />
R650,000 Ex VAT<br />
1977 Aerospatiale Gazelle 1976 Beechcraft Baron B55 1969 PA32-300 69 Cherokee 6<br />
TT ± 2807, Engine SMOH<br />
± 600 (TBO 2000). Prop<br />
overhauled in 2008, Full<br />
IF stack, ELT, Strobes, 300<br />
Horse power, Toe brakes,<br />
Garmin 100. Piper<br />
autopilot, ELT, Digital<br />
Fuel, flow meter.<br />
R 950 000 Ex VAT
Deadline for receipt of advertisements<br />
in this section of the magazine is the<br />
3rd of the month preceding<br />
publication, or the closest<br />
working day to that date.<br />
Tel: (031) 564-1319<br />
Fax: (031) 563-7115 or<br />
email marketplace@airnews.co.za<br />
AVIATION GEAR<br />
� AIRWEAR® Flight suits and pilot<br />
gear. www.airwear.co.za<br />
airwear@mweb.co.za<br />
Tel & fax: +27 (0) 31 783-4300.<br />
AVIATION INSURANCE<br />
� VIVIERS AVIATION INSURANCE.<br />
Contact Pierre Viviers, an instrument<br />
rated aircraft owner and attorney for a<br />
quotation on aircraft insurance.<br />
Tel: 018 297 5201. Fax: 018 297 8066.<br />
Cell: 082-377 7699.<br />
Email: pierre@viviersattorneys.co.za<br />
BOOKS<br />
� PPL MANUAL by JIM DAVIS<br />
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FLIGHT TRAINING<br />
� DESIGNATED EXAMINER DFE-I-A,<br />
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� PROFESSIONAL GROUND SCHOOL<br />
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84 WORLD AIRNEWS, MAY <strong>2010</strong>.<br />
Contact Deborah Mann 082 495 8179 or<br />
021 934 5267 or<br />
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� FAA FLIGHT REVIEW<br />
Revalidate your FAA Pilot Certificate in<br />
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LEGAL SERVICES<br />
� VIVIERS ATTORNEYS.<br />
Contact Pierre Viviers, an instrument<br />
rated aircraft owner to assist with your<br />
aviation legal requirements.<br />
Tel: 018 297 5201.<br />
Fax: 018 297 8066.<br />
Cell: 082 377 7699.<br />
Email: pierre@viviersattorneys.co.za<br />
� CON KILIAN ATTORNEYS.<br />
For your aviation legal requirements.<br />
25 HA development land<br />
(RES 1&3, BUS 3),<br />
fully walled & electric fence,<br />
2 Eskom points,<br />
municipal water.<br />
10 km north of Fourways,<br />
bordering new Tanganani<br />
development.<br />
Outright purchase or rental<br />
Contact owner:<br />
search4me@webmail.co.za<br />
www.helicoptercharter.co.za<br />
Best training<br />
rates and<br />
quality in the<br />
world to-day!<br />
John Huddlestone<br />
Cell 083-653-4294 Tel 041-507-7343<br />
fax 041-507-7344 or email<br />
helichar@iafrica.com<br />
CAA/0113<br />
Contact Con 013 656 5379 or<br />
082 554 1891or email<br />
con.k@mweb.co.za<br />
GETAWAYS<br />
� STUNNING GAME FARM,<br />
ideal weekend getaway 80 nm north<br />
of Lanseria. Helipad & hangar (for<br />
single bladed heli) & 1200 m<br />
excellent dirt strip. Luxury self<br />
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bedrooms, daily game drives. Prolific<br />
wildlife and fantastic birding.<br />
Michvs@mweb.co.za<br />
FOR SALE<br />
� R44 HYDRAULIC BOGEY for sale,<br />
can be towed by quad/ similar or pulled<br />
by hand. R5 000 michvs@mweb.co.za<br />
At SFT, we enjoy sharing our love of flying with our<br />
students. Our instructors have experience on almost<br />
100 aircraft models. All training is<br />
supervised by two Grade I instructors. We use<br />
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Introductory flights cost only R300. CAA/0210<br />
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pilots.co.za 012 811 2233<br />
Kitty Hawk Airfield, East of Pretoria.
10 kms on tar from LANSERIA airport<br />
250 000 sqm property, 7 500 sqm under roof<br />
Operational and fully equipped<br />
MULTIPLE POSSIBILITIES - IDEAL FOR:<br />
* In house training facility for corporate/UN/NGO<br />
* Retirement/Lifestyle estate<br />
* School/college campus<br />
* Church venue<br />
* Leisure market / Time share / Hotel<br />
Outright sale or rental<br />
Contact Owner : Search4me@webmail.co.za<br />
WORLD AIRNEWS, MAY <strong>2010</strong>. 85
Aircraft Sales<br />
Aero Export is the leading importer of used business jets from the United States. We are<br />
extremely well connected in the USA through our network of associates and therefore in a<br />
position to offer you, the discerning business aircraft buyer, a professional, efficient and cost effective solution<br />
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Call us and make a comparison before finalising your next purchase!<br />
2006 Citation CJ3<br />
$ 6,250,000<br />
Total time 600 Hrs – one<br />
owner – Cescom – Collins<br />
Proline 21 Avionics suite –<br />
RVSM – TCAS – EGPWS.<br />
Like new.<br />
2009 Citation Mustang<br />
$ 2,395,000<br />
New Aircraft,<br />
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2009 Pilatus PC 12 – NG<br />
MAKE AN OFFER<br />
Total time since new 95<br />
hours<br />
Integrated Honeywell Primus<br />
Apex avionics suite.<br />
Like new.<br />
2000 Global Express<br />
$ 27,500,000<br />
Total time 9200 Hrs, One<br />
owner, Rolls Royce Corp Care,<br />
Smart Parts, 6<br />
Tube EFIS<br />
2011 HONDAJET<br />
$ 3,650,000<br />
Delivery 3rd Quarter<br />
2012<br />
Total time<br />
7200 Hrs, 4<br />
tube EFIS,<br />
RVSM, TAWS,<br />
EGPWS, MSP<br />
Gold<br />
Tel: (011) 467 5751 / 0861-Planes (752637) / Fax: (011) 467 5991<br />
Email: flyer@mweb.co.za Website: www.aeroexport.co. za<br />
Bruce Theunissen: 083-326-8965<br />
ALL PRICES EXCLUDE VAT<br />
2007 Citation CJ2+<br />
$ 4,795,000<br />
Total time 475 Hrs –<br />
Collins Proline 21 Avionics<br />
suite – Cescom and<br />
Cessna Pro Parts – RVSM<br />
– TCAS – CVR – EGPWS.<br />
1998 Learjet 60<br />
$ 3,995,000
1977 Hawker 700A<br />
$ 950,000<br />
Total time 10,700 Hrs – SMOH 326/263<br />
Engines on MSP Gold – MFD – RVSM –<br />
EGPWS -<br />
1995 Gulfstream IV SP<br />
$ 12,995,000<br />
Total time 11,800 Hrs.<br />
Engines on Rolls Royce<br />
Corp Care, APU on MSP,<br />
Absolutely loaded with<br />
avionics,<br />
Recent paint and Interior.<br />
2009 Embraer Phenom 100<br />
$ 2, 750,000<br />
New Aircraft,<br />
$ 70,000 installed options,<br />
Immediate delivery.<br />
Aircraft Sales<br />
1993 Citation II<br />
$ 1,750,000<br />
Total time 4900 Hrs, 1308<br />
SMOH, Honeywell EFIS, TCAS,<br />
RVSM, EGPWS,<br />
fresh I – IV<br />
Inspections, on<br />
Cescom<br />
1985 Citation SII<br />
$ 1,495,000<br />
Total time 8980 hrs – SMOH 1285/503.<br />
Two owners since new, RVSM, TCAS,<br />
TAWS, EGPWS,<br />
CVR, recent Phase I<br />
– V by Cessna, Part<br />
135 operated, on<br />
Cescom.<br />
Total time 5889 Engines 2600/1900<br />
New paint and interior.<br />
RVSM with brand new Garmin & Sandel<br />
Avionics suite (cost $ 360,000)<br />
An absolute gem – In SA and ready to go.<br />
1980 Beech King Air B200<br />
$ 1,100,000<br />
Total time 15 747 hours<br />
SMOH 518/2382 (3600 hours engines).<br />
Props 320/314. Full Collins suite with<br />
great paint and interior. Factory fitted<br />
cargo door.<br />
In SA on the Register.<br />
1982 Citation I SP<br />
MAKE AN OFFER<br />
1970 Gulfstream II SP<br />
$ 1,995,000<br />
Total time 12,200 Hrs, 542/510<br />
since midlife, Collins Pro-Line with<br />
Honeywell SP-50G Autopilot, Dual FMS, TCAS II,<br />
EGPWS, RVSM, Airshow 400, Recent paint and<br />
Interior, recent 72 month inspections. On<br />
Gulfstream maintenance programme.<br />
1979 Citation I SP<br />
$ 695,000<br />
Total time 9410 – SMOH 2200/1950 –<br />
SHSI 600/600. RVSM – Garmin 500<br />
with TAWS –<br />
Thrust reversers –<br />
Recent Phase I – V<br />
Inspections.<br />
1982 Challenger 600<br />
$ 1,995,000<br />
Total time 7500 hours,<br />
RVSM, TAWS, TCAS, Dual<br />
GNS, 60 and 120 Month<br />
inspections done 5/07.<br />
Current Part 135 operated.<br />
Recent paint and interior.<br />
On MSP Gold.<br />
1980 Learjet 35A<br />
$ 1,195,000<br />
Total time 11,200 Hrs, TCAS II,<br />
RVSM, EGPWS, Cargo Door,<br />
TRs, MSP Gold.<br />
Tel: (011) 467 5751 / 0861-Planes (752637) / Fax: (011) 467 5991<br />
Email: flyer@mweb.co.za Website: www.aeroexport.co. za<br />
Bruce Theunissen: 083-326-8965<br />
ALL PRICES EXCLUDE VAT
“What To Say<br />
On the Radio”<br />
CD or Audio Cassette<br />
t This very useful aid contains examples of radio procedures.<br />
t Made by Air Traffic Controllers and Pilots as a guide to you.<br />
t VFR procedures for circuit work general flying and a long<br />
cross country navigation exercise.<br />
t IFR procedures for instrument flying including procedures<br />
for an ILS let down.<br />
t Recordings of actual live broadcasts for both VFR and IFR<br />
exercises.<br />
DON’T DELAY, GET YOUR COPY TODAY!<br />
Call Tel: 073 346 0490<br />
Fax: 011 432-0098 email: mandy@airsafety.co.za<br />
www.airsafety.co.za<br />
15 Spitfire Crescent Rand Airport<br />
INSTRUMENT AND AVIONIC SOLUTIONS<br />
Tempe Airport, Bloemfontein<br />
THE ONLY INSTRUMENT AND AVIONICS<br />
FACILITY IN THE FREE STATE<br />
q Fully licensed<br />
q All instrument & auto-pilot repairs & installations<br />
q Support offered to all airfields in the Free State<br />
q Immaculate panel revamps<br />
q All avionics installations<br />
q Limited avionics repairs<br />
q LS 1 category plug & play panels<br />
q Accredited Aspen avionics installation facility<br />
Contact: Andrew Bennetts<br />
073 513 3205<br />
e-mail: andrew@aibloem.co.za<br />
The largest supplier of pilot accessories in Africa.<br />
LANSERIA - Main Terminal Building 011 701-3209 (T)<br />
GRAND CENTRAL - Main Terminal Building 011 805-0684 (T&F)<br />
Email wingsn@iafrica.com<br />
or visit the 24 hour on line shop<br />
www.wingsnthings.co.za<br />
STOCKISTS OF: WAC/ONC/IFR/CHARTS,<br />
EPAULETTES, WATCHES, DAVID CLARK, ICOM,<br />
GARMIN, AVCOMM, BOSE, JEPPESEN, PILOT WEAR<br />
AND MUCH MUCH MORE........<br />
Shop A, Terminal Building,<br />
Virginia Airport.<br />
WE ARE STOCKISTS OF:-<br />
« Headsets, intercoms, transceivers.<br />
« GPS - aviation, land and marine.<br />
« Maps, books, pilot shirts, posters novelties.<br />
« Sunglasses, T-shirts, caps.<br />
« Flight simulator hardware and software<br />
« Jeppesen, Aerad.<br />
Tel: (031) 564-9157 Fax: (031) 564-1543<br />
email: pilotshp@iafrica.com<br />
Booking is now open for our 14 th annual tour to the EAA Oshkosh Airshow (26 th July to 1 st Aug <strong>2010</strong>)<br />
Fares start at R25,500 - inclusive of air-conditioned en-suite hotel accommodation, "american-continental"<br />
breakfasts, choice of multiple daily twenty minute coach transfers by privileged roadway<br />
directly to (and from) the entry gate of the airshow, airfares and taxes, gratuities, assisted travel<br />
insurance, entry fee to the Harley-Davidson Museum, an embroidered pilot's cap and a sunhat.<br />
Extras apply for single rooms, semi-suites and business class airfares. Break-aways are welcome, as<br />
are Voyager, other "point” scheme redeemers, and ID flyers.<br />
Optionally extra are four days, pre-Oshkosh, in Washington: - A free day to visit the Smithsonian<br />
Air and Space Museum, and other Washington musts; a day at the Udvar-Hazy Museum (the world's<br />
largest collection of historic aircraft), and Arlington; and a day at the famed "Flying Circus". This<br />
day includes:- a Stearman flight for each of the tour party, guest attendance at the show pilot’s<br />
briefing, the Barnstorming Airshow itself, and a beer and pizza evening together with the performing<br />
pilots and aircrew after the show. Fares from R4,200 all costs inclusive.<br />
We have capacity for only 30 aviation enthusiasts - book now. Contact us for an information flyer.<br />
Designer Tours - (021) 788-8440 - calvin@designer.co.za
603Baron_WA_01.04<br />
The love of<br />
my life,<br />
seen here<br />
with my wife<br />
AIRCRAFT SALES<br />
Keith Garritt,<br />
passionate owner.<br />
BEECHCRAFT BONANZA G36<br />
SALES MAINTENANCE PARTS AVIONICS CHARTER TRAINING VALUE ADDED PRODUCTS FINANCE INSURANCE<br />
“NAC really understands my passion for aircraft. With their versatile product range, you’ll always fi nd the best of breed in what you are<br />
looking for. In my opinion, there is nothing fi ner than the Beechcraft Bonanza or Baron, and NAC hooked me up with the love of my life.”<br />
“Speak to NAC about your aviation requirements today and they’ll be able to fi nd the right aircraft to satisfy your<br />
passion too!” – Keith Garritt<br />
For more information contact:<br />
Lanseria +27 11 267 5000 • Rand +27 11 345 2500 • Cape Town +27 21 425 3868<br />
Pretoria +27 12 567 5161 • Durban +27 31 571 8316 • Gaborone +267 397 5257<br />
Australia +6189 429 8881 • USA +27 001 316 685 8660 • ISO 9001:2008 Quality Assured • www.nac.co.za<br />
BEECHCRAFT BARON G58