May 2010 covers_Covers.qxd - World Airnews

Volume 38, No 3 Q Q May 2010
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AFRICA’S JOURNAL FOR THE DISCERNING AVIATION PROFESSIONAL
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Tel: 011 383 0800, Fax: 011 824 0884
Raymond Steyn 082 652 3439
Tim Webster 083 251 0318
Gerry Wyss 082 318 5089
PC-12 NG
DO THE
MATH

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PAGE 6
PAGE 34
PAGE 36
PAGE 51
PAGE 65
MAINTENANCE
AVIONICS
CHECKLIST
Flarepath ...................................................................................................................4
Flying the Hawker Hurricane with Howard Cook.......................................................6
Airvan for epic flight.................................................................................................15
Restored DC-7B ready for flight / “First for the F-35” / Late news...........................16
Sixty-six, clickity click, the Robbie goes turbine ......................................................17
First helicopter test flight in Galileo test bed............................................................18
The search for cleaner skies – Don Parry reports..................................................20
Professional flight testing in South Africa – Des Barker comments.........................24
Air Malawi faces liquidation / Kenya Airways rejoins AFRAA..................................28
Seawind enters production......................................................................................29
Works starts on JKIA expansion / Second time lucky for Raptor at RIAT? .............30
Arik Air restructures / A400M testing steps up / New Jetlink hangar.......................32
FIDAE comes out tops despite earthquake.............................................................33
Solar Impulse writes new chapter in aviation history...............................................34
New transcontinental medical evacuation partnership............................................35
Aircraft slinging, NAC style – Mark Mansfield reports .............................................36
IATA halves 2010 loss forecast ...............................................................................39
Kenya Airways plans major turnaround / Alyzair enters African market ..................40
New turbine engine / WAAS/LPV for King Air / Dreams do come true....................42
Ethiopian Airlines’ “Mission 2010” – Keith Mwanalushi reports ...............................43
CAASA objects to mandatory Lanseria employee security clearance.....................45
ATNS system wins award / AFRAA objects to EU’s “black list”...............................46
Cessna calls for industry unity / Major A order / B777 for Egypt ............................47
Cessna CJ4 gets FAA certification / Plan to safeguard Africa’s airlines ..................48
NATS helps ATNS with World Cup / Cessna’s landmark “single”............................50
The French “Bushman” – Geoff Jones reports on the Broussard ...........................51
Brother and sister score one for the record books ..................................................54
Car-cum-plane – What dreams are made of...........................................................57
DC-2 will lead “The Last Flight” of DC-3s/C-47s to Oshkosh..................................59
Plettenberg Bay Airport shock.................................................................................61
From the cockpit: Brain Lecomber’s monthly column .............................................63
Evektor Aerotechnik logs 40 years of aircraft production ........................................65
Malta aviation park development / Nimrod MRA4 “ ready for training”....................67
Dreamliner ultimate load test completed / Pupil Pilot’s course reunion.....................6
African airline news briefs – Morné. Booij-Liewes reports......................................69
The Proficient Pilot: Barry Schiff’s regular column ..................................................71
World air news round-up .........................................................................................72
Dassault launches new service strategy / Tool attracts Africa airlines ....................73
Hangar Talk: Apathy rears its ugly head – Again.....................................................74
Check our website, www.airnews.co.za for an
electronic version of this edition.
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TRAINING
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Interjet Maintenance AMO080 - Inter Avionics AMO199 - AMETA ATO018

IF EVER there was a case of gross waste of public money coupled
with an outright failure to comply with “cast in stone”
legislation and an attitude of “we don’t care about anyone
else as long as we are all right”, then the Airports Company
South Africa (ACSA), must surely take the cake over its proposed
handling of the future of the Durban International Airport (DIA).
It has stated on more than one occasion that it is going to decommission
this airport in favour of the new King Shaka Airport
once the World Cup Soccer tournament is over. It had originally
planned to close DIA immediately after the opening of King
Shaka on May 1, but luckily the SA Air Force pointed out that
DIA was needed to handle fighter aircraft movements during
the World Cup which could not be accommodated at King Shaka.
But a strong rumour persists that as soon as DIA is decommissioned,
ACSA “will send in the bulldozers to rip up the runway”
and presumably demolish all the existing buildings to
boot. ACSA may well deny the rumour, but there is no smoke
without fire.
The company is seemingly completely overlooking the millions
and millions of rand of public money it has spent on upgrading
Durban International since it was given the facility on a plate and
at no cost when ACSA was first established.
True, it turned the airport into a modern, very workable and
pleasant facility capable of handling all but perhaps the Airbus
A380 today.
Widening and strengthening the runway and some adjustments
to the terminals to cope with this aircraft would cost a
whole lot less to do than the R7,4-billion ACSA, at the obvious
behest of some politicians, has already spent on the new King
Shaka Airport, which none of the international airlines, and
most of the local ones, did not want anyway.
Then take the millions it spent on the new parkade at DIA.
A cynical question one could ask here is whether this parkade
was built for the convenience of passengers, or in the hope
that it would encourage vehicle manufacturer, Toyota, to buy
the airport for its use after the planned decommissioning?
But Toyota apparently does not want the property, at least
not at the price ACSA is quoting. Neither does Transnet, which
ACSA was hoping would be a second option.
So ACSA’s marketing strategy for the sale of DIA has backfired.
But despite this, it has turned down a joint offer made by South
Africa’s largest private airline company, Comair, and the largest
private airport in the country, Lanseria International Airport, to
buy the property. ACSA said at the time that it did not want DIA
to be used by airlines in competition to King Shaka.
So, as things stand at present, DIA appears to be doomed, at
least if ACSA has its way. But there are many other issues
tangled in this web of intrigue. It is known, for example, that
an American group is keen to invest in DIA to reopen it as a
combination of an “aerospace village” and a general aviation
“City Airport”.
This move follows a suggestion first made by the
Commercial Aviation Association of Southern Africa (CAASA)
that the airport remains open to accommodate all the general
aviation operators at Durban’s current general aviation airport,
Virginia, once their leases expire in 2012.
Not only would this overcome a major problem general
aviation is facing over the future of Virginia, but it would also
4 WORLD AIRNEWS, MAY 2010.
FLAREPATH
solve the problem facing both the South African Air Force and
the South African Police Service’s Air Wing, both of which face
eviction with the closure of DIA. ACSA has “kindly” offered
sites at King Shaka to both services, overlooking the fact that
neither has planned for such a move nor can afford the millions
it would cost to relocate.
This means that the SAAF would have to move its helicopter
operations to another of its bases (Bloemfontein has been
mentioned), with the same applying to the SAPS.
No one in ACSA or in the Department of Transport, ACSA’s
sole shareholder, seems to be the least bit concerned that,
should the SAAF move its helicopters to Bloemfontein, it will
seriously impair the country’s ability to meet its international
obligations to provide an effective search and rescue service as
required by the International Civil Aviation Organisation
(ICAO). If ACSA and the DoT are considering the issue, then
they are keeping very quiet about it.
As mentioned above, ACSA has at least offered alternative
accommodation to the SAAF and SAPS at King Shaka. Not so
general aviation, despite the fact that the new airport has
taken over Virginia’s general flying area which it has used for
more than 43 years and that this has already seriously affected
at least three major helicopter training institutions.
To the contrary, ACSA has flatly stated that there will be no
general aviation operations allowed at the airport (apart from
aircraft landing there for customs and immigration clearances).
This despite the fact that the legislation which governed ACSA’s
formation in the first place, contains a specific clause that the
parastatal cannot “unduly discriminate” against any user wanting
to be based at, or use, any or its airports anywhere in the
country – and that includes general aviation.
This clause is flatly and with an obvious great degree of
determination, ignored by ACSA.
The fact remains, and even ACSA cannot deny this, that a
fully-equipped and functional facility is available to solve many
of the serious questions facing several sectors of the aviation
industry, much needed by the city and its surrounds to boost
tourism, provide jobs and generally follow the route taken by
so many metropolitan areas overseas of having a main and a
subsidiary airport to meet the needs of all.
It already has it, so why throw it away? If it does not want it,
let someone else have it, but do not destroy it!
One suspects that ACSA’S acute fear of competition lies
behind all this. Is the company scared that if competition is
allowed, King Shaka will become the “white elephant” about
which so many have warned?
Decommissioning DIA will be a high price for Durban, its
peoples and the country’s aviation industry to pay as its loss
would destroy the major role it could play in the future development
of the area and the industry.
Then, of course, there is the question of actually destroying
the infrastructure that will cost many more millions the
currently cash-strapped ACSA certainly cannot afford. In the
end it will be another burden for the taxpayer to bear.
All in all, to demolish a perfectly good airport which is still
needed by the aviation industry and, indeed, the public, is a
luxury that South Africa cannot afford.
The bottom line is: STOP ACSA DESTROYING DIA.

Flying the
HAWKER HURRICANE
Hot, heavy and loud
Ever wondered what it would be like to fly the fighter that really
won the Battle of Britain? Howard Cook gets behind the controls.
Keith Wilson took the pictures.
WORLD AIRNEWS, MAY 2010. 7

THE BRITISH public and indeed
many, many others might think the
Battle of Britain was won by the
Spitfire, but I’m guessing most pilot readers
are better educated.
With 32 Hurricane squadrons on
strength and only 19 Spitfire squadrons, it
was the Hurricane’s fight.
The “Hurri” went on to serve in all theatres,
including North Africa, the Middle
East, Burma and Russia. Only its thick wing
restricted its further development as a
fighter. However, its strength and loadcarrying
ability enabled new roles such as
fighter-bomber (‘Hurribomber’), tank
buster (‘Flying Tin Openers’), operation
from carriers as the Sea Hurricane and
catapulting by rockets off merchant ships
(‘Hurricats’).
The Hurricane was the Royal Air Force‘s
first monoplane fighter and the first capable
of a level speed over 300 mph. It was
designed by Sydney Camm, drawing on
the tried-and-tested construction techniques
used in the Hawker Hart and Hind
bombers and Fury and Nimrod fighters,
perhaps the most beautiful biplanes of all
time. Hawker’s wood, fabric and tubular
metal structures enabled Hurricanes to go
into service earlier than the Spitfire, which
used the then new and highly labour-intensive
stressed-skin technology.
The first impression of the Hurricane is
that this is a big aeroplane. The Spitfire is
almost dainty by comparison. There is a
retractable step on the Hurricane just aft
of the trailing edge that you will need to
use to even get on the Hurricane wing and
8 WORLD AIRNEWS, MAY 2010.
it takes yet another fuselage step to get
over the cockpit rail and into the cockpit.
It must have been quite a climb in the
heat of a squadron scramble.
Sitting inside the cockpit on the Irvin
seat parachute is roomy and comfortable
in a vintage kind of way, capacious at the
hip and a tapering fit at the shoulders. I
am six-foot tall and it is the most comfortable
of all cockpits for me.
The first impression of the cockpit layout
is that below the standard RAF blind
flying panel, controls, trims, indicators and
the H-box of flap and undercarriage selector
seem to be attached anywhere they
can be mounted on the tubular frame. In
terms of strength, it is like sitting inside
the Forth Bridge.
The view out of the cockpit ahead is
very different to the Historic Aircraft Collection
Mk.V Spitfire that I flew previously.
Although it has the same 27 litres of supercharged
V-12 Rolls Royce Merlin in
front, the Hurricane nose drops away a little
so there is better visibility forwards, although
it is still poor by modern light
aircraft standards.
However, the view out to the side with
the multi-framed canopy is like looking
through a greenhouse, filled with irritating
blind spots.
I normally work around the cockpit
from left to right. Battery, generator and
avionics master switches all on; forward
to the throttle and above the RPM lever.
Unlike the Spitfire where they are in the
same unit, the throttle and propeller units
are separate. The mixture on G-HURI has
two positions RUN and ICO, the engine
works on one and not on the other – so it
is easy to remember!
Elevator trim – neutral; rudder trim –
fully right. Fuel on and in the detent;
check around the standard RAF blind flying
panel, the undercarriage indicator
lights – green light on. Unusually there are
spare lights to check.
ALL IN THE ‘H’
The thing that most struck me when Charlie
Brown did my conversion to type back in
2005 was the ‘H’ undercarriage and flap
selector. Undercarriage is on the left side of
the ‘H’ and flaps on the right. At least
there’s a safety catch to prevent you raising
the gear while on the ground. It looks like a
car gear selector, but I doubt whether
learner drivers fret about it as much as I did
when I started flying the Hurri.
I move the selector to flaps down and
test what is a quite excellent hydraulic hand
pump. For the first of many times in the
prep and flight I will check that I have selected
the flap gate and not the undercarriage.
The hand pump can also be used to
pump the undercarriage down if there is a
loss of power in flight. There is also a foot
pedal that if pushed forward will allow the
undercarriage to lower in flight by gravity.
Now I am ready for engine start. I unscrew
the Ki-gas primer, make six pumps
after the pressure comes up and lock it.
Stick back into my stomach, brakes on and
with sufficient pressure and parking catch
on. The Hurricane, like the Spit, needs
three hands to start. The start and boost

coolant pipes and lagging is nice in winter,
but it is a Swedish sauna in summer.
I find a clear area, carry out HASELL
checks and prepare for stalling which will
initially be clean with gear and flaps up
and then ‘Configured’ with gear and flaps
down.
Unlike the Spitfire, which gives a great
deal of warning and has a quite benign
stall, the Hurricane does not give much
warning and will drop a wing by some 60
degrees. The aircraft stalls clean at about
70 knots and configured, some 15 knots
slower.
The best way to gain handling experience
from rehearsing the configured stall
is by flying a practice circuit to make it realistic.
In the circuit you need to get the speed
below 104 knots and then select undercarriage
down and keep slowing down to
reach 90 knots by the end of the imaginary
downwind leg. At this point, select full flap
and the nose will drop significantly.
Even winding in maximum trim is not
quite sufficient to remove all of the nosedown
pitch force. I slow down as if rounding
out and continue to the stall. With my
last look at the ASI showing just under 55
knots, the Hurri is now feeling soggy and
starts to drop its nose and wing.
Flying the Hurricane slow is not a comfortable
experience, although its instability
was not quite as bad as I had heard, but it
is a fighter – it is not meant to fly slow!
DANCING ALOFT
Climbing away I find a spot for some cloud
dancing and higher speed handling. The
ailerons are light but the roll is slow,
slower than a Spitfire, taking five or six
seconds to rotate through 360 degrees,
depending on the speed of entry.
For my part I do everything at 240 knots
in Hurricane aerobatics if I am flying vertical
manoeuvres. The noise of these has
to be heard to be believed, and the heat
rising through the cockpit from the radiator
pipes has to be felt to be believed. The
WORLD AIRNEWS, MAY 2010. 11

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AIRVAN FOR EPIC FLIGHT
Flight to raise funds for
fight against malaria...
WITH A quadruple purpose in
mind, two Australian pilots,
Tim Pryse and Ken Evers, both
from Bendigo, Victoria, are planning an
around-the-world flight in a Gippsland
Aeronautics GA8-TC Airvan.
They were originally supposed to have
started their epic journey on March 18
but, due to funding problems, they took
the decision the day before to postpone
the flight by eight weeks, making departure
time now mid-May.
March 18 was the actual centenary anniversary
of the first controlled, powered
flight made by an aeroplane in Australia.
At the controls of that first flight was
Harry Houdini whose escapade was to
change forever the then Australian concept
of flying from “fanciful” or “neigh on
impossible” to being simply a part of
every day life. The aircraft he flew was a
French-designed Voisin biplane.
The year 2010 thus serves as the Centenary
of Australian Aviation, and Pryse
and Evers have developed an exciting
project that uniquely commemorates this
iconic time in the country’s history.
As far as their actual flight is concerned,
when completed possibly in late July, although
no specific timetable had been announced
at the time of writing, will have
achieved three of their four objectives,
namely: celebrating in unique style the
centenary; secondly, flying around the
world, which is still considered a major accomplishment
in a single-engine general
aviation aircraft and, thirdly, it will mark
the first time that an Australian-designed
and manufactured aircraft will have ever
circumnavigated the globe on a dedicated
flight.
The two airmen have calculated that
their flight will cover 26 740 nautical miles
and will take some 230 flying hours to
complete. In that time, they estimate they
will burn some 13 980 litres of fuel.
The first three legs will all be over
Australian territory, namely Bendigo to
Melton, Lord Howe Island and Norfolk
Island before they head for Pago Pago, in
American Samoa. From there they head
for Hawaii via Christmas Island and then
across the Pacific to Mojave, in California,
before continuing on to McNeal, in
Arizona and then New Orleans.
Their flight path will then take them to
Kingston, Jamaica, Bridgetown, Barbados,
and then to Brazil stopping at Macapa and
Natal. Up to this point, their longest leg
will have been across the Pacific from
Hawaii to Mojave, but now will begin a
2 211-nautical mile leg to Accra, in Ghana.
Then it is a two-stop (Entebbe, Uganda,
and Dar es Salaam, Tanzania) journey
across Africa before heading for the Seychelles
and then on to Bangalore, in India.
Hanoi, in Vietnam, will be their next
stop before they start heading southwards
through the Philippines and Papua
New Guinea to make landfall at Cairns,
Australia, prior to their last 1 194 nautical
mile leg to their home base, Bendigo
MILLIONS AGAINST MALARIA
But perhaps what will make the
endeavour of Pryse and Evers even more
unique is their fourth objective. The flight
is to be used as a platform to hopefully
raise $1-million in donations for the
Australian Foundation for the Peoples of
Asia and Pacific (AFAP) and Mission
Aviation Fellowship (MAF).
Large numbers of people, especially
young children, in many of the countries
that Pryse and Evers will be flying over
and landing in are suffering from malaria,
and these pilots aim to use this opportunity
to raise awareness about the devastating
effects of the disease.
Both AFAP and MAF are heavily involved
in combating malaria in many
countries around the world, and Pryse
and Evers have set their sights on raising
at lease one million dollars for these char-
Australian pilots, Tim Pryse and Ken
Evers, who will be undertaking the unique
flight. Below is the Airvan which is
ready for the flight.
ities. As a result, they have come up with
the name: Millions Against Malaria! for
their historic flight.
Readers who wish to keep track of the
flight can do so on the IndigoSat site
www.millionsagainstmalaria.com which is
being sponsored by NTech Media. Also on
this site will be the pilots’ blog as they
complete each leg of their journey.
In addition, there is also a facility on the
site to donate to either of the two charities.
The donation does not go through
Millions Against Malaria, but directly to
the charity itself. Q
WORLD AIRNEWS, MAY 2010. 15

RESTORED DC-7B SET TO FLY
AGAIN SOON
ADOUGLAS Aircraft DC-7B which is
owned by the US-based Historical
Flight Foundation (HFF), and which
has been undergoing major restoration work
for the past six years, was on the verge of flying
again as this edition went to press, following
the recent exemption granted by the
Federal Aviation Administration.
It is estimated that over 32 000 man hours
have been put into the restoration of this aircraft
by crews of Legendary Airlines and
Florida Air Transport as well as dozen of volun-
“FIRST” FOR THE F-35
BAE SYSTEMS’ test pilot, Graham “GT”
Tomlinson, has successfully completed the
first vertical landing of the short take off
vertical landing (STOVL) variant of the
Lockheed Martin F-35 Lightning II at Naval Air
Station, Patuxent River, Maryland.
The company is teamed with Northrop
Grumman and prime contractor Lockheed
Martin in the F-35’s development, testing and
production.
BAE Systems is developing a variety of
structures and systems for the F-35 and is
bringing key operational effectiveness and
ongoing support capabilities to the F-35
programme. It also delivers significant
subsystems, including electronic warfare,
advanced low observable apertures, advanced
countermeasure systems, vehicle management
computers, and active inceptor systems
from a number of facilities in the US.
The STOVL variant has been developed for
the US Marine Corps and the UK Royal Air
Force and Royal Navy. Q
16 WORLD AIRNEWS, MAY 2010.
teers. The aircraft sports the original Eastern
Air Lines livery (although it has been repainted)
and its original registration, N836D.
Fitted with four Curtiss Wright engines rated
at 3 250 horsepower each giving the airliner a
total power output of 13 000 hp, the DC-7B’s
restoration included upgrading the full passenger
cabin and a lounge area at the rear of the
aircraft with which it was still fitted.
The first aircraft in the Historical Flight Foundation’s
collection, the organisation is planning
to take the airliner on tour around the United
States flying passengers wherever it goes.
As the secretary of the foundation, Roger
Jarman, said: “It will tour the United States in
the years ahead creating a passion for aviation
not seen in a long time.”
Currently based at Opa-locka Airport, a few
miles north of Miami International Airport, in
Florida, it was flown there in 2004 from its
original base in St. Paul, Minnesota, to begin
the restoration work.
The DC-7B underwent successful engine
trails and high speed taxi tests during March
prior to the HFF’s application to the FAA.
In granting the exemption to the foundation,
James McGraw, the FAA’s acting director
of flight standards services, wrote: “The FAA
finds that a grant of exemption would be in the
public’s interest and would provide an equivalent
level of safety to that provided by current
regulation.
“The HFF is unique in that its Douglas Aircraft
Co. DC-7B aircraft represents the only USbased,
four-engine, passenger prop-liner in
operation today.
“With the advent of jet aircraft, most of the
DC-7 aircraft disappeared from commercial airline
service by the early 1970s. The majority of
DC-7s were simply scrapped as they were seen
as being uneconomical to operate.
“In this unique case, the aircraft being operated
by the HFF was still in its original passenger
configuration as delivered to Eastern Air Lines
in January 1958.
“Of the 112 DC-7 aircraft produced, this is the
only surviving passenger-configured aircraft,”
wrote McGraw. Q
LATE NEWS…
Pilatus / PZL Swidnik Partnership
Stans, Switzerland – Pilatus Aircraft has announced
the formation of a partnership
with the Polish aerospace company, PZL
Swidnik, for the assembly of PC-12 fuselage
and wing cells.
The contract, signed for a ten year period,
provides for delivery of the first complete
PC-12 structures during the second
half of 2011. Pilatus will continue to produce
detail parts in Stans and these will be
made available to PZL Swidnik for assembly
work.
B787 Delivery Deadline
Seattle – Boeing is insisting that the first 787
Dreamliner will be delivered to launch customer
All Nippon Airways by the end of this
year even though it has yet to start certification
flight testing.
Snags in pre-certification testing, one of
which resulted in the shutdown of an engine,
has caused delays, but there is some
cushion in the schedule (see also Pg 68).
New Air Link
Arusha – Tanzanian airline, Precision Air, is
planning to start scheduled flights linking
Arusha with Johannesburg, Lusaka and
Harare in the near future.
The airline currently flies domestically to
10 destinations and schedules regionally to
Nairobi, Mombasa and Entebbe.
Safety Information
Montreal – The International Air Transport
Association, the International Civil Aviation
Organisation, the US Federal Aviation
Administration and the Commission of the
European Union have signed a Declaration
of Intent to exchange safety data.
New System
Paris – Dassault Falcon has delivered the
first Falcon business jet with Honeywell’s
new MCS 7120 Swift Broadband
Communications Gateway, which provides
a fully integrated wired and wireless cabin
communication system and high speed
global connectivity via the Inmarsat I4
satellite network.
Gulfstream Appointment
Savannah, Ga — Gulfstream Aerospace
Corp. has named Pete Buresh as its international
sales director for Africa.
He has been with Gulfstream for 17 years
and held a number of key positions. Q

SIXTY-SIX, CLICKITY, CLICK,
the “Robbie” goes turbine....
FIRST IT was the Robinson R22, the
light piston-powered helicopter
which took the rotor-winged industry
by storm and set Frank Robinson and
his team firmly on their feet.
Building on the outstanding success of
the R22, Robinson Helicopters then
developed yet another highly successful
machine, the R44, larger and more
powerful than its “kid sister” and able to
carry more passengers.
The helicopter industry was forced to
hold its breath for several years, though,
waiting for Robinson to “go turbine”, but
the company was not in a hurry and
although rumours were plentiful at
successive Heli-Expo exhibitions in the
United States year after year, it was not
until recently that Robinson finally
decided now was the time to switch from
piston to turbine power.
The result is the Robinson R66 which incorporates
many of the design features of
the R44, including the two-bladed rotor
system (main and tail), T-bar cyclic and an
open interior cabin configuration.
Now powered by the Rolls-Royce RR-
330 turboshaft engine which was specifically
designed for the R66, it is not
surprising that notable differences between
the R66 and R44 are the R66’s in-
creased reserve power, improved altitude
performance, fifth seat, and larger baggage
compartment.
Popular upgrades include HID landing
lights and such creature comforts as
leather seats and a stereo audio control
panel which are standard on the type. Also
standard are a “seven hole” panel for engine
and flight instrumentation with an optional
pilot’s avionics console to the right.
The new helicopter is currently undergoing
is flight test programme leading to
FAA certification, but no date for this has
yet been announced.
Tipping the scales at a gross weight of
1 225 kg, it has an empty weight (including
oil and standard avionics) of 581 kg. Its
maximum fuel load is just over 278 litres
or 224 kg leaving 420 kg for passengers
and baggage with full tanks.
Its cruise speed is a sprightly 120 knots
and the R66 has a maximum range of
about 325 nautical miles without reserves.
Capable of hovering in ground effect
up to 10 000 feet and with a hover
ceiling out of ground effect above that
level, the R66 has a maximum operating
altitude of 14 000 feet with a rate of climb
at sea level of over 1 000 feet per minute.
From the tip of its nose to the end of its
tail rotor protection skid, it measures a
fraction under nine metres and it has a
main rotor diameter of 5,08 metres with
a tail rotor diameter of 1,52 metres. From
the bottom of its skids to the top of its
rotor head, it measures 3,47 metres.
The fuselage has a maximum outside
width of 1,47 metres and its skids spread
over 2,28 metres.
The R66 made its debut at the recent
Heli-Expo 2010 (see World Airnews, April
2010) and with a price tag of US$770 000,
it is not surprising that orders are flowing
in at “a rate of knots”.
Robinson has sold more helicopters
than all the other manufacturers combined
and this new model is likely to help
him keep that record. Q
WORLD AIRNEWS, MAY 2010. 17

FIRST HELICOPTER TEST
FLIGHT IN GALILEO TEST
BED GATE
EUROCOPTER AND Funkwerk Avionics
have successfully completed a helicopter
test flight with an EC145 in the
Galileo test bed GATE in Berchtesgaden,
southern Germany.
The test marked the first time that signals
from the future European satellite navigation
system, Galileo, were used for navigation in a
helicopter. In the Galileo Test and Development
Environment (GATE), transmission antennae on
six mountain peaks simulated the Galileo signals.
In recent months, these so-called “pseudolites”
had been upgraded to the current Galileo signal
definition.
The test flight was one of three demonstration
campaigns as part of the European research
project MAGES (Mature Applications of
Galileo for Emergency Services) and is a project
funded by the Galileo Supervisory Authority,
which aims to demonstrate the benefits of
EGNOS and Galileo for emergency services.
For helicopter air rescue services Galileo
could one day lead to a paradigm shift, as
there would then be an additional satellite
navigation system, independent of (although
compatible with) the American Navstar GPS
available, which would also, as part of the
Safety Of Life Service, provide information on
the reliability of the signal.
This could, in combination with highly reliable
terrain data and obstacle detection system
as well as up-to-the-minute traffic data,
allow for the development of new flight procedures,
which would permit rescue helicopters
to achieve field landings closed to the
accident site, even in bad weather conditions.
At present, such landings at not previously
identified sites are only possible under visual
meteorological conditions.
During the test flight in Berchtesgaden the
EC145 test pilot used a synthetic vision system
developed by Eurocopter, on which the terrain
below and around the helicopter is shown in
perspective. The positioning of the synthetic
terrain displayed is based on the data from the
Galileo satellite navigation system.
As an additional navigational aid, the pilot
was also provided with a special “tunnel-inthe-sky”
symbology for the planned flight
path, which led him safely through the mountainous
terrain to its landing site.
As part of the test flight an “integrity alarm”,
on which one of the simulated Galileo satellites
was marked as having failed, was also
demonstrated. In future, this “integrity infor-
18 WORLD AIRNEWS, MAY 2010.
mation” would make it possible for a suitable
navigation system to warn the pilot that continuing
the flight may be unsafe if the navigation
provided by Galileo can no longer be
guaranteed to be reliable.
During the test flight it was also possible to
demonstrate other innovative solutions to
existing problems. For example, the helicopter
crew was able to fly straight to an “injured”
fireman and “rescue” him thanks to a
transponder, powered with rechargeable
batteries, which allowed his position to be
displayed on the navigation system’s screen in
the helicopter (see the accompanying
photograph). The system demonstrated is
based on transponder technology developed
by Funkwerk Avionics.
The ADS-B transponder used by the system
determines its current position via GPS and
transmits this information continuously (“ADS-
B out”). The receiver located on board the helicopter
receives these signals (“ADS-B in”) and
sends them to the helicopter’s navigation system,
where the position is displayed on the
basis of the data received.
In the next stage of this process, these signals
could then also be transmitted to a ground
station, but this was not demonstrated during
this flight. The great advantage of this system
is that it operates without the need for any
ground infrastructure, such as a GSM network,
as such infrastructure is not available everywhere
on the one hand (for example, when
fighting forest fires in remote locations), or
may be destroyed by the event itself.
The ADS-B system was originally developed
for use in air space surveillance, but has also
proven its worth in various applications such
as for monitoring ground vehicle movements
at airports. Q

The Search for Cleaner Skies
By: DON PARRY
THE OFFICIAL launch of the Clean Sky
JTI research programme was made
just two years ago. The Clean Sky
initiative stemmed from a European
Union (EU)-wide collaborative private/
public partnership, to encourage the full
participation of SMEs, universities and research
centres as well as leading aeronautics
manufacturers, in the programme.
Intended to last for seven years, Clean
Sky is one of Europe’s largest research
programmes, with a budget of €1,6-billion.
It represents a joint commitment
from the EU and aeronautics industry to
make air travel more sustainable, by encouraging
the aeronautics manufacturers
to develop and produce greener products.
The leading initiatives cover the
“smart” fixed wing aircraft that will deliver
active wing technologies and new aircraft
configurations. Green regional aircraft will
deliver low-weight aircraft using smart
structures, as well as low external noise
configurations (see World Airnews,
January 2007) and the integration of
other technologies such as engines,
energy management and new system
architectures.
Green rotorcraft will deliver innovative
rotor blades and engine installation for
noise reduction, lower airframe drag, integration
of Diesel engine technology and
advanced electrical systems for elimination
of noxious hydraulic fluids and fuel
consumption reduction.
Sustainable and “Green engines” will
design and build five engine demonstrators
to integrate technologies for low
noise and lightweight low pressure systems,
high efficiency, low NOx and low
weight cores and novel configurations
such as open rotors and intercoolers.
Current targets are for 50% reduction
of CO2 emissions, through drastic reduction
of fuel consumption, 80% reduction
of NOx (nitrogen oxide) emissions and a
50% reduction of external noise
Systems for Green Operations will focus
on all-electrical aircraft equipment and
systems architectures, thermal
management, capabilities for “green”
trajectories and mission and improved
ground operations to give any aircraft the
capability to fully exploit the benefits of
the “Single European Sky”.
Eco-Design will focus on green design
and production, withdrawal, and recycling
20 WORLD AIRNEWS, MAY 2010.
Heathrow Airport, NATS (UK air traffic services provider), Singapore Airlines and Airbus
have launched an improved departure procedure for the Airbus A380, saving even more
fuel, emitting even less CO2 and remaining within the airport’s strict noise procedures. This
new procedure saves an additional 300 kg of fuel per flight, equating to one metric tonne of
emissions of CO2 on a flight to Singapore, as well as reducing NOx emissions.
of aircraft, by optimal use of raw materials
and energies thus improving the environmental
impact of the whole products life
cycle and accelerating compliance with
the REACH directive.
ALTERNATIVE FUELS
Engine manufacturers have a particularly
tough challenge. Not only do they have to
reduce chemical and noise pollutants, but
attempt to be ever more fuel efficient and
even adapt their products to the currently
fashionable “alternative” fuels.
Several flights, included revenue ones,
have already been carried out with these
fuels. Research is constantly seeking different
base products to turn into fuel in a
modern version of the philosopher’s stone.
In Germany, Deutsches Zentrum fuer
Luft- und Raumfahrt (DLR) suggests that
designer fuels based on coal, natural gas
and sustainable biomass could, in the future,
replace kerosene in aviation. In the
search for alternatives to crude oil, DLR
has been conducting research into new
synthetic fuels for aviation for several
years. Current results show that the future
fuels may even be superior to
kerosene with regard to environmental
friendliness and engine reliability.
In the United States, experiments by
scientists at the Defence Advanced Research
Projects Agency (DARPA) are claiming
that they could be producing jet fuel
from algae at competitive prices by next
year. Reportedly, DARPA researchers have
already produced oil from algae in ponds
at a cost of about $2 per gallon and could
be mass-producing as much as 50-million
gallons a year in 2011.
In something of a recent surprise move,
British Airways, in partnership with the
Solena Group, is to establish Europe’s first
sustainable jet-fuel plant and plans to use
the low-carbon fuel to power part of its
fleet from 2014. The new fuel will be derived
from waste biomass and manufactured
in a facility that can convert a
variety of waste materials, usually destined
for landfill, into aviation fuel.
The self-contained plant, likely to be
sited in east London, will convert 500 000
tonnes of waste per year into 16-million
gallons of green jet fuel, through a process
that offers lifecycle greenhouse gas savings
of up to 95% compared with fossilfuel
derived jet kerosene.
Following trials with a jatropha-seed-oil
biofuel blend, instead of straight Jet A, Air
New Zealand aims to fulfil 10% of its fuel
requirements with alternative sources by
2013.
Amid all the excitement it has to be
noted that some analysts consider improvements
in engine technology to be
the better bet, rather than alternative
fuels. Although some airline routes could
be serviced with these fuels relatively
soon, it will take considerably longer to introduce
the assurance of global supplies
and support. This considers also a scenario
where oil prices remain in the anticipated
$80 to $110 per barrel range for
the next three years.

Further military action in the Middle
East could destabilise the situation and
lead to price rises that could well surpass
$200 per barrel and this would lead to a
reduction in air travel and highlight the
need for even greater fuel conservation
and then be a boost for alternative fuels.
ENTER THE EFE
Meanwhile, enter the environmentally
friendly engine (EFE) an example of which
is about to begin testing at a Rolls-Royce
facility. Rolls-Royce embarked on a series
of programmes using private venture,
MoD, DTI and EU funding sources.
The EFE programme is a critical element
in the overall technology acquisition
and validation process to achieve industry
targets and in order to develop the UK
aerospace industry, funding for this programme
is being sought entirely from
within the UK.
The key technologies are high temperature
materials, high efficiency turbine components,
low emissions combustion,
advanced manufacturing technologies, engine
controls and actuation technologies
and nacelle aerodynamic technologies.
Engine cores can be designed to be
smaller and lighter thanks to new materials
and higher pressure ratios and temperatures.
The smaller core can allow
higher by-pass ratios with both a reduction
in fuel consumption and noise.
These are typical parameters for the
EFE where they can be tested and even
retrofitted into existing engines to some
extent. Rolls-Royce is on record as saying
that the EFE programme is expected to introduce
technologies that could be operational
within ten years.
The first EFE is a modified Trent 1000,
though it lacks fan blades. Work will concentrate
on combustor and turbine developments
and is expected to run some 100
to 150 degrees hotter than current engines.
It is a collaborative programme including
Bombardier Aerospace, HS Marston
Aerospace, Unison Engine Components
and Aero Engine Controls. This lastnamed
company is a joint venture between
Rolls-Royce and Goodrich
Corporation. No doubt, an early recipient
of the emerging technology will be the
Trent XWB engine being developed for
the Airbus A350XWB.
Meanwhile, wind tunnel testing of multiple
configurations of sub-scale blades for
GE’s open rotor engine is being conducted
to identify the optimum blade design for
the engine’s two counter-rotating stages
of blades. Minimal noise output and min-
CFM International has carried out successful tests on a CFM-56 engine using an ester type biofuel
imal specific fuel consumption, (with the
associated lower emissions output) are
primary benefits derived from the optimum
blade configuration (see World
Airnews, October 2009).
Open rotors cause some concern over
the problem of noise. Subsequent acoustic
testing, still ongoing, has involved complex
blade configurations that reflect the technological
advances of the past 20 years, in
areas such as inter-blade spacing, blade
sweep angle and chord length and in other
features derived through three-dimensional
aerodynamic (3-D aero) design.
Rolls-Royce has expressed interest and
confidence in the open rotor concept,
though it has said little about its own developments.
CFM International also is exploring
the open rotor, though admitting
some concern over the noise problem.
Pratt & Whitney already has something
to shout about and is currently touting
the geared turbofan.
This company’s PurePower PW1000G
geared turbofan, due to enter service in
2013, will provide a 12 to 15 percent fuel
efficiency over current turbofans and will,
no doubt, improve on those figures in
service as experience and technology is
accumulated.
Pratt & Whitney’s PurePower 1000G
WORLD AIRNEWS, MAY 2010. 21

GOOD HOUSEKEEPING
Much of this technology is still in the future
but cleaner skies can be addressed in
a more immediate way. What might be
called “good housekeeping” can make a
real and immediate improvement.
Air New Zealand, Airservices Australia
and the Federal Aviation Administration
(FAA) of the United States, are the founding
members of an initiative created in
February 2008 to reduce greenhouse gas
emissions from aviation activities in the
region through technological innovation
and best practice air traffic management.
The intention is to establish a baseline
for air traffic management performance
and carbon emissions and the group also
hopes to demonstrate the benefits of increasing
global collaboration between air
navigation service providers (ANSPs).
Known as the Asia and South Pacific Initiative
to Reduce Emissions (ASPIRE) partnership
group, it has undertaken a series
of transPacific test flights in partnership
with Qantas, Air New Zealand and United
Airlines, to demonstrate and measure the
emission reductions and fuel savings
achievable through the use of existing efficiency
procedures.
The results were impressive. An Air
New Zealand Boeing 777 flying from Auckland
to San Francisco saved 3 490 kg of
fuel and 12 565 kg of carbon dioxide. A
Qantas A380 flying from Los Angeles to
Melbourne saved 8 890 kg of fuel and
27 986 kg of carbon dioxide. And a United
B747 flying from Sydney to San Francisco
saved 4 763 kg of fuel and 15 012 kg of
carbon dioxide.
Japan has now joined ASPIRE and a
Japan Airlines flight from Honolulu to
Osaka, was the latest ASPIRE flight
demonstration to reduce emissions and to
save time and fuel by utilising the most efficient,
advanced technologies and procedures.
These include procedures such as
just-in-time fuelling, using preferred
routes over the ocean, optimising speed
and altitude and using a tailored-arrival
approach to the destination airport.
JAPAN PLAYS ITS PART
Japan has certainly been looking at the
fine details of “green” awareness. Japan
Airlines (JAL) has implemented a “shades
closed exercise” across 17 domestic airports
in Japan and five airports overseas,
where window shades of parked aircraft
will be shut in order to block out the sunlight
to keep temperatures in the interior
from rising.
By doing so, the amount of air condi-
22 WORLD AIRNEWS, MAY 2010.
A380 FLIES THE FLAG
AIRBUS IS showing support for the
United Nations International Year of
Biodiversity by featuring the official
logo (arrowed above) on its largest
passenger aircraft, the A380.
In addition to pioneering greener
flight, to which the flagship A380 pays
testimony, Airbus is using its global
outreach to back the UN Secretariat of
the Convention on Biological Diversity’s
(CBD) Green Wave initiative, designed
to educate young people about
the importance of biodiversity, its role
in their future and the steps they can
take to nurture the nature around
them. The A380 will carry the logo
throughout 2010 during its scheduled
activities.
Claimed by Airbus as having been
developed as the most efficient
airliner ever conceived, the A380
symbolises the aviation industry’s
determination to balance growth in air
travel with a commitment to minimise
its carbon footprint.
The A380 has set a new benchmark
for fuel consumption at less than three
litres per 100 seat kilometres, corresponding
to less than 75 g of CO2 per
passenger per km.
tioning required in the cabin prior to
boarding and flight will be significantly reduced,
which in turn can reduce the
amount of energy consumed and carbon
dioxide (CO2) gas emitted.
From July 14, to July 24, 2009, JAL conducted
a trial in domestic airports in
Japan, whereby window shades of aircraft,
that were parked overnight, were
closed by ground staff during cabin cleaning.
Results showed that on average, the
amount of time needed for air conditioning
for large aircraft was reduced by 35
minutes and for small aircraft by 21 minutes.
The combined effect of the 650
flights that were involved in the trial was
a substantial drop in CO2 emissions by 55
tonnes.
HEATHROW/A380 PROCEDURE
More recently, in the UK, Heathrow Airport,
NATS (UK air traffic services
provider), Singapore Airlines and Airbus
launched an improved departure procedure
for the Airbus A380, saving even
more fuel, emitting even less CO2 and remaining
within the airport’s strict noise
procedures.
This new procedure saves an additional
300 kg of fuel per flight, equating to one
metric tonne of emissions of CO2 on a
flight to Singapore, as well as reducing
NOx emissions.
The companies worked together over
the last year to develop the new airline
procedure, which has already been put
into place.
Airbus A380s departing Heathrow Airport
now use less power when taking off,
saving fuel and reducing NOx emissions.
Once a height of 1 500 feet has been
reached, the aircraft uses flexible acceleration
up to 4 000 feet, before continuing
its journey.
The A380 is also significantly quieter
than other large aircraft. It produces half
the noise energy at takeoff and cuts the
area exposed to equivalent noise levels
around the airport runway by half.
At landing the A380 is producing three
to four times less noise energy, contributing
significantly to reduce the noise impact
while enabling the airline to carry
more passengers per flight.
CO2 and fuel benefit is mostly coming
from the new sequence of actions,
namely: early acceleration at 1 500 ft with
green-dot up to 4 000 feet, green dot
being approximately the best lift to drag
ratio speed, which provides in general the
lowest fuel consumption up to 4 000 ft.
NOx benefit is coming from switching
from TOGA to FLEX procedures. TOGA
procedure is a one where the thrust lever
is on the “Take-off Go-Around” position,
meaning full thrust is used.
A FLEX procedure is when the thrust
lever is on the “MCT/FLEX” position for
take-off, meaning the thrust is adapted
(reduced) to the actual aircraft take-off
weight, in order to decrease engine stress
and increase its on-wing life.
Singapore Airlines has now adopted optimum
FLEX and early acceleration at
1 500 ft with green dot up to 4 000 ft as
the current departure procedure.
There is more than one solution to
green awareness and there is plenty of
choice to develop and introduce future
technology, procedures and commercial
awareness of the advantages. Q

PROFESSIONAL FLIGHT TESTING IN
SOUTH AFRICA
By: Des Barker
FOLLOWING ON from the news
reports of the recent loss of the
prototype Sling to a spin accident
during the certification programme,
some media reports incorrectly referred
to the pilots as “qualified test pilots”
while others more correctly, referred to
the pilots as South African Civil Aviation
Authority (SACAA) approved Class II test
pilots. There is a major difference.
The Sling had achieved world-wide
fame and it did not take long for inquiries
from overseas to media reports that
“qualified test pilots baled-out from an
unrecoverable flat spin”. Questions were
asked which included: “Why did the ‘test
pilots’ get it wrong?”.
The explanation is that the so-called
“test pilots” were not test pilots, but
rather SACAA-approved pilots to conduct
critical exploratory flight testing, raised serious
questions as to “what are you guys
up to in South Africa?”
Questioning the flight testing standards
in South Africa was rather sad and unfortunate,
considering that the country has
developed a reputation for compliance
with international best practice when it
comes to flight testing.
Since the 1970s when the South African
Air Force (SAAF) first sent its pilots for
formal test pilot training, the family of
experimental test pilots has performed
exceptionally in putting South Africa “on
the map” as a reputable, professional
group, complying with the stringent
standards required universally and having
completed thousands of flight test
programmes and flown thousands of
flight test hours, safely and professionally.
Such is the recognition of South African
flight testing standards that several test
pilots and engineers have taken their skills
and experience to other countries such as
the USA, Canada and Australia.
Such is the quality of South African test
pilots, that several of the test personnel
are currently involved in providing professional
flight test services to other countries
in which such expensive resources do
not exist.
24 WORLD AIRNEWS, MAY 2010.
So You’re A Test
Pilot Are You?
THE TENETS expressed in this article
are those of the author and are not
necessarily supported by World
Airnews or its publisher.
The issue of an SACAA approval as a
test pilot, does not necessarily make
one a test pilot! If you are not a graduate
of one of the internationally recognised
flight test schools, you are
legally, not a Test Pilot.
Exception was taken by the test pilot
community to claims by the Airplane
Factory’s owners that their pilots involved
in the loss of the Sling, were
“qualified test pilots”
PROBLEM DEFINITION
So what is the problem? Well, the use of
SACAA Class II test pilots to conduct critical
and exploratory flight testing which
lies in the domain of experimental test pilots,
is a serious problem.
In addition, SACAA Class II “test pilots”
and in some cases, even Class I “test pilots”,
have been approved by the authority
without having any formal flight test
training. Such ratings have been dispensed
by the SACAA without the requirement
for demonstrating flight test
competency, knowledge or experience.
These are the very criteria the SACAA
uses for the regulation of general aviation
pilot’s licences and what Courts of Law
use to determine competency.
If anything, this unnecessary accident
revealed the true state of ignorance existing
in general aviation of flight testing requirements
and exactly what is the role
and function of a test pilot.
n What a Test Pilot is not! A test pilot,
contrary to the images conjured up by the
movie, “The Right Stuff”, is not necessarily
the best “stick” in the world; does not
“walk on water”; does not have all the answers;
is not a mathematical genius; does
not necessarily go around winning
“medals for bravery” or any other of the
melodramatic portrayals of the super hero
in the movies.
n What a Test Pilot Is! He or she is an experienced
aviator who has successfully
graduated from an internationally recognised
flight test school and been certified
as an experimental, engineering or research
test pilot. Such schooling is only
provided in the USA (USAF Test Pilot
School and United States Navy Test Pilot
School), the UK (Empire Test Pilot School),
France (EPNER) and Russia (Russian Test
Pilot School).
The only active civilian flight test school
is the National Test Pilot School, at
Mojave, in the USA, which essentially
follows the USAF Test Pilot School syllabus
and is staffed by former military flight test
personnel, but has a slight shift in
emphasis, additionally focussing on both
FAA certification standards in addition to
the military standards.
SACAA LICENSING
SACAA regulations enable an approved
Class I test pilot “to act as pilot-incommand
of an experimental, prototype
aircraft which is engaged in experimental,
developmental or investigative test flying
in accordance with the test schedule
approved by the Commissioner, for the
purpose of experimental test flying,
development, certification, type certification,
or for the purpose of issuing,
validating or rendering effective a
certificate of airworthiness of such aircraft
provided that he/she is the holder of a
valid class rating”.
A Class II approved SACAA test pilot is
essentially authorised for the same scope
of testing provided it is under supervision
of an SACAA Class I test pilot. It could be
argued that the SACAA, by allowing ‘unqualified’
pilots to operate in the realm of
exploratory flight testing, is irresponsible
and by doing so, is probably in breach of

its statutory duty to properly regulate aviation
safety in South Africa.
INTERNATIONAL BENCHMARKING
Post maintenance test flights are best carried
out by a maintenance pilot – the
French call it reception test flying and it is
a different qualification to the qualified
test pilot.
What is usually required, is a pilot current
on type with, ideally, vast experience
of different aircraft of the same type and
marque. Spare capacity is required, but it
is not as essential as that required by the
qualified test pilot.
The maintenance test pilot can then
make a balanced judgement based on his
prior knowledge of the type he is assessing.
A less well known fact is that qualified test
pilots, by their nature, do not necessarily
make the best maintenance test pilots.
The French insist that all their test
crews are suitably qualified and their licences
are marked accordingly. They differentiate
between Test Pilots, Flight Test
Engineers, Flight Test Instrumentation Engineers,
Flight Engineers (Test) and Maintenance
Test Pilots – all have different
qualifications. None is allowed to practice
in his/her respective role without the appropriate
qualification.
General aviation pilots insist that their
aircraft are maintained and signed off by
a qualified engineer, but do they have it
tested by a qualified test pilot? An approved
test pilot, yes, but is he or she actually
qualified?
THE LEGAL STANCE
The bottom line is that irrespective of the
approved SA Civil Aviation Authority test
pilot’s categories awarded, if the pilot involved
in an exploratory or critical flight
test programme has not been declared
competent through graduation from an
internationally recognised flight test
school, such a pilot is not a “qualified” test
pilot, contrary to what claims are made by
pilots as to their qualifications.
The prosecution in any criminal case,
alternatively the plaintiff in any civil litigation,
would latch on to the lack of competency
issue to prove either criminal or civil
negligence on the part of those owing a
duty of care, or making it a “walkover” for
a court to impose a hefty criminal or civil
sanction.
There are also other liability and risk
management aspects related to this issue.
For instance, insurance companies could
either refuse to cover test programmes
where unqualified test pilots are used;
alternatively repudiate claims where
unqualified or incompetent pilots or pilots
not competent to conduct such flight
tests, are utilised for exploratory flight
testing programmes where this fact was
not properly disclosed at the time the
insurer underwrote the risk..
It is just sad that South African general
aviation pilots do not understand this and
are prepared to take on such challenges
in ignorance of the skills and experience
required to fly the tests, and also place
their lives at risk. The “arrogance of incompetence”
has cost many a pilot’s life.
The most dangerous combination for
any flight test programme is a test team
ignorant of the hazards posed by the particular
flight test programme’s requirements.
Making it even more hazardous,
Test Flight & Development Centre collage
though, are glib-tongued unqualified test
pilots beguiling the naive aircraft owners
of their skills, capabilities and experience.
This is indeed heartbreaking for an aircraft
owner when the expensive and passionate
acquisition of an aircraft becomes
a “smoking hole in the ground”.
TEST PILOT TRAINING
Test pilot training essentially aims at developing
a pilot into a specialist, much the
same as in the medical profession’s specialist.
The training is focussed on delving into
the deep theory, the mathematics and
science of aeronautics and, in some cases,
aerospace, in an effort to provide the test
pilot with the academic tools required to
interrogate performance, handling quali-
WORLD AIRNEWS, MAY 2010. 25

ties, stability and control, ergonomics and
aircraft systems, among a vast range of
subject matter.
The flight test team, pilot and engineer,
are taught the task of opening up and
expanding the flight envelope of the air
vehicle under test.
Test pilots are taught the various flight
test techniques to measure and assess the
performance and stability and control;
they are taught the how to analyse the
data gathered during the flight, and most
importantly, what the data means, not
only to the flying qualities of the aircraft,
but the engineering input for any retrospective
modifications required to comply
with specifications.
Most of all, it enables the test pilot to
identify areas in flight dynamics that pose
hazardous challenges to safe mission
accomplishment.
In effect, the test pilots are taught to
“know what it is they don’t know” and
how to evaluate an aircraft safely from
first principles, if necessary.
Risk management lies at the heart of all
test pilot training, more specifically, the
ability to understand the risks imposed by
the particular test being conducted versus
the skills of the test pilot.
Obviously, test pilots and flight test engineers
are taught what processes, procedures
and flight test techniques to apply
to mitigate risk in the test programme.
MINIMUM QUALIFICATIONS
What are the minimum entry qualifications
to enter such a school? By way of
an example, the South African Air Force
typically requires the following minimum
experience:
n An above average flying assessment.
n A medical category of G1K1A1.
n A minimum of 1 500 hours as pilot in
command.
n A current Instrument Rating.
n He/she must have completed at least
one operational squadron tour other than
an instructional tour, or a line tour in an
airline operation.
n Satisfy a selection board of his/her suitability
for test flying duties.
n Meet the academic entrance criteria for
one of the recognised test pilot schools.
The desired minimum academic
qualification is a BSc degree, although
each country has the prerogative to send
pilots without tertiary qualifications on
the proviso that they can meet the
minimum academic standards in mathematics,
science and physics.
During the intensive course, the aspirant
26 WORLD AIRNEWS, MAY 2010.
Class I and Class II Test Pilot
Ratings have been dispensed
by the South African Civil
Aviation Authority without the
requirement for demonstrating
flight test competency,
knowledge or experience.
test pilot, besides overcoming a huge mass
of theoretical training, will fly in excess of
20 different aircraft types, covering the entire
range of aircraft categories viz from low
to high speed, 100 knots single engine light
sport aircraft to Mach 2 military fighters,
from gliders to four engined Boeings or Airbus
and even the odd helicopter thrown in
for fixed wing pilots; all this equivalent to
approximately 120 hours.
The bane of the test pilot of course is
the administrative load on flight testing.
For every one hour flight testing, approximately
six to eight hours are required for
data reduction and report writing followed
by debriefing or oral presentation.
For certification as an experimental/
research test pilot, the incumbent must
have graduated from a test pilot’s course
at one of the Society of Experimental
Test Pilots (SETP) recognised test pilot
schools.
EXPERIMENTAL TEST PILOTS
Experimental test pilots in South Africa
have mostly proceeded through the South
African Air Force, although Denel Aviation
sponsored the training of some flight test
personnel several years ago.
Approximately 50 South African experimental
flight test personnel, test pilots
and flight test engineers, have been
trained since 1970 and even today the exorbitant
costs (approximately R8-million)
influence the rate of training of test crews
within the SAAF.
Only one test crew, a test pilot plus a
flight test engineer, is trained every
second to third year as a function of the
SAAF’s flight test requirements and
acquisition programmes. Such training
alternates between fixed wing and rotary
wing.
Today, in South Africa, there are approximately
nine fixed wing and five rotary
wing experimental test pilots actively
involved with development programmes
within the SAAF and the industry, mostly
Denel Aviation and ATE.
There are 18 internationally-certified
flight test engineers providing flight test
support services.
SAFETY NET FAILURE
Getting back to the Sling accident: So,
where did the safety net fail the Sling
team? It could be argued that firstly, the
SACAA’s creation of a Class II test pilot’s
rating with associated freedoms given to
an inexperienced pilot, was contributory.
The pilots assumed that since they
were essentially “legal” and being in possession
of the SACAA’s so-called “test
pilot’s rating”, they could lawfully conduct
envelope expansion testing. An entry into
one’s logbook without demonstration of
competency does not constitute understanding,
experience or skill, certainly not
in hazardous flight testing.
Next, the safety net that would have existed
had the team made use of experimental
test pilots and flight test engineers, and
presented their test plan to a specialist
Safety Review Board, which is universal best
practice, was not in place. It was a case of
the blind leading the blind under the mantle
of Non-Type Certificated Aircraft (NTCA)
testing which, in itself, poses a risk to life
and property due to such reduced oversight
standards for non-type certification.
The reality is that NTCA cannot be absolved
by any manufacturer from due diligence
and the SACAA cannot sit back and
use the excuse of non-type certified aircraft
not requiring comprehensive SACAA
regulatory oversight.
CONCLUSION
There is no doubt that South Africa’s flight
testing standards in general aviation have
been eroded by lack of oversight and
training, with pilots going “out on the
limb” under the misapprehension that
they are “perfectly legal”.
The SACAA regulations governing test
pilot rating approvals are well documented,
but are not strictly applied, nor
is adequate training oversight applied to
ensure minimum safety levels.
What to do about it though, is the question?
Much to the chagrin of general aviation
pilots, if one wants to do it
professionally, there will be no other way
than through the SACAA.
Prudence requires that the SACAA review
all approved test pilot ratings for
compliance with regulations and institute
a review of the regulations to upgrade the
“minimum practical and theoretical standards”
for all approved test pilot ratings.
Failure by the SACAA to intervene in the
regulation of flight testing standards at all
levels will bring general aviation safety
and flight testing in South Africa into
further disrepute. Q

28 WORLD AIRNEWS, MAY 2010.
AIR MALAWI FACES LIQUIDATION
Frank Jomo reports from Blantyre
THE COMMERCIAL Court in Malawi has given the country’s
flag-carrying airline, Air Malawi, 21 days from March 25
to discuss with a Moroccan company, Snecma Morocco
Engine Service, how to settle a debt of US$3,4-million in a bid
to avoid liquidation. The deadline, April 15, occurred after this
edition went to press
The Moroccan firm went to court in Blantyre asking it to liquidate
Air Malawi over an unsettled $3,4 million debt the airline
owes the Moroccan company for servicing its aircraft.
The case is the latest of the problems facing Air Malawi which
had been showing signs of resuscitation recently. According to a
notice of the petition to have the company liquidated published
in Malawi’s Daily Times, Snecma wants the court to declare Air
Malawi bankrupt and have all its assets sold in order to honour
its debts.
Air Malawi lawyer, Gabriel Kambale, acknowledged the debt
and asked the court to allow it discuss with the Moroccan firm
how best to settle the debt. He said the Malawi Government,
which was the sole owner of the airline, had committed to pay
back the debt.
Earlier, Finance Minister, Ken Kandodo, said Government was
strategising on how best to bail out Air Malawi from its financial
woes. “The Malawi Government is the sole owner of Air Malawi
and we have the obligation, using the legal framework that governs
the airline, to protect it from being liquidated. There is no cause
for alarm,” Kandodo Banda told World Airnews in an interview.
Last year during a budget presentation in Parliament, Kandodo
told legislators that government intended to finance Air Malawi
to pay some of its debt.
Air Malawi, which was in talks with South Africa’s Comair for a
possible take-over in 2009, has debts amounting to K4,1-billion.
The Malawi leader, Bingu wa Mutharika, and his cabinet have
been discussing whether to liquidate the company or bring in a
new partner to help it run the airline. But Mchungula who told a
Parliamentary Committee on Transport and Public Works later that
the country would lose all foreign exchange earnings it received
from air transport if the country’s national flag carrier was privatised
or liquidated, said: “The cost needed to liquidate the airline
will be more than what is needed to resuscitate it.” Q
KENYA AIRWAYS REJOINS AFRAA
SIX YEARS after it had resigned from the African Airline Association
because of what it claimed to be “principled views on certain
issues”, Kenya Airways has rejoined the association.
The airline gave as its reason for rejoining the change in
AFRAA leadership and a commitment to address the pertinent
issues. Dr Titus Naikuni, the group managing director and CEO
of Kenya Airways has called on the association leadership to
maintain accountability on its operations.
The airline’s Southern Africa area manager, Rosemary Adogo,
said this was a step in the right direction and that she looked forward
to a strong working relationship with the organisation.
Noting that “an all talk, no action” culture had bedevilled the
association, the body’s new secretary general, Nick Fadugba,
said that very little had been achieved by AFRAA. He committed
to Kenya Airways that the association would actively seek
collaboration with aviation training institutions in Africa to
generate much needed synergy. Q

SEAWIND ENTERS PRODUCTION
ONE OF the most aestheticallypleasing
amphibious aircraft to
appear on the world aviation
scene for many years, the Seawind 300C,
recently obtained its FAA certification
and has now gone into series production.
With a wingspan of 10,67 metres, a
length of just under 8,3 metres and a
height of 3,1 metres, the Seawind is constructed
almost entirely from fibreglass,
vinylester resin and PVC closed cell foam
composite.
It is designed to carry four to five
people and it is powered by a 310 hp
Continental IO.550N engine driving a
three-blade, constant speed McCauley
”pusher” propeller with a diameter of
1,93 metres. In a VFR-equipped version,
its base price ex-factory is US$349 900.
When water-borne and fully-loaded to a
maximum takeoff weight of 1 543 kg, it has
a draft of only 406 mm. Fully-equipped, it
has an empty weight of 1 088 kg. With the
main tanks filled it has a fuel capacity of 302
litres, which can be increased to 416 litres
with extended range tanks.
For such a relatively small aircraft, it has
an amazing performance being able to
cruise at sea level at maximum power at
174 knots or 166 knots at 75% power at
8 000 feet or 156 knots at 60% power at
the same altitude. Fuel burn at 55%
power is just over 48 litres per hour (12,8
US gph).
The Seawind 300C has a maximum
range of 918 nautical miles with standard
tanks or 1 450 nm with long range tanks.
Its best rate of climb without flaps is 86
knots giving it 1 250 ft/min, or the best
angle of climb with 20 degrees of flap is
obtained at 64 knots. It has a service ceiling
of 18 000 feet.
Stall speed clean is 63 knots and, with
flaps and wheels extended, that is reduced
to 54 knots.
Take off distance to clear a 17-metre
obstacle requires 358 metres from a runway
or 441 metres from water. Without
the obstacle clearance requirement, it lifts
off in 204 metres from a tarmac runway
and 335 m from water. It requires 235 metres
of runway to land and covers 250 metres
on water after touchdown. Q
WORLD AIRNEWS, MAY 2010. 29

Ksh 9,7-BILLION
PHASE II
EXPANSION OF
JKIA HAS
STARTED
From Kauli Mwembe in Nairobi
KENYA AIRPORTS Authority (KAA)
has started work on the second
phase of the Jomo Kenyatta International
Airport expansion following the
securing of a Ksh9,7-billion loan from the
French Development Agency.
According to outgoing KAA managing
director, George Muhoho, construction
began recently.
Muhoho made the announcement during
the visit of French Trade Minister, Ms
Anne-Marie Idra, who announced that
Paris would offer technical expertise on
the JKIA expansion. She told reporters in
Nairobi that France would channel its aid
to Kenya through a French agency, AFD.
Muhoho, whose second term at the
KAA was scheduled to end at last month,
said he was proud of the achievements
the authority had made during his tenure
in office.
“In 2003, JKIA was ranked as the third
largest cargo hub but it has since overtaken
Egypt and South Africa and is now
the largest cargo hub in Africa,” Muhoho
said. He added that he would not be seeking
another term at KAA and also dispelled
speculation that he would be
joining active politics.
Work on phase two follows completion
of the first phase, which involved construction
of the airport’s apron and other
civil works. When work is completed in
December 2013, the airport will increase
its passenger handling capacity from 2,5to
9,3-million passengers per annum.
Parking space for passenger aircraft will
be increased from 23 to 37, and slots for
cargo aircraft from three to eight.
Currently, JKIA has five cargo facilities with
a capacity to handle 200 000 tonnes of
cargo annually, and an animal holding
facility, which occupies 401 square
metres.
The final phase of expansion work at
30 WORLD AIRNEWS, MAY 2010.
SECOND TIME LUCKY FOR RAPTOR?
PROVIDED THE weather does not intervene
again, it should be a case of “second
time lucky” for one of the world’s newest
and most exciting jet fighters when the
F-22 Raptor makes a return to the
Cotswolds this summer – two years after
its planned UK debut was rained out.
JKIA will involve rehabilitation of terminals
one, two and three as well as the arrival
building.
JKIA is one of the largest airports in East
and Central Africa, served by 49 scheduled
airlines and direct flight connections
to Europe, the Middle East, Far East and
other African countries. Although expansion
work began three years ago, the project,
which is meant to address capacity
and other operational constraints, has
been painfully slow.
Work on the completed phase one was
undertaken by China Wu Yi, a Chinese company,
at a cost of Ksh2,6-billion. It involved
construction of a new apron, taxiways and
an extended fuel hydrant system associated
with the proposed Unit 4 terminal building.
The new apron (remote parking) is already
in use and the whole apron can now be
used for aircraft parking.
An estimated 34 airlines with over 120
flights use JKIA daily, making it the largest
aviation facility in the country. Other
airports run by KAA include Wilson,
Mombasa, Kisumu, Eldoret, Malindi,
Lokichogio, Wajir, Manda and Ukunda. Q
Now the aircraft, from the US Air
Combat Command, will be returning to
the Royal International Air Tattoo on July
17 and 18 to demonstrate why it is
capable of outperforming any existing
fighter aircraft in air-to-air combat.
The Raptor represents a new generation
of fighter aircraft incorporating state-ofthe-art
stealth technology, sophisticated
weaponry and vectored thrust giving it an
unrivalled combination of secrecy, power
and manoeuvrability.
RIAT deputy director of air operations,
Robert Windsor, said: “The Raptor is one
of the jewels in the crown of military aviation
and its display in July will be among
the highlights of the seven-and-a-halfhour
flying display. I recall that the pilot
and his ground crew were tremendously
friendly and professional throughout their
stay with us – despite their obvious disappointment.”
The Air Tattoo, which is held in support
of the Royal Air Force Charitable Trust, is
the world’s largest military air show and
attracts around 300 aircraft from across
the globe.
This summer’s event will stage special
tributes marking the 70 th Anniversary of
the Battle of Britain.
In addition to the flying display, visitors
can enjoy a large static aircraft park plus
a wide range of ground-based activities
including a concert stage, fairground
rides, and the interactive Tri@RIAT area
for youngsters. Q

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Despite the earthquake,
FIDAE COMES
OUT TOPS
Yuri Laskin
reports from Santiago de Chile
DESPITE THE massive earthquake
which rocked Chile in February
causing mayhem throughout
much of the country, the international air
show – FIDAE – which followed a few
weeks later, echoed the resilience of this
South American state to return to normal
as quickly as possible.
Planning for the show was thrown into
turmoil when the national mobile and internet
network collapsed for 24 hours resulting
in hundreds of foreign exhibitors
and delegates hesitating about attending.
But with typical Chilean determination,
the organisers of the Feria Internacional
del Aire y del Espacio (International Air
and Space Fair) changed its name from
FIDAE-2010 to FIDAE de la Solidaridad
(Exhibition of Solidarity) and went ahead
making sure everything was ready for the
opening on March 23.
Their efforts were assisted by the fact
that the Santiago International Airport
was fully operational by March 6 seeing
not only normal traffic operating, but the
steady stream of aircraft bringing relief
supplies from all over the world.
This airlift prompted the country’s
newly-elected president, Sebastain
Pinbiero, in his opening address at the
exhibition, to personally thank the main
donors of the national relief fund
(“Esperanzsa”) for their contributions –
donors such as Airbus, Boeing, Bell
Helicopters and other world aerospace
giants.
The net result was that only five
companies which had originally planned
to attend the show, failed to arrive, but
this did not prevent an impressive record
of 428 exhibitors, 120 aircraft from 39
countries, coupled with an estimated
100 000 foreign visitors adding to the tens
of thousands of locals which all went to
make this one of the biggest regional
aerospace exhibitions in the world.
Small wonder, then, that the exhibition
has earned the description of the
“Doorstep to the Latin American market”.
If one were to try and pinpoint the
Above: The Russian Be-300 amphibian fire-bomber demonstrates its capabilities during the
show. Below: This Boeing BBJ converted to uplift freight was not actually part of the show
but was one of a constant stream of aircraft involved in the airlift of aid to
earthquake-ravaged Chile. It is seen here being offloaded at the
Santiago airport near where FIDAE was taking place.
highlights of the show, the choice would
be split fairly evenly between the United
States Air Force’s presentation of a pair of
fifth-generation F/A-22 Raptor fighters
which gave impressive daily flying
displays, and the Russian giant Be-300
amphibian aircraft which made its debut
in its water bomber format.
The Raptors certainly attracted the attention
of the military delegations, especially
that of Chile, in view of the role they play in
the United States’ regional strategy.
The Be-300’s arrival at FIDAE followed
an impressive transEurasian, transAmerica
flight as part of a Latin America sales
campaign.
The aircraft can scoop up to 12 tons of
water in 18 seconds and then drop its load
on any forest or industrial fire.
Although both European and Russian
helicopter manufacturers came away with
smiles on their faces and swollen order
books, this was not the case for their
fixed-wing counterparts, the lack of major
contracts being characterised by the current
world economic slump.
But still, there was a mood of quiet
optimism which was underlined by the
fact that at least 80 percent of this year’s
exhibitors had made their preliminary
bookings for the 2012 event by the time
the gates had closed. Q
WORLD AIRNEWS, MAY 2010. 33

SOLAR IMPULSE WRITES A NEW CHAPTER IN
AVIATION HISTORY
APRIL 7, 2010 will go down in the annals
of aviation history as the day on
which the first flight of the prototype
Solar Impulse was made, culminating seven
years of intensive work, calculations, simulations
and tests to build the completely new
carbon fibre, solar-powered aircraft.
The Solar Impulse left the runway at
Payerne airfield, in Switzerland, at exactly
10h27 watched by thousands of spectators
from all over the country who had come to
witness the historic event. Registered HB-SIA,
the aircraft climbed slowly to a height of just
under 4 000 feet (1 200 metres).
The next 87 minutes saw Solar Impulse test
pilot, Markus Scherdel, spend familiarising
himself with the prototype’s flight behaviour
and performing the initial flight exercises before
making the first landing.
The execution of these various manoeuvres
which included turns simulating the approach
phase, was designed to get a feel for the aircraft
and verify its controllability.
“This first flight was for me a very intense
moment!” exclaimed Scherdel, still under the
emotion of the event, when he stepped down
34 WORLD AIRNEWS, MAY 2010.
from the aircraft. “The HB-SIA behaved just as
the flight simulator told us! Despite its immense
size and feather weight, the aircraft’s
controllability matches our expectations!”
A delighted André Borschberg, CEO and cofounder
of the project, had this to say: “This
first mission was the most risky phase of the
entire project. One hour and 27 minutes of intense
emotion after seven years of research,
testing and perseverance. Never has an airplane
as large and as light as this flown before!
“The aim was to verify the prototype’s behaviour
in flight and to test its reaction to various
manoeuvres. The success of this first flight
allows us to envisage the further programme
with greater serenity!” he added.
Echoing his sentiments, Solar Impulse
chairman and initiator, Bertrand Piccard,
added: “We still have a long way to go until the
night flights and an even longer way before
flying round the world, but today, thanks to the
extraordinary work of an entire team, an
essential step towards achieving our vision has
been taken.
“Our future depends on our ability to convert
rapidly to the use of renewable energies.
Solar Impulse is intended to demonstrate what
can be done already today by using these energies
and applying new technologies that can
save natural resources,” he said.
A few months earlier, the Solar Impulse had
lifted from the runway during taxi tests, but
that flight was described as a mere “flea hop”
and not logged as an official maiden flight.
Involved in the project are 70 people and 80
partner companies, among which are the main
ones: Solvay, Omega and Deutsche Bank; its official
partner; Bayer Material Science; its official
scientific partner; EPFL, its engineering
partner Altran, and its advisory aircraft manufacturer,
Dassault-Aviation.
With its wingspan comparable to that of an
Airbus A340, namely 63,4 metres and its
weight similar to that of an average car (1 600
kg), no aircraft so large yet so light has ever
been built before.
Some 12 000 solar cells are built into its
wing, supplying the four electric motors with
a maximum output of 10 hp with renewable
energy and charging the lithium-polymer (400
kg) batteries during the day to allow the solarpowered
aircraft to fly at night. Q

NEW TRANS-CONTINENTAL MEDICAL EVACUATION PARTNERSHIP
HARDLY HAD the ink dried on the paperwork
sealing a brand new mutualservice
agreement between RMSI
MEDEVAC and Netcare 911 when the first
major, joint trans-continental, mercy flight between
the two large aero-medical evacuation
specialists was undertaken.
Reflecting on the events that culminated in
what is described as a “text-book perfect”
evacuation of a seriously ill 32-year-old man
from Windhoek, in Namibia, via Dubai to
Shanghai, in China, Netcare 911 international
business development manager, James Crawford-Nutt,
said that the case had truly reinforced
the significance of inter-continental
partnerships.
“A service offering of this nature is absolutely
invaluable for travellers and insurance
companies looking for life-saving yet cost-effective
solutions. While we are well positioned
throughout sub-Saharan Africa we have been
on the look out for the right inter-continental
partner who is well positioned particularly in
the Eastern and Asian markets.
“We attended the 17 th International Travel
Insurers conference held in Athens in November
last year with the explicit objective of setting
up inter-continental routes with other
reputable air ambulance providers. Our enquiries
there lead us to RMSI, a company with
considerable experience in the provision of
medical evacuations throughout the Middle
East, Central Asia and Northern Africa and a
fellow-member of the International Assistance
Group,” explained Crawford-Nutt.
According to Rob Lamb, president and CEO
of RMSI, the two services enjoyed many synergies
and a partnership between the two
“made perfect sense”. He added: “When it
comes to repatriation local knowledge is indispensable.
RMSI offers an incomparable service
to North Africa, Middle East and Central Asia
while Netcare 911 is an expert when it comes
to sub-Saharan Africa. It was only natural that
we should bring the two together in order to
be able to provide a seamless service throughout
these regions.”
The patient requiring repatriation from
Namibia to Shanghai had a pre-existing medical
condition. He became seriously ill while on
business in Windhoek and required urgent
repatriation to his home country where his
doctors were familiar with the history of his
condition. The Netcare 911 Aeromedical division
was able to fly from South Africa into
Windhoek at short notice in a fully equipped
and staffed Hawker 800 jet air ambulance and
then on to Dubai where a RMSI Hawker 800
was on standby to take him home.
The patient is reported still to be seriously ill,
though stable. Q

035 - NETCARE:Layout 1 2010/04/13 02:36 PM Page 2
WORLD AIRNEWS, MAY 2010.

AIRCRAFT
SLINGING –
NAC STYLE
Text and photos: Mark Mansfield
NATIONAL AIRWAYS Corporation
(NAC) Helicopter Division, based
at Lanseria International Airport,
is well known for its wide range of services
which include: geological survey,
game work, aerial filming, vehicle tracking,
contract management, advanced
helicopter instruction, as well as charter
flights.
But a service that is not mentioned often
is one of the division’s specialties – aircraft
recoveries or, as it is more commonly
known in the trade, “aircraft slinging”.
I was privileged to be invited by Alistair
Brown, manager of NAC Helicopter Division,
to join his team on one such aircraft
recovery mission to see for myself all that
is involved in such a complicated and
often dangerous undertaking.
For this particular mission NAC was
contracted by one of its various insurance
company clients to remove an aircraft
wreck located in a very precarious position
on a mountainside.
Due to the on-going investigation, specific
details of the aircraft accident in
terms of aircraft type, location and other
information have been omitted from this
report.
The choice of aircraft for this particular
operation was the venerable Bell UH-1H
utility helicopter, or “Huey” as it is better
known. The Huey was chosen because of
its excellent lift capabilities – 1 300 kg on
the hook – its large cargo loading area, as
well as its excellent performance under
hot and high conditions.
A total of 1 000 kg was to be lifted in
three loads on this mission as the aircraft
wreckage was scattered over a large area
of the mountain.
Before the actual flight, a safety briefing
was held by Alistair Brown and the objectives
and action plan were discussed in
full. Each member of the team was tasked
with a specific objective and given a full
safety briefing. Once everybody was
aware of the task at hand, the ground support
team, including a fuel bowser, flatbed
truck for the wreckage and safety inspectors,
as well as the South African Police
36 WORLD AIRNEWS, MAY 2010.
The Huey “slings” a wing from the
crashed aircraft to take it to the waiting
low-bed truck at the foot of the mountain.
The wreckage of the aircraft’s tail
section can be seen at the
lower right of the picture.

Services, departed by road to the site of
the wreck.
The airborne team led by Brown inspected
all the slinging equipment and
packed the Huey before departing on the
1,5-hour flight to the location of the wreck.
Once airborne, a weather update was
obtained and final adjustments to the action
plan were made. On arrival at the
crash site, a few orbits were flown to determine
the best and safest approach to
be made. The Huey then landed on top of
the mountain and a final briefing was held
to place everybody in the correct spots.
The truck and part of the ground crew
made their way to the base of the mountain,
while the other members of the crew
were tasked with gathering parts of the
wreckage and were responsible for the
strapping and bundling of the aircraft
pieces.
Part of this involved smashing holes
into the remains of the aircraft wings to
avoid them producing lift from the rotor
downdraught as they were hoisted on the
sling and possibly cause an accident as a
result.
Another part of the ground crew’s responsibility
was to ensure that all loose
bits from the wreck would not break free
during the lift with the possible attendant
danger to all involved.
Before the Huey went into action, all
three loads were prepared for the lift to
avoid wasting valuable time as well as to
reduce costs.
Before Alistair took-off for the slinging
operation, the weather was re-assessed;
by this time a gusting 30-knot wind had
sprung up making the task all the more
challenging.
Besides the wind and the proximity to
the mountain slope, Brown had to maintain
focus on controlling the swing of the
load and to make sure that the load did
not snag on any ground objects as he
began lifting.
One of the challenges he faced was
that, during the actual lift, he had to lean
out of the cockpit to keep his eye on the
load below him and to maintain vertical
reference, which he described as “learning
to hover all over again”.
With Brown’s experience this was all
one smooth and very well executed lift
and seemed effortless to the ground crew
and myself.
Within hours most of the visible signs
of the wreck had been safely removed
from the mountain slope and we were
making our way back to Lanseria at a comfortable
110 knots ground speed. Q
Above: With the door off, Alistair Brown peers out of the cockpit to watch the load of wreckage
as he lifts it from the crash site. Below: The Huey comes in close to the mountainside on an
inspection run. Bottom: Brown (white shirt) and his crew assess the wreckage to work out
how best to “sling” it for evacuation from the crash site.
WORLD AIRNEWS, MAY 2010. 37

IATA Halves 2010 Loss Forecast
THE INTERNATIONAL Air Transport Association (IATA) has
halved its loss forecast for 2010 to US$2,8-billion
compared to the US$5,6-billion loss originally forecast in
December 2009.
The improvement is largely driven by a much stronger recovery
in demand seen by year-end gains that continued into the
first months of 2010. Relatively flat capacity translated into some
yield improvement and stronger revenues.
IATA also lowered its 2009 loss estimate to US$9,4-billion from
the previously forecast US$11-billion loss.
Improvements are driven by economic recovery in the emerging
markets of Asia-Pacific and Latin America whose carriers
posted international passenger demand gains of 6,5% and 11%
respectively in January. North America and Europe are lagging
with international passenger demand gains of 2,1% and 3,1% respectively
for the same month.
Forecast highlights include an improving passenger demand
which fell by 2,9% in 2009, but which is expected to grow by 5,6%
in 2010. This is an improvement on the previous forecast in December
of 4,5% growth. As far as load factors are concerned, airlines
kept capacity relatively in line with demand throughout 2009.
A strong year-end recovery pushed load factors to record levels
when adjusted for seasonality. By January the international passenger
load factor was 75,9% while cargo utilisation was at 49,6%.
In terms of yields, tighter supply and demand conditions are
expected to see yields improve—2% for passenger and 3,1% for
cargo. This is a considerable improvement from the precipitous
14% fall experienced by both in 2009.
With improved economic conditions, the price of fuel is rising.
IATA raised its expected average oil price to US$79 per barrel from
the previously forecast $75. The combined impact of increased capacity
and a higher fuel price will add $19-billion to the industry
fuel bill bringing it to an expected $132-billion in 2010.
Revenues will rise to $522-billion in 2010, which is $44-billion
more than previously forecast and a $43-billion improvement
on 2009.
REGIONAL DIFFERENCES
Regional differences in airlines prospects are sharp. Asia-Pacific
carriers will see the US$2,7-billion 2009 loss turn to $900-million
in profits on the back of a rapid economic recovery being driven
by China.
Cargo markets are particularly strong with long-haul cargo capacity
for shipments originating in Asia experiencing a capacity
shortage. Demand is expected to grow by 12% in 2010.
Latin American carriers will post an $800-million profit for the
second consecutive year. The region’s economies are less debtburdened
than the US or Europe. Economic ties to Asia helped
isolate the region from the worst of the financial crisis.
European carriers will post a $2,2-billion loss — the largest
among the regions. North American carriers will post the second
largest losses at $1,8-billion.
Middle East carriers are expected to experience demand
growth of 15,2% in 2010, but will see losses of $400-million. Low
yields in long-haul markets connected over Middle East hubs is
a burden on profitability.
African carriers are likely to post a US$100-million loss for
2010, halving 2009 losses. Demand is expected to improve by
7,4%, but this will not be sufficient for profitability as they continue
to face strong competition for market share. Q
WORLD AIRNEWS, MAY 2010. 39
Instrumentation Solutions
WORKSHOP CAPABILITIES
• Genuine factory parts from most well known
manufacturers
• Licenced engineer
• Overhauls, repairs, sales and installations of all autopiots,
gyros and instrumentation
• MPIs, compass swings, pipe changes
• Loaner / Exchange units available
• Panel revamps
• Service to surrounding airfields
EQUIPMENT CAPABILITIES
• Autopilots
• ELTs
• Engine Management Systems
• Fuel Flow Systems
• Homebuilt instrumentation
• Standby instruments
• Stormscopes
CONTACT
Tel: +27 (0)21 935 1702
Mobile: +27 (0)83 279 7548
Email: capetown@aircraftinstruments.co.za
Signature Flight Support Building
West Hangar, Beechcraft Road
General Aviation Area
Cape Town International Airport
www.aircraftinstruments.co.za

KENYA AIRWAYS
PLANS MAJOR
TURNAROUND
From Kauli Mwembe in Nairobi
KENYA AIRWAYS is laying the foundations
for major turnaround next year,
as the global airlines industry projects
improved performance.
The airline intends to achieve the target objective
through investment in staff training, improvement
of systems and fleet modernisation.
It also plans to recruit at least 68 pilots as
part of its advance preparations for the arrival
of new aircraft into its fleet and to complement
staff due to retire.
Kenya Airways told its shareholders during
its recent annual meeting that although it
made an after tax loss of Ksh4,1-billion in the
financial year up to March 2010, it remained
optimistic its performance would improve. The
SA Flyer Mag 02 | 2007
40 WORLD AIRNEWS, MAY 2010.
confidence comes at a time when the International
Air Transport Association (IATA) has announced
improvement in the global demand
for air travel.
Kenya Airways’ chairman, Evans Mwaniki, is
confident that despite the loss in the last financial
year, the airline has a bright future. He said
the anticipated improved performance would
come through increased passenger numbers,
better yield and a favourable exchange rate.
Kenya Airways CEO, Titus Naikuni, told the
meeting: “We plan to recruit at least 48 direct
entry pilots and 20 ab initio pilots.” He revealed
that the recruitment process would
accommodate the exit of 23 pilots who would be
leaving the national carrier in the next five years
after attaining the retirement age of 63 years.
Meanwhile, the airline has received safety
certification from International Air Transport
Association for its ground operations. This will
now make the carrier, whose hubs are Jomo
Kenyatta and Moi International airports, more
attractive as a provider of ground handling
services to other airlines which lack ground
teams at these airports. Q
Servicing Aircraft Anywhere in the World
Trio Aviation
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ALYZAIR ENTERS
AFRICAN MARKET
ALYZAIR, a French pioneer of innovative flight
data monitoring (FDM) services, has brought its
solution set to African airline and commercial
aircraft operators through Hi-Fly Marketing, a
Cape Town-based specialist in the fulfilment of
technology for the aviation industry.
Alyzair has developed a customer web interface,
alyzia.net, with interactive characteristics
which have revolutionised the way airlines can
handle their safety management system.
Also referred to as flight operations quality
assurance, operational flight data monitoring
is the exploitation and study of flight data to
enhance flight safety.
Alyzair gives technical and operations teams
a complete analysis of flight data, including
flight data replay, flight data analysis, advanced
and graphical analysis, 3D flight animation, statistics
and trend indicators, quality assurance
tools, recording media management and rate
of analysis follow-up. Q
Authorised to service:
• Piston and Turbine Helicopters
up to 5 700kg
Bell 47, Enstrom 280
Robinson R22 and R44
The Schweizser 269 Series
The Bell 206 series
The Fairchild Hiller FH 01100
series
The Hiller 12 series
The Allison 250 series
AS350B Series

ETHIOPIAN AIRLINES’ “VISION 2010”
TOUCHES DOWN
By Keith Mwanalushi
THE PIONEERING spirit demonstrated by
Ethiopian Airlines (ET) for over 60 years
has set a benchmark for efficiency and
operational success. The state-owned airline
has worked its way through multiple governments,
political unrest and a global economic
crisis, but has still turned a profit for almost
every year of its existence.
“Several years ago ET mapped out its ‘Vision
2010’ programme, its core objective was to
achieve annual revenues of US$1-billion by
2010 and also increase passenger uplift to
three-million passengers,” said CEO, Girma
Wake, when he spoke about his airline’s Vision
2010, new aircraft and airline cooperation. He
was recently elected president of the African
Airlines Association.
“Our Vision 2010 strategy was a blueprint
for concerted action in a number of ways, and
I am pleased to report that we are now well on
our way to meeting these objectives,” Wake
declared.
Capacity increase and network development
have been the major driving forces in
achieving this vision, which began alongside
the order for 10 Boeing 787s in 2005. This was
followed by an aggressive marketing campaign
and major cost cutting.
The financial target that the airline set for
itself seems well on course. During the fiscal
year 2008-2009 the company achieved operating
revenues of over US$900-million while
transporting 2,8-million passengers. Over the
last five years, passenger traffic has grown at
a staggering rate of 20% annually.
The surge in passenger uplift has been predominantly
on African routes, on which the
airline makes special emphasis. The African
network is among its key strengths with a 70%
transfer rate. Routes have been increased from
28 African destinations in 2006 to 35 in 2010.
Ethiopian Airlines recently introduced
services to Mombasa, Abuja, Lubumbashi,
Monrovia and Zanzibar, and four additional
weekly flights have been added to Nairobi and
Dar-es-Salaam respectively from the 2009/
2010 winter season.
“We have increased capacity, and as a result
our Eastern and Southern African destinations
are now served with a daily frequency. In West
Africa, we have both increased the frequency
and provided higher capacity aircraft,” Wake
explained.”
Network development has seen an increased
shift to non-stop services or at least
one-stop at the most. ET was once notoriously
renowned for its multiple leg routings such as
the tedious Addis-Nairobi-Brazzaville-Lagos-
Abidjan route.
Capacity increase has also been applied to
the Middle East and Asia where the network
spans 14 destinations. Service to Dubai alone
has been extended to three flights per day.
Beijing, Hong Kong and Guangzhou, in China,
are split between 14 flights a week.
The airline’s European affairs have also
made the news; its courtship with Lufthansa
has been strengthened by enhancing their
code-share partnership. Currently, the two airlines
jointly offer eight weekly services between
Addis Ababa and Frankfurt. As of June
2010, this service will be extended to 10 flights
a week on the same sector.
“Our code-share agreement is providing a
mutual competitive advantage. It has enhanced
Ethiopian business in Europe and has
helped boost Lufthansa’s performance in
Africa,” Wake said.
Lufthansa provides access to over 100 destinations
in Europe alone, via its vast Euro network
that covers 39 countries; a fitting
complement to ET’s limited network in Europe
that covers just a handful of destinations that
include London, Rome and Stockholm. Nevertheless,
Lufthansa’s footprint in Africa is
Top: The five Boeing 777-200LRs on order will be used predominately on long-range routes.
Above: The airline has an order for up to eight DH Dash 8-Q400s worth US$366-million.
WORLD AIRNEWS, MAY 2010. 43

NEW TURBINE ENGINE
DEVELOPMENT
ADVANCES
EXHIBITING FOR the first time at the
AERO 2010 exhibition held at
Friedrichshafen, Germany, last
month, French-based engine manufacturer,
Price Induction, displayed a model
of its DGEN 380 high bypass ratio turbofan
engine, currently under development.
The DGEN 380 is a two spool, unmixed
flow turbofan jet engine controlled by
FADEC and based on a configuration combining
reduced dimensions, light weight
and an “all electric” system. The weight of
an a fully-equipped dry engine will be
around 77 kg which does not include the
580 mm outer diameter nacelle.
The engine, and a slightly more powerful
“sister” powerplant, the DGEN 390,
have been designed with inherent robustness,
easy integration and maintainability,
low fuel consumption and low level noise
levels (55 dBA) in mind.
The DGEN 380, which produces 575 lbs
of thrust at take-off power, with a by-pass
ratio of 7.6, fits twin-engine aircraft with
a 1 590 kg maximum takeoff weight and a
maximum speed of 240 knots.
The DGEN 390, which produces 740 lbs
of thrust at take-off power with a by-pass
ratio of 6.9, fits twin-engine aircraft with
a 2 000 kg MTOW and a maximum speed
of 280 Knots.
Both powerplants are optimised for a
10 000 ft to 15 000 ft operating altitude,
and a flight ceiling of 25 000 ft.
The DGEN 380 and 390 jet engines are
intended to equip personal light jets (PLJ)
with maximum takeoff weights ranging
from 1 500 to 2 500 kg and accommodating
four to six people.
The first run of the DGEN 380 occurred
at the end of 2006 and Price Induction has
subsequently been working on the testing,
optimisation and production of
demonstration engines.
The engine type was first unveiled at
last year’s Paris Air Show and the experimental
campaign of the DGEN 380 has led
to new architecture of the high pressure
core which has been validated through
more than 50 hours of intensive testing.
That opened the way for the assembly
and testing of the implemented A6 version
of the DGEN 380. To date the engine
type has completed nearly 200 hours of
test running with 2 200 starts. Q
42 WORLD AIRNEWS, MAY 2010.
WAAS/LPV FOR THE
KING AIR C90GTi
HAWKER Beechcraft Services (HBS) has
announced that the certified wide area
augmentation system (WAAS) is now
available on Rockwell Collins Pro Line 21equipped
King Air C90GTi aircraft.
The WAAS installation offers operational
flexibility and cost savings associated
with direct area navigation routes,
which allow for improved access to special
use airspace, high traffic and/or terrain
challenged airports.
Another benefit of the installation is the
DREAMS DO COME TRUE
At left is an example of the DGEN 380 jet
engine and above is an artist’s impression
of the type of aircraft for which it
would be suited.
use of WAAS-enabled localiser performance
with vertical guidance (LPV)
approaches, which are nearly identical to
traditional ILS approaches, and provide
decision heights as low as 200 feet with onehalf
mile visibility, resulting in the reduction
of missed approaches and diversions.
The King Air C90GTi WAAS upgrade follows
the successful launch of Hawker
900XP, 800XP and 750 WAAS installations,
which were introduced last year. Additional
WAAS solutions will be available in
the near future for the remaining Pro Line
21 King Air and Premier models, as well as
Hawker 400XP / Beechjet 400As equipped
with Rockwell Collins AMS-5000. Q
These youngsters, all from the Reach for a Dream foundation which fulfils the dreams
of children between the ages of three and 18 who have been diagnosed as having a
life-threatening illness, had their dreams come true recently when they were all taken
for rides in an NAC Helicopter Division Bell UH-1 “Huey” based at Lanseria Airport.
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.
greatly extended by tapping into Ethiopian Airlines’
vast African network.
The partnership has also extended to frequent
flyer programmes. ET ‘Sheba Miles’
members have reciprocal earn-and-redeem
privileges on Lufthansa’s “Miles and More”
programme and vice versa.
The sequence of events unfolding leads to
the obvious thought of Ethiopian Airlines and
the Star Alliance. Lufthansa is a founding member
of the airline grouping and ET already
code-shares with other Star members such as
bmi, British Midlands, South African Airways
and Brussels Airlines.
Wake has reportedly said that his airline
hoped to join the alliance in late 2010 or early
2011. This dismisses speculation that the rival
Oneworld alliance was in urgent talks with the
Ethiopian carrier. Oneworld has no Africanbased
partner apart from a few British Airways
franchise operations in Southern Africa.
In the present operating environment,
many of the world’s major international airlines
are scaling back operations and reporting
heavy losses; ET seems to be flying on a different
flight path. Last year, the airline reported
a net profit of US$117-million, the highest ever
recorded in its history.
“One of the yard sticks for success of an airline
is its profitability. The overall performance
of our airline is noteworthy and rewarding considering
the numerous challenges we have to
cope with. Cut throat competition, a global crisis,
escalating operational and capital costs led
by the less than predictable and fluid gyration
of fuel prices, and the shrinking trends of the
market,” Wake stated.
AIRCRAFT DELIVERY
The tragic crash of one of its B737-800s off the
coast of Lebanon in January in which all 90 passengers
and crew perished, overshadows what
should have been an enviable year for
Ethiopian Airlines.
Nevertheless, apart from financial objectives
being on target, this year marks the start
44 WORLD AIRNEWS, MAY 2010.
of the delivery of brand new aircraft. The company
has 45 new aircraft on order, namely 10
B787 Dreamliners, five B777-200LRs, eight
Bombardier Q400s, 12 A350-900s and an additional
order for ten B737-800s.
Wake insists that the diverse types are complementary
to the fleet. He stressed that Addis
Ababa was 8 000 feet above sea level, a situation
that made optimum engine performance
very difficult.
The B777-200LR provided good advantage
with performance; it was the most ideal in
offering the range required to serve long haul
markets efficiently, he said.
Secondly, the airline’s annual growth rate of
20% meant there was a requirement for an aircraft
with a capacity of over 300 passengers. The
current 767-300ERs in the fleet were too small
to accommodate this growth, so the 777s were
selected. The GE90-115B-powered 777-200LR
would be the first to enter service in Africa,
Wake pointed out.
Delay to the B787 Dreamliner has caused
problems, but Ethiopian will still take on all its
orders. It has been reported that the initial
787-8 deliveries to airlines may be overweight.
Even though Ethiopian is “not very happy”
about the overweight situation, the aircraft
would still perform well on mid-range routes
within Africa and to Europe replacing the 757
and 767s. Far East and American operations
will be left to the 777s and A350s, delivery of
the latter is scheduled for 2017.
The original order for the 787 is for eight -
8s and two -9s. However the airline may convert
to more of the -9s if contractual range,
payload and fuel consumption targets for the
-9 are met by Boeing.
Yet another aircraft type making its debut
into the fleet is the Bombardier Q400
NextGen, an order for up to eight aircraft being
valued at US$366-million.
Wake explained his reasons for the Bombardier
purchase: “The 360-knot speed of the
aircraft, low operating costs and its environmental
credentials are the main reasons for
the choice. It has excellent range and payload
capability that will allow us to deploy it on domestic
routes within Ethiopia, as well as regional
routes of up to 1 000 nm from Addis
Ababa.
“The Q400 has exceptional performance in
terms of climb rate, single-engine ceiling and
higher take-off weight, thus greater payload
from hot and high elevation airfields,” he
added
It has been frequently mentioned that the
future prosperity of African commercial aviation
lies with greater cooperation among airlines
on the continent. Despite the slow
progress, some advances are being made.
Ethiopian Airlines and Nigerian Eagle Airlines
are the first two African airlines to sign a
Technical Service Agreement (TSA). This covers
training, maintenance, and resource pooling.
ET will maintain all of Nigeria Eagle’s Boeing
737s, including a host of other opportunities
that will be explored including training of pilots,
cabin crew and engineers.
“We are assisting Nigerian Eagle to maintain
the good standard that it already has. This will
be an imperial benefit to Africa. Technical cooperation
is a two-way thing, and I believe that
we will achieve synergy from this,” Wake said.
The Ethiopian Airlines Aviation Academy is
now an International Air Transport Associationaccredited
training centre with a large multinational
customer base mostly from Africa and the
Middle East. The academy recently took on a 30million
euro loan from the French Development
Bank towards further upgrades in order to cope
with growing training demands.
Traditionally, African airlines have their
maintenance and training done in Europe or
the United States. The Technical Service Agreement
effectively ends Nigerian Eagle’s technical
partnership with British carrier Virgin
Atlantic.
Ethiopian Airlines remains very busy in West
Africa. In a bid to further strengthen regional
partnerships, the company signed a five-year
management contract with new Togolese regional
airline ASKY Airlines. Based in the capital,
Lome, ASKY will develop a West African
hub feeding into the Ethiopian’s global network.
ET has a 25% stake in ASKY.
It is believed a duplicate model in Southern
Africa may be on the cards, “possibly from
Zambia to Mozambique, Botswana and
Malawi,” Wake hinted.
Over the next few years the Ethiopian flag
carrier has set its sights on new territory, with
hopes to gradually launch services to Brazil and
Canada.
Additional points in the USA are likely, and
expansion in the Far East to include cities like
Shanghai and Kuala Lumpur are on the cards
as the next phase of expansion takes shape. Q

CAASA objects to
MANDATORY SECURITY
CLEARANCE OF ALL EMPLOYEES
AT LANSERIA AIRPORT
INCENSED AT the lack of response to
its letter to the Director of the National
Intelligence Agency regarding
the NIA’s demand that all employees at
Lanseria International Airport be security
cleared prior to the start of the FIFA
World Cup next month, the Commercial
Aviation Association of Southern Africa
(CAASA) has now taken its complaint
straight to the Minister of State Security.
However, despite sending all relevant
documentation and explaining its situation,
no response had been received from
the minister either by the time of writing.
The situation developed when tenants
at Lanseria International Airport were advised
by the airport management that
they were required to compel their employees
to complete Form 2206 and submit
it to the National Intelligence Agency
so that the employees can be security
cleared prior to the start of the World Cup
soccer tournament. The airport management
has indicated that this requirement
emanated from the NIA and the South
African Police Services.
CAASA’s letters to the NIA and the
Minister of State Security were both
written and signed by the association’s
CEO, Kim Gorringe. In the one to the NIA,
Gorringe explained that a meeting was
held at the beginning of March between
a representative from the NIA and the
Association of Non-Scheduled Operators
(ANSO), an affiliate of CAASA, to find out
more about the requirement.
“Unfortunately, besides the obvious
argument that Government wants to do
everything possible to ensure the safety
and security of foreign guests and visitors
attending the World Cup, no concrete
reason could be advanced as to why such
an invasive and far-reaching security
measure is necessary.
“Although our members, like all proud
and patriotic South Africans, would like to
co-operate with Government to ensure
that the World Cup is a resounding success,
they question the efficacy, as well as
the practicality, of the measure proposed,”
wrote Gorringe.
DOCUMENT REQUEST
He requested that the NIA provide CAASA
with a number of documents, one of
which was a copy of the written
instruction from the NIA to either the
Lanseria Airport Management,
alternatively all tenants/employees on the
airport requiring them to implement this
security clearance measure, as well as
outlining the personal information that
was required to be submitted, the form to
be completed and supporting information
which must be attached.
CAASA further requested in the letter
to the NIA that it provide references to the
legislation such as applicable sections of
Act and/or regulations mandating the
agency and/or the SAPS to require private
citizens working at a private airport to
complete the Form 2206 and undergo security
clearances designed for the screening
of state officials and public servants.
“We must emphasise,” Gorringe continued,
“that without the existence of legislation
mandating these measures, the
requirements of the Basic Conditions of
Employment Act No.75 of 1997 read together
with the Labour Relations Act
No.66 of 1995 will prevent employers
from compelling their staff to complete
the Form 2206 and undergo security
screening.
“Security clearances will only be able to
be conducted on those employees who
‘consent’ to these measures.
“We have also been advised that many
unionised employees at Lanseria Airport
have already received advice from their
respective labour unions not to participate
in the security clearance process.
“We have engaged your department as
we deem this a matter or urgency and
great importance and we unfortunately
cannot advise our association members
without your written response on these
issues,” Gorringe concluded. Q
WORLD AIRNEWS, MAY 2010. 45
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46 WORLD AIRNEWS, MAY 2010.
ATNS SYSTEM WINS WORLD
AWARD
THE ADVANCED air traffic flow management
(ATFM) system deployed by
South Africa’s Air Traffic and Navigation
Services (ATNS) has been named by Jane’s Airport
Review as the winner of the 2010 Enabling
Technology Award for contribution to
enhanced capacity and safety.
The ATFM system, provided by Thales and
Metron Aviation, is deployed at ATNS’ central
airspace management unit and provides a system-wide
view for managing the entire region,
approximately 10% of the global airspace.
The solution utilises end-to-end collaborative
decision making to increase capacity utilisation
and enables airlines to optimise operations by
dynamically managing their allocated slots.
Over the last decade, tourism and travel in
South Africa has steadily increased by approximately
7% each year. With the increase in aircraft,
passengers and total air traffic movements,
South Africa felt it needed to more efficiently
manage airspace while enhancing safety. When
THE AFRICAN Airlines Association
(AFRAA), based in Nairobi, has expressed
deep concern about the
European Union’s latest list of airlines
banned from the European airspace due
to safety concern.
Thirteen of the 17 countries affected by
the ban are from Africa, with a total of 111
African airlines now named on the EU’s
so-called black list.
“Air safety is AFRAA’s number one priority
and we are the first to admit that
Africa needs to improve its air safety
record. However, while the EU list may be
well-intended, its main achievement has
been to undermine international confidence
in the African airline industry,” said
Nick Fadugba, Secretary General of
AFRAA.
In his response to the latest listing, he
claimed that the ultimate beneficiaries of
the ban were European airlines which
dominated the African skies to the disadvantage
of African carriers (see page 48).
“If any list is to be published, it should
be done so by the International Civil Aviation
Organisation (ICAO), the global regulator
of aviation safety, which has a known
South Africa was awarded the FIFA 2010 World
Cup, airspace optimisation and management
became an even larger challenge.
“This ATFM system helps us optimise capacity
and redefines the way we work with airlines,”
said Patrick Dlamini, CEO of ATNS. “The
central airspace management unit can now
predict the traffic flow well in advance which
will help us to put proactive measures to efficiently
and safely control traffic.”
The ATFM system gives ATNS advanced tools
for strategic planning, as well as pre-tactical and
tactical management of traffic flows within the
available capacity of the air traffic management
system. The system provides the comprehensive
ATFM capabilities to model and implement all
traffic flow initiatives for both aerodrome/airport
and airspace volumes in South Africa.
Traffic flow initiatives are used to dynamically
balance air traffic demand with capacity
to keep traffic flowing as smoothly and efficiently
as possible. Q
AFRAA OBJECTS TO EU’S LATEST LIST OF
BANNED AFRICAN AIRLINES‘
track record of impartiality,” he added.
According to AFRAA, the EU list has the
effect of damaging the reputation and
business of many scheduled African airlines
whose safety records and adherence
to ICAO safety standards are comparable
to the best airlines anywhere in the world.
The association contends that a detailed
examination of the EU list reveals
some contradictions. For example: The
majority of the African airlines on the list
have never operated scheduled flights to
Europe, do not plan to do so and have no
aircraft with the range to fly to any EU
state, and the list also includes many airlines
that only exist on paper and are not
operational.
The list indicates that neither the operating
licence nor the ICAO registration
number of most of the banned airlines are
known.
AFRAA has called on the EU to emulate
the example of the United States’ “Safe
Skies for Africa” initiative and launch an
air safety improvement programme for
Africa rather than issue a “blacklist” which
has not proved to be helpful in solving the
problem. Q

CESSNA CALLS FOR
INDUSTRY UNITY
ROBERT STANGARONE, vice president,
corporate communications
at Cessna, has called on the
aviation industry to keeping communicating
the value and benefits of business
aviation.
Addressing the British Business and
General Aviation Association (BBGA)
annual conference in London recently,
Stangarone said: “Everyone in our
industry should consider themselves
ambassadors. Business aircraft are used in
so many valuable ways and have truly
become essential to the global transportation
system.
“We need to take every opportunity to
spread that message to the world.”
He stressed the importance and
strength of unity. “Protecting our image is
a common goal we can all pursue, on both
sides of the Atlantic. Through Cessna’s
own ‘Rise’ campaign, we’ve seen the
power of partnering with our industry
allies and associations, with our government
officials, with our customers and
ONE OF the world’s largest carriers,
United States-based United Airlines, has
formalised a commitment announced
earlier by signing a firm order for 25
Airbus A350-900 XWB aircraft.
The aircraft will be powered by Rolls-
Royce Trent XWB engines. Deliveries of
will begin in 2016 and run through 2019.
The A350 XWB is a new family of midsize
wide-body airliners. The aircraft
brings together the latest in aerodynamics,
design and advanced technologies to
provide a 25-percent step-change in fuel
efficiency compared to current aircraft in
the same size category.
The A350 XWB airframe will have 53
percent composite materials, lightening
the weight thereby maximising fuel economy.
Featuring an entirely new, very
quiet, cabin with extra space and comfort,
passengers will enjoy more headroom,
wide panoramic windows and more overhead
storage area.
The three passenger versions have true
long-range capability and flexibility. The
A350-800 will fly 270 passengers in a
three-class configuration 8 300 nautical
with other stakeholders.
“Together, we need to make sure the
facts are heard. Business aviation supports
1,2-million jobs across the US.
Equally, thousands of European jobs as
well as those in other areas like Africa depend
on our industry.
“And companies that use business
aviation are more productive than their
competitors.
“It’s not just big business either,” continued
Stangarone. “The vast majority of
companies that rely on business aviation
are small and medium-sized operations.
And just as important, business jets are a
lifeline for small cities across North America
and remote communities in Europe,
and they play a critical role in disaster relief
efforts following catastrophes such as
the earthquake in Haiti.”
Stangarone concluded, “As an industry
we’re a force with strong points to make
and a solid strategy. We’re making good
headway but we have to keep working to
protect our image.” Q
MAJOR AIRBUS A350XWB ORDER
miles. The 314-seat A350-900 and 350seat
A350-1000 will offer similar longrange
performance.
The order book for the aircraft type
now stands at 530 aircraft.
Final assembly of the first aircraft is anticipated
in 2011, with the first delivery
scheduled for 2013. This will be an A350-
900 model. Q
EGYPTAIR’S FIRST B777-300ER
EGYPTAIR AND leasing company GE Capital
Aviation Services (GECAS) took delivery
recently of the first Boeing 777-300ER
jetliner to join the carrier’s fleet which already
includes five B777-200ERs, five
B737-500s and 12 737-800s, with another
eight 737-800s on order.
The Egyptian flag carrier is leasing the
new 777-300ER from GECAS and will take
an additional five 777-300ERs on lease
through the second quarter of 2011 to
continue upgrading its long-haul service.
A member of the Star Alliance, EgyptAir
will fly 777-300ERs on routes to London,
Tokyo and North America. Q
WORLD AIRNEWS, MAY 2010. 47
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CITATION CJ4
GAINS FAA
CERTIFICATION
CESSNA’S LATEST corporate jet, the
Citation CJ4, has gained its type
certification by the US Federal Aviation
Administration (FAA), and the company
announced that deliveries were set
to begin later this year.
The Citation CJ4 is the newest and
largest member of the popular CJ family
of business jets consisting of the Citation
CJ1+, CJ2+ and CJ3. The CJ4 is approved
for single-pilot operations and shares a
common pilot type rating with the others.
Retail price in 2010 dollars for a typically
equipped Citation CJ4 is $9-million.
The final results of extensive flight testing
have validated significant performance
enhancements including a takeoff distance
of 954 metres at maximum takeoff
weight, capable of a direct climb to 45 000
feet in just 28 minutes, a maximum speed
of 453 knots, a range of 2 002 nautical
miles with two crew and five passengers,
and a landing distance of 823 metres at
maximum landing weight.
The Citation CJ4 also offers an extensive
standard equipment list including a fourscreen
Collins Pro Line 21 avionics suite
with electronic charts and graphical
weather, TCAS II, EGPWS Class A TAWS,
48 WORLD AIRNEWS, MAY 2010.
Dual Mode S Diversity transponders with
ADS-B out capability, Multi-Scan weather
radar, emergency descent mode, and an
essential electrical bus.
The aircraft will debut the new Williams
International FJ44-4A electronically controlled
(FADEC) engines which gained FAA
AFRICAN AIRLINES have agreed to a
number of objectives to safeguard their
interests, especially the looming penetration
of the continent’s market by
foreign carriers.
The 40 carrier-member African Airline
Association (AFRAA) says one of its toughest
challenges is to guard the African market
against foreign carriers. “Currently
mega carriers transport over 70% of the
intercontinental traffic to and from the
continent and this proportion continues
to increase,” said Christian Folly-Kossi, the
association’s recently-retired Secretary
General. He noted that a head count revealed
that barely a dozen African airlines
were currently fairing well. He challenged
AFRAA member airlines to come up with
a strategy to fiercely fight competition
from foreign carriers.
“The biggest risk is seeing African carriers
run out of business one by one with all
imaginable consequences such as job
losses and lack of transportation facilities
to promote the African tourism industry.”
certification in February. The cabin can be
configured for up to eight passengers with
a standard, belted aft lavatory.
The Citation CJ4 also introduces the Rockwell
Collins Venue cabin management system
that includes BluRay DVD with HD
monitors, moving maps and XM radio. Q
PLAN TO SAFEGUARD AFRICAN SKIES FROM
FOREIGN AIRLINES
Other comments on the issue have
come a number of sources, such as President
Armando Emilio Guebuza, of
Mozambique, who said air transport
should be a catalyst for economic development
in the continent. He challenged
African governments to co-operate to
allow the continent’s carriers to operate
freely in Africa.
Another comment came from Africa
Civil Aviation Commission President,
Charles Wako, of Kenya, who noted that
opening African skies to African airlines
was the only way to fight domination by
foreign carriers. He said full implementation
of the Yamoussoukro Declaration was
critical to the survival of African airlines.
“Until this is done, our air transport systems
risk collapse,” said Wako who is also
chairman of Kenya Civil Aviation Authority.
He said the Yamoussoukro Declaration
was put in place to facilitate the liberalisation
of access to air transport markets
in Africa and to promote and protect the
air transport system on the continent. Q

At CemAir we offer high quality utility
turboprop aircraft to a variety of
operators throughout Africa and the
Middle East, both as a leasing company
and as an operator. Focusing on
reliability, safety and quality, we offer
premium airline operators and
humanitarian organizations the ability to
go further and faster into almost any
part of the continent.
Based at Lanseria Airport, South Africa,
we are ideally positioned to provide
support to our clients. With extensive
experience with the variety of
challenges the continent offers we are
able to understand your requirements
and meet them in this rapidly changing
environment.
We give our customers the peace of
mind of knowing that their aircraft
will arrive on time, every time.
www.cemair.co.za
Tel: +27 11 659 2171
Fax: +27 11 659 2174
Hangar 31, Gate 5, Lanseria Airport
P O Box 1312, Lanseria, 1748
WORLD AIRNEWS, MAY 2010. 49

50 WORLD AIRNEWS, MAY 2010.
Tel: (011) 805 4720
Fax: (011) 315 6275
email: cwp@cwprice.co.za
Aircraft Headsets
For over 50 years, Peltor has led
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for anyone who spends
time in noisy environments.
All headsets in the Aviation 8000 series
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Fixed Wing Aircraft and Helicopters.
Ground Power Unit
You can depend on Hobart for full
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AC or DC.
Hobart has earned the reputation
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The Red Box RB series
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Eagle Tow Tug
Nothing moves you like an Eagle tug. Designed and built to
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The Eagle TT-series All-Wheel Drive aircraft tractors pack a
lot of power in a small package.The advantage of All Wheel
Drive provides safe controlled traction on all surface conditions.
Getting ready for the kick off –
NATS SERVICES HELPS ATNS
PREPARE FOR WORLD CUP INFLUX
AT KING SHAKA
CONSULTANTS from the UK’s NATS Services have been working
with their partners in South African air traffic control
to reshape procedures at one of the country’s main airports
to ensure thousands of extra flights taking place because of
the World Cup can be managed safely and efficiently.
NATS provides air traffic control from its centres at Swanwick,
Hampshire and Prestwick, Ayrshire, in the UK. NATS handled 2,2million
flights in 2009, covering the UK and eastern North Atlantic
and carried more than 200-million passengers safely through
some of the busiest and most complex airspace in the world.
Prestigious international sporting events create such a dramatic
increase in business and charter jet flights that states have to create
special plans to ensure they can handle the extra movements.
The South African Air Traffic Navigation Services (ATNS) has
called on NATS Services to support its preparation for this major
global occasion by reviewing and updating procedures for the
King Shaka International Airport, in Durban.
ATNS aeronautical information services manager, Francois
Coetzee, said: “We knew that to deliver on time and meet all the
necessary requirements, we had to involve external partners.
Based upon technical expertise and price, NATS Services won the
contract.”
NATS Services project manager, Alec McLaren, said: “Training
the staff who will be running the show when the tournament
starts was a key element. That team – and the systems – are now
in place to manage the rise in traffic this year and beyond.
“We built a strong relationship based on mutual respect and
everyone was very open and straightforward. What we have built
together is new procedures fundamentally to improve capacity.”
He added that the brief was to ensure compliance with international
air traffic standards and to design new instrument procedures,
which incorporated the latest satellite navigation
technologies for the World Cup and beyond, when air traffic volumes
are forecast to rise.
The tournament starts on June 11 and ends on July 11, with
both beginning and end dates expected to see the biggest peaks
in air traffic movements. Q
CESSNA’S LANDMARK “SINGLE”
CESSNA RECENTLY delivered the 9000 th single-engine, pistonpowered
aircraft it has produced at its Independence, Kansas,
facility which it opened with the first model coming off the assembly
line in November 1996, following the company‘s 10year
hiatus from producing single-engine piston aircraft.
The milestone aircraft was a Cessna Skylane which was delivered
on site to its new owner.
Cessna had ceased production in the mid-1980s due to rising
liability costs and resumed production after the 1994 passage of
the US General Aviation Revitalisation Act.
In total, Cessna has produced more than 154 000 single-engine
pistons since the company’s founding in 1927. Cessna produces
the Skyhawk, Skylane, Stationair, Corvalis, Corvalis TT and
Citation Mustang at its facility in Independence. Q

The French
Bushman –
BROUSSARD
Text and photos by:
GEOFF JONES
WEAING THE squadron badge
on its nose from its tour of
duty at Tindouf, in Algeria, in
1960, this Max Holste MH.1521C1
Broussard now lives in a very contrasting
environment from the dust of the North
African desert.
Owned by classic aircraft enthusiast,
Nigel Skinner, this Broussard’s home is the
green and bucolic farmland of Eggesford,
Devon, in south-west England, one of a
surviving handful of these 1950’s military
liaison and transport aircraft built by the
French company Avions Max Holste at
Reims-Prunay (then known as St-Léonard)
in France.
Nigel Skinner, one of the Eggesford
Heritage Flight, acquired this aircraft from
France in 2000 where it had been civilian
operated by the Association Sauvegarde
des Avions Anciens, at Marmande as
F-GDPZ (c/n 208) since being formally demobbed
from the Armée de l’Air around
1984. Before this it served in the colours
it now wears with 76 Groupe Saharen de
Reconnaisance at Tindouf. After the
Algerian conflict ended it was re-deployed
to Berlin-Tegel, patrolling the French
sector of Berlin.
Max Holste designed the Broussard and
his company of the same name built a
total of 318 examples of the type for the
military, mainly the French Armée de l’Air,
ALAT (Aviation Légère de l’Armée de Terre)
and Marine National (3) plus 52 civilian
examples.
The prototype first flew on November
17, 1952 and production ended in
December 1961. It was not until after the
first flight, when a journalist for the
French magazine Les Ailes Jean Grampaix
flew and wrote about the MH.1521 as an
aircraft for ‘de brouse’ or ‘bush’, that
Holste christened his aircraft the
Broussard.
In French military service the Broussard
was soon nick-named the Soapbox because
of its angular, slab sided fuselage.
Examples were exported to foreign air
forces in Argentina (10), Portugal, the
Royal Moroccan Air Force (6), to Madagascar,
Mauretania and Senegal.
In the civilian version, the MH.1521C,
one was delivered to the airline UAT
(Union Aéromaritime de Transport) in
North Africa, four to Upper Volta (now
Burkina Faso) to operate a network of
postal, administrative and humanitarian
scheduled flights; one to Tunisia for use as
an aerial laboratory for atmospheric studies
and another in 1957 to Phnom-Penh in
Cambodia, where it also assisted the
French economic and technical mission
established in Saigon.
Many Broussards were distributed to
French African processions when they
were granted independence in 1960 including
Burkino Faso, Congo and Chad. In
1963 five Broussard’s were distributed
world-wide for use by French Air Attaché’s
overseas in New Delhi, Rome, Bonn, Rio
de Janeiro and Tel-Aviv.
In Argentina, the type was used by the
Ministry of Agriculture for crop dusting, but
was mainly used as a six-seat utility transport
and ambulance evacuation aircraft
accommodating two casualty stretchers, two
sitting casualties and medical attendants. In
later years these Broussards were used as
jump ships for parachutists.
A large aircraft with a 13,72 metre wing
span, standing 1,5 m high, it is also a
heavy aircraft with a 1 653 kg empty
weight. However, with its powerful, ninecylinder,
450 hp Pratt & Whitney R-985-
AN Wasp air-cooled engine, it is able to
carry a useful load of six people or 1 053
kg. With large flaps, very effective ailerons
and the unique twin tails and large elevator
the Broussard is a STOL (short take-off
and landing) machine.
To capitalise and improve on this performance
a modified version, the
MH.1522 was proposed, with double slotted
wing flaps and full span leading edge
slots, but only a single prototype was
built. Speed is modest, normal cruise
being about 122 knots with the maximum
speed 139 knots at 3 000 feet. Range is
647 nautical miles at a speed of 115 knots.
The remaining airworthy examples in
2010 are mainly ex-French Air Force, and
most are flown in France, Germany, Norway,
the UK, the US and Canada. Several
examples are preserved in museums including
one in the Museo Nacional de
Aerónautica in Buenos Aires, Argentina.
FLYING THE BROUSSARD
With the same nine-cylinder engine as fitted
to the contemporary DHC-2 Beaver,
performance is similar, although the
Broussard’s empty weight is greater, and
consuming around 75 litres (16,5 imp gallons)
per hour in an economy cruise, it is
an expensive aircraft to operate – even
the oil reservoir has a 36-litre capacity.
Its engine is also similar to that used by
the North American AT-6 (Harvard). The
Broussard has two main wing-root fuel
tanks with a capacity of 440 litres of which
430 are useable, and it has a 2,6 m diameter
aluminium variable pitch propeller.
The pilot and co-pilot seats are very
high and you clamber in to the seats up
the steeply inclined cabin, almost like in a
DC-3 – the view once seated is like the
captain on the bridge of his ship!
Able to carry six people the Broussard
is a great aircraft for transporting a large
family or for a flying camping holiday, although
you have to be careful with weight
and balance to ensure the CofG is not too
far back. The opposite applies if the
Broussard is flown solo, so you may need
to carry ballast.
A rarity on this aircraft is one of the engine
instruments, the pressure gauge to
be precise. It is graduation unit is the
pièze, or pz for short, with 1 pz being
equal to 0,01 bar. A fuller explanation can
be found in the sidebar on page 53.
From a reasonable runway surface,
with full throttle and in to wind, the tail
soon lifts and at 50/55 knots a gentle back
pressure on the stick and some deft rudder-work,
the Broussard is flying and can
WORLD AIRNEWS, MAY 2010. 51

e established in a ‘best climb’ of 700
ft/min at 80 knots, the gauges showing
117 pz and 2 200 rpm. At almost full power
(455 hp) in the climb a fuel consumption of
135 litres per hour will soon have you easing
back on the throttle to a more economic
420 hp when the gauges indicate 88 pz and
1 900 rpm with 100 knots indicated and fuel
consumption at 76 litres per hour.
Push the throttle and get 93 pz with
2 000 rpm and the speed will increase to
105 knots, but with the attendant fuel consumption
increase to 78 l/hr.
The Broussard’s flaps are effective as
demonstrated at landing or in the stall –
slow speed handling is good in all axes at
52 WORLD AIRNEWS, MAY 2010.
62 knots for loitering/reconnaissance and
deploying 30° of flaps will help bring the
speed back to 57 knots. For landing 80
knots is recommended down-wind with
20° of flaps, then on base leg slowing to
75 knots with 30° of flaps and establishing
finals at 70 knots with 40° of flaps at short
finals, plenty of rudder work and a threepoint
touch down technique.
Every Broussard pilot should be able to
land his aircraft on a 600 metre strip or
less and to take off from same. It is also
capable in cross-winds, the book maximum
for a 90° cross-wind being 16 knots
– just 20° and the limit is 50 knots.
If you want to buy a Broussard they are
available, but prices vary according to condition
and engine time – a good 1960 example
was advertised for sale in France
last year for Euro 49 000 with 4 600 hours
total time.
LARGER VERSION
Max Holste developed a larger, 17-seat,
twin-engine Broussard, the MH.250 Super
Broussard which first flew in May 1959,
ten examples being ordered by the French
Government. The company’s finances
were stretched so Max Holste collaborated
with Nord Aviation to develop and
build the MH.250 – this aircraft eventually
became the Nord 262 commuter-liner.

Meanwhile, a 49% stake in Max Holste
was acquired by Cessna Aircraft Company
from the USA and the old company name
disappeared and it became Reims Aviation
SA producing various Cessna singleengine
models (mainly 150s and 172s) for
the European and Middle East markets
and later the twin engine Cessna 404.
In the Algerian conflict (1956-1962) the
Armée de l’Air deployed 140 Broussards for
aerial reconnaissance, artillery spotting and
medi-vac duties, the aircraft equipped with
four under-wing hard points and often carrying
a machine gun mounted in the leftside
entry door position.
At least 29 examples were lost in this
conflict, many of them in landing and
take-off accidents. By 1980 there were
only 75 Broussards active with the French
military, many examples having already
been distributed to French aero clubs and
parachute clubs. The last Armée de l’Air
example was retired in November 1987,
followed by a veritable ‘flea-market’ of
Broussard sales to private owners, mainly
‘war-bird’ enthusiasts in the US. The very
last French military Broussard was retired
by ALAT at Montauban, in south-west
France, on July 1, 1993.
When the featured example came to
the UK it was adorned in a gaudy, brightly
coloured scheme sponsored by the dairy
WHAT‘S A PZ?
THE PIÈZE (pz) is a unit of pressure
in the metre-tonne-second system
of units (MTS system), used, for example,
in the former Soviet Union
1933-1955.
It is defined as one sthène per
square metre. For all intents and
purposes, 1 pz is equal to 0,01 bar so
if you are planning on buying a
Broussard you had better brush up
on the MTS system.
company, St. Ivel, and advertising its
‘Shape’ yoghurt products, attending air
shows and fly-ins between 2000 and
2006.
It then reverted to this more modest
and authentic Armée de l’Air scheme,
coded ‘IR’ from its days at Tindouf in the
western Algerian desert – note the white
painted upper surfaces to provide some
deflection to the searing Saharan heat.
It is one of an estimated 20 examples
world-wide still maintained in airworthy
condition and most years European
Broussard pilots enjoy a ‘rassemblement’
at their aircraft’s birth place, French
champagne country at Reims. Q
WORLD AIRNEWS, MAY 2010. 53

ONE FOR
THE
RECORD
BOOKS?
Brother and sister
combo make a
unique flying pair...
THERE HAVE been many instances of
two brothers or even a brother and
sister both choosing flying as a career,
but seldom – if ever in Africa anyway
– have there been a brother and
sister who both started learning to fly at
the same flying school on the same day
and then, a year and a half later, again on
the same day, qualifying for their Commercial
Pilots’ Licences.
Meet Andre and Riëtte Strydom, the
brother and sister team from
Johannesburg who have done just that
writing perhaps a new chapter in the
annals of South African aviation. They
finished their CPL course at 43 Air School,
in Port Alfred, and qualified on the same
day recently, both immediately setting
their sights on obtaining their Airline
Transport Pilots’ Licences just as soon as
they can complete the written examinations
and build up sufficient flying hours
to do so.
But do they have the same goals in aviation?
Riëtte said, with a mischievous
twinkle in her eye, that her ideal job as a
pilot would be to “fly some rich person
around in a private jet.” Her brother has
set his sights on one day becoming an airline
captain commanding an Airbus A380.
Was there much competition or friction
between them during their flying training?
“Not in the least,” they answered in
unison when asked. Andre added: “For a
brother and sister, I think we get along
great. As the younger brother, I don’t
think of Riëtte as a sister, but rather as my
best friend.”
Riëtte’s interest in flying developed
54 WORLD AIRNEWS, MAY 2010.
Andre and Riëtte Strydom both qualfied as CPLs on the same day recently.
when she met several pilots with different
lifestyles through her mother’s business.
“We lived near Johannesburg International
Airport nearly all our lives and I remember
watching the planes approaching
to land. I was in awe of how such a big
thing could stay in the air. I am very proud
to be one of the comparatively few
women in a male-dominated industry to
have qualified as a Commercial Pilot.”
For Andre it was a dream come true. “It
has been my dream since I was a little boy.
I have been in love with the thought of flying
for as long as I can remember, but I
lost the dream somewhere along the way.
That was until my sister decided to start
flying – and I could not let her have all the
fun, could I?”
HIGHLIGHTS
Asked what was the highlight during their
time of training at 43 Air School, Riëtte
said that not only was it qualifying as a
Commercial Pilot, but also the friendships
she had made that would last a life time.
“The day I passed my CPL test, I realised
that my dream of having an office with a
view will finally become a reality.”
For Andre the highlight was also passing
his CPL test. “But this came with the
thought that I had to utilise all the skills I
had acquired over the last year and a half
in one day. I think, too, that another highlight
must have been waking up every
morning knowing that I’ll be doing what I
love every day.”
Asked about the “low points” in their
training Riëtte said: “Some days I really
thought it could not get any worse and
that I would give up. But my parents
bought us Harley Davidsons (motorbikes)
as an incentive to keep our chins up.”
Andre agreed that in flying you have
good days and bad days. “For me there
were very few bad days. Being somewhat
of a perfectionist, made these bad days
worse, as you always want to do everything
perfectly. Our parents telling us they
were enjoying their breakfast runs on
their bikes while we had to work and
study, did not help either.”
And 43 Air School? “The school has a
reputation for being one of the best in the
world. Naturally, if you want to be one of
the best, you have to learn from the best,”
they both agreed.
They were also in unison on another
point: “We are so blessed to have amazingly
supportive parents who have been
there every step along the way and without
whose sponsorship our dreams would
never have become a reality.” Q

Avionic Systems at Rand Airport has been established
for 46 years. We are authorised
dealers for ROCKWELL-COLLINS (Business &
Regional and Air Transport Divisions). In addition,
we are SOLE Dealers in the region for
COLLINS GOVERNMENT SYSTEMS (Military
equipment). Our experienced technicians are
available for pre- and after-sales advice. We
also import and support equipment from
BECKER and INTERTRADE. Our Licenced
workshop is accessible by road and runway,
with convenient aircraft parking. We are sole
agents for ENTERPRISE ELECTRONICS, manufacturers
of meteorological equipment, including
ground-based radar systems.
56 WORLD AIRNEWS, MAY 2010.
Rand Airport, Germiston, South Africa
P O Box 18004, Rand Airport, 1419
Tel: +27 11 827 5593/4 Fax: +27 11 824 2928
E-mail: arthur@avionicsystems.co.za
AMO 020
Member of Trace International
Arthur Wurdeman Pieter Breedt

WHAT DREAMS ARE MADE OF
EVER SINCE private flying, and more
specifically, general aviation, became
a popular mode of transport
after the end of World War II, aircraft designers
have been wanting to develop a
small aircraft which could easily be converted
into a motor car and vice versa.
There have also been those who have
converted cars into boats and even submarines,
James Bond style. Many designs
in both disciplines have appeared, but few
have proven to be successful to the extent
that they have captured many sales.
Now, however, an American company
which has been specialising in what it calls
“advancing the state-of-the-art in personal
aircraft since 2006”, has come up
with a unique design which it has called
the Transition Roadable Aircraft.
Based in Woburn, MA, Terrafugia Inc.
has successfully test driven and test flown
this two-seat, side-by-side car-cumaircraft
which, from an aviation point of
view, is registered in the Light Sport Aircraft
(LSA) category.
Discussing the rationale behind the development
of the Transition, a company
spokesman explained: “Every pilot faces
uncertain weather, rising costs and
ground transportation hassles.
“The Transition combines the unique
convenience of being able to fold its wings
and drive on any road surface with a modern
personal airframe platform.
“Folding the wings for road use,” the
spokesman continued, “and deploying
them for flight at the airport, is activated
from inside the cockpit. This unique functionality
addresses head-on the chal-
lenges faced by today’s private and sport
pilots.”
On the road, the car version cruises at
speeds up to 104 km/hr (65 mph), but in
flight its cruising speed is 100 knots. In the
air it burns a just over 19 litres per hour,
while its fuel consumption on the ground
WORLD AIRNEWS, MAY 2010. 57

its consumption is around eight to ten
litres per 100 km.
As an aircraft with its wings folded out
to a span of 8,3 metres (27,5 feet), the
Transition Roadable Aircraft requires a
takeoff run of 518 metres to get airborne
and clear the traditional 17-metre obstacle.
It rotates at 70 knots, stalls at 45
knots and has a range of 400 nautical
miles from a fuel tank containing 75 litres
when full. The aircraft-cum-car has a useful
load of 195 kg.
With its wings folded and ready for the
road, the Transition is more “compact”
than many compact cars. It is 5,62 metres
long and only two metres wide and is 1,96
metres high, its folded wings only adding
a few millimetres extra to the height of
the “fuselage” when folded.
From a safety point of view, the
Transition has a safety cage and crumple
zone in addition to all the crash safety
features of a modern car plus a “full
vehicle” parachute which appears to be in
58 WORLD AIRNEWS, MAY 2010.
vogue with the latest light aircraft.
The cockpit has plenty of room being
1,29 metre at the shoulders. It has a “glass
panel” with the latest state-of-the-art
avionics plus the usual road instrumentation
all neatly positioned.
The Transition Roadable Aircraft is
powered by the well-proven 100 hp Rotex
912S engine driving a four-bladed pusher
propeller while in flight and front wheel
drive while on the ground.
For road use, no special licence other
than a normal car driver’s licence is
required. For those without a flying
licence, the company offers a specific
Transition course for a Sport Pilot’s
licence which can be acquired in as little
as 20 hours. Licensed pilots need only go
through a familiarisation course. This is
included with every Transition delivery.
The company anticipates a purchase
price of $194 000 and potential owners
can secure an airframe with a refundable
deposit of $10 000. Q

AIRVENTURE DAKOTA UPDATE
DC-2 WILL LEAD ‘THE LAST FLIGHT...”
ANNIVERSARY FORMATION OF
DC-3/C-47S TO OSHKOPSH
Henry M. Holden reports
This aircraft, reported to be the last airworthy Douglas DC-2 in existence, will lead the
formation of at least 40 DC-3/C-47 Dakotas on the historic 75th anniversary flight to the
EAA AirVenture at Oshkosh at the end of July. The DC-2 was the predecessor to the DC-3.
THEY ARE coming from all over the
United States – some 40 Dakota
aircraft have signed up to take part
in “The Last Time...” 75th anniversary
celebration of the aircraft type at EAA
AirVenture, Oshkosh 2010 (see World
Airnews, April 2010).
Another 12 aircraft are in the queue
waiting for a coveted “slot” should one
come available. Fewer than 100 of the aircraft
remain airworthy in the United
States, meaning that perhaps more than
half of the current fleet will be present at
AirVenture 2010 at Oshkosh at the end of
July.
The other Dakota aircraft attending but
not flying in the formation will allow Air-
Venture attendees to be able to see no
fewer than 50 DC-3/Dakota/C-47 aircraft
on the ground at the same time at
Oshkosh
The 40 Dakotas will stage during the
weekend prior to opening day at Whiteside
County Airport, Illinois (KSQI). The
public, as well as media, are welcome to
visit KSQI to watch the launch of all 40 aircraft,
as the formation will be built in the
skies above this airport before heading for
Oshkosh.
The existing civilian world record formation
flight for the type is currently 27, set
in 1985 in South Africa. This event will represent
the largest gathering of airworthy
Dakotas since World War II.
One of only two Douglas DC-2s, the
predecessor to the DC-3, will join the July
26 mass arrival at EAA AirVenture.
The only airworthy DC-2 is owned by
the Museum of Flight in Seattle, Washington.
It will head the group flight of DC-3s
just before the opening day air show to
usher in the week-long celebration.
Aviation luminary, Clay Lacy, who was a
driving force behind the aircraft‘s restoration,
will pilot the DC-2 from its current
home at Van Nuys Airport, California, to
KSQI, and then on to Oshkosh.
The United States Air Force has
confirmed that the Altus Air base C-17
demo team “Rat Pack” will be present at
Air-Venture this year in support of the DC-
3 / C-47 reunion. This massive heavy airlift
aircraft has been authorised to fly the
“firstin the history of aviation” C-17
heritage flight with three other C-47s in
formation at the same time.
This flight will only occur once, and will
take place at AirVenture pending EAA approval
and sequencing which is expected
shortly.
The week-long festivities at AirVenture
will also include historical and technical
forums/presentations, movies in which
Dakotas played a major role such as the
1953 John Wayne classic, “Island in the Sky,”
fly-bys and a special evening DC-3
programme at the Theatre in the Woods
venue at Wittman Field. Q
AptracAviation
Fixed-wing &
Helicopter Training
PPL, CPL and ATP
Night, Instrument and
Instructor Ratings
Game/Sling Ratings
Type Ratings
Full Groundschool
On-site Simulator
CRM courses
Residential campus
Based at Port Elizabeth
International Airport
South Africa
Tel +27 41 581 0327
Enquiries: info@aptrac.com
www.aptrac.com
ww www.aptrac.co
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APTRAC Aviation incorporates
Helicopter Pilot Training Centre,
Airline Pilot training Centre,
& Escape Airtours, Charters & Transfers
Flyer And Aviation cc 2009/04
WORLD AIRNEWS, MAY 2010. 59

PLETTENBERG BAY AIRPORT
SHOCK
Tom Chalmers reports
ALL AVIATION fuel supplies – Avgas
and Jet A1 – at Plettenberg Bay
Airport were drained from their
holding tanks just before Christmas and
all the equipment and infrastructure was
disassembled, loaded on to flat-bed
heavy duty trucks and removed recently,
appropriately perhaps under a mantel of
heavy fog and rain.
The withdrawal of the refuelling service
which was run by the local municipality,
and then the later removal of the all the
infrastructure, has been met with dismay
by not only the general aviation fraternity
at the airport and in the immediate vicinity,
but also by many owners and operators
of aircraft throughout the country
which use the airport.
Not only is Plettenberg Bay a prime holiday
resort on the Cape Garden Route, but
it was also the only airport with refuelling
facilities between the two ACSA-operated
airports of Port Elizabeth and George. The
refuelling facilities were used extensively
by both piston and jet-powered aircraft,
especially during peak holiday periods.
It was also likely to have been an airport
of choice for overseas visitors during the
World Cup soccer tournament, but
without available fuel, this could seriously
affect the expected influx. Said one
aviation observer when asked to
comment: “With the World Cup just
around the corner and billions being spent
by Government, it boggles one’s brain as
to why this has been allowed to happen
to this Garden Route coastal airport.”
To date no official statement is known
to have been made by the Plettenberg Bay
municipality as to the reason for the with-
The death knell of “Plett”?
drawal of the service.
World Airnews understands that an
undisclosed number of businessmen in
the Plettenberg Bay area had subsequently
approached both the municipality
and BP, the oil company supplying the
fuel, with a proposal that they purchase
the facility and its infrastructure from BP
and take over the running of the service.
Although BP apparently agreed to the proposal,
the municipality turned it down,
saying that the airport was going to be put
out to tender.
Locals say they have heard this story before
since the tender idea was first mooted
six years ago. A number of proposals have
subsequently been put to the municipality,
but all have apparently been rejected.
Senior members of the Town Council
are said to be “not interested in the airport
nor the effect its possible closure will
have on tourism to the town.” Efforts by
World Airnews over several days to contact
the Municipal Manager, the Corporate
Manager or even the Mayor, for
comment on the current situation or the
future of the airport, were “brickwalled”
by telephonists and/or secretaries.
It appears that the officials are “in
meetings” or “not available” or otherwise
“away on business,” no matter what time
of the day contact was attempted.
The six employees at the airfield who
were given the job of handling the refuelling
of aircraft were still there at the time
of writing without apparently anything to
do. They are believed to have been told
that “something else will be found for
them to do.” They referred all enquiries to
the Town Manager. Q
WORLD AIRNEWS, MAY 2010. 61

TWO MILESTONES FOR AIRBUS
THE GRANTING of the EADS Type Certification for the new Airbus
A330-200F freighter and the maiden flight of the second A400M
turboprop heavyweight transport aircraft, marked respective
milestones for Airbus and its subsidiary, Airbus Military, is recent
weeks.
A surprise came with the granting of the A330-220F certification in
that its payload capability has been listed as 70-tones, one tonne greater
than was expected. The granting of the certification followed an extensive
200-hour flight test programme which was performed by two aircraft
covering both engine types on offer, namely the Pratt and Whitney
PW4000 and the Rolls-Royce Trent 700.
This dedicated freighter aircraft, which is a derivative of the A330-
200 passenger model, has been certified through an amendment to the
existing A330-200 EASA Type Certificate granted to Airbus in 1998. This
EASA award will be followed by Federal Aviation Administration (FAA)
Type Certification.
The A330-200F features an optimised fuselage cross-section, offering
flexibility to carry a wide variety of pallet and container sizes. Airbus
claims the type offers 30% more volume than any freighter in its class,
and is based on the proven and technologically-advanced A330 plat-
62 WORLD AIRNEWS, MAY 2010.
form, for which Airbus has over 1 000 orders and already more than
650 aircraft in service.
Over 3 400 freighters will be needed in the next 20 years to cater for
a 5,2% average annual growth rate. This will include around 1 600 midsized
freighters, of which the A330-200F will play an important role.
Meanwhile, the second Airbus Military A400M military airlifter made
its maiden flight recently getting airborne from off from Seville, Spain,
with a take-off weight off 128 tonnes. Its first flight lasted four hours
and 50 minutes. The aircraft, dubbed MSN2, has now joined its sistership,
MSN1, which had already completed 66,5 hours in 15 flights.
MSN2 is the second of an eventual five aircraft which will conduct
the 3 700 hour flight-test programme leading to first delivery. Like
MSN1, it carries heavy flight-test instrumentation. It will be primarily
dedicated to aircraft and powerplant performance testing while MSN1
continues to be used for clearance of the aircraft and powerplant flight
envelope, loads, flutter, and handling qualities development.
The third A400M aircraft is expected to fly by the beginning of the
summer and the fourth around the end of the year.
A total of 184 aircraft has so far been ordered by Belgium, France,
Germany, Luxembourg, Malaysia, Spain, Turkey and Britain. Q
F. GOMES
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THE SPIN
Brian’s life flashes before
him as the Extra spins on
and on and on.....
IT OCCURS to me, with a sense of mild injustice,
that in the next twenty seconds I
am going to die. And I do not know why.
My right leg and arm are bar-taut and quivering,
jamming full rudder and forward stick.
We must recover. The Extra spins on.
Fright is the igniter of true fear. But this has
happened so quickly there has been no time
even for fright. I am simply observing the fields
of Buckinghamshire whirling past the nose and
wondering what I am doing wrong that is going
to make me die on this summer morning.
The power is off. Even if my left hand wasn’t
hauling the throttle hard back I’d know this because
of the noise. The sound of the airflow in
this spin is an eerie whistle such as I have never
heard before in the Extra’s cockpit.
We spin on. The Extra does not do this.
The Extra EA230, designed by the near-genius
Walter Extra and built with Teutonic precision
by Extra Flugzeugbau, spins like an
obedient politician. And, of course, recovery is
equally mannerly. No fancy techniques
needed; just rudder-stick and it stops. Bingo.
In fact, as in most aerobatic hot ships, you
never normally even think about the tiny matter
of recovery from a mere spin. When you require
to stop a spin in this kind of aeroplane you require
it in the down-vertical on heading and you
require it exactly on heading, not a sloppy three
of four degrees off. So you do not go think-rudder-stick;
instead you slam the controls like cracking
a whip; hit whatever you need to translate
instantly from auto-rotation to vertical dive.
In the course of this ungentle procedure the
actual spin recovery is an almost incidental byproduct.
It always stops. Every time. That is, it
was every time. Here and now the Extra spins
on. And I still have not the slightest idea why.
In a short time I shall never know why in this
world. Because in a short time this aeroplane
and I will be an intermixed mass in one of the
peaceful fields below.
In one way, of course, it was due. If a man
will earn his living flying displays of aerobatics
By: Brian Lecomber
at low level, there will inevitably be moments
when Old Man Death reaches out a beckoning
hand. In the early years you laugh off these encounters
with varying degrees of conviction.
But as more years roll by the mirth tends to
acquire a certain hollow ring, until eventually
(unless you are completely lacking in all imagination)
you come to accept that diligently as
you may scheme to avoid the final summons,
still the Old Man will probably have his way in
the end if you persist in your calling.
This is the law of averages, and is not to be
denied. It is why life insurance in this line of
work is for all practical purposes unaffordable.
I have been around for a fair while. I have
nodded to the Old Man on several occasions.
This likely termination is, by dry actuarial reckoning,
due and overdue.
But this way! This is not the sometime-inevitable
mistake. This is total betrayal…
The treachery is absolute. Against all reason
the Extra has simply decided to throw away
the known laws of aerodynamics and whirl on
down to its destruction. And mine.
Four years ago I would have been less astonished
at such infidelity. Then the Extra was
new and I was not used to Extras and there
was a period of deliberate vulgarity while I established
just what my new lady would and
would not let me get away with.
In-spin aileron, out-spin aileron, stick-before-rudder,
power-on, power-off, stick back
Muller style – all the liberties which might have
been expected to prompt a fit of passion and a
slap around the face.
And – nothing. The Extra was the perfect
mistress. Spin how you will, hash up the controls,
come home drunk singing dirty songs –
still she smiled demurely and forgave. To stop
a spin, just stop and you’ve stopped.
So what, in heaven’s name, is different now?
Two differences spring to mind which I do
not wish to dwell upon. The first is that four
years ago I was up at 4 000 feet conducting my
nervous experimentations. And the second is
that at that time I dressed slightly differently,
to the extend of rounding off my outfit with
the small frippery of a parachute.
We spin on.
A separate part of me notes that the nose
is high and the rotation is very fast. This probably
means we are not coming down particularly
quickly as spins go – a factor which, even
if true, is of very little consequence indeed, especially
since this separate part also notes that
the whirling panorama of the ground is slowly
swelling up and around us.
Being an experienced separate part it knows
that ‘slowly’ is an illusion brought on by the imminence
of demise; the ground only ever appears
to swell up when you are close to it and
becoming rapidly closer.
I check feet again. Hitting the wrong rudder
is the oldest killer in the book and far easier to
do than many aviators would believe; the main
lesson long experience teaches is that long experience
does not render one immune.
But I am not doing it; we are spinning left,
and my quivering leg is locked on right rudder.
God what am I doing, or not doing, which is
making this spin different? And Sir, if you’re
going to let me know, please do it very soon.
The spectre of structural failure has already
crossed my mind. If a rudder cable or something
has broken I could shove my foot halfway
through the Lycoming’s crankcase without
achieving the slightest result. But the aeroplane
feels all right; the Extra and I have now
long been one, and even in this extreme I am
sure I would know if our body was wounded.
Also, of course, if something has bust there
is exactly nothing I can do about it. This truth
renders all thoughts on the subject nothing but
a pure waste of seconds – seconds I require for
more positive considerations.
Or at least, I would require them if I could
think of anything positive to consider. As it is I am
consumed by utter helplessness. The unnatural
whistling of the airflow seems to freeze my brain
and curdle the very marrow of my bones.
I suppose the sound is a function of the very
fast rotation, which is certainly the fastest I
have ever experienced in any aeroplane. And
that is probably due to the way we went in.
The way we went in was highly inadvertently.
I was practicing knife-edge spins. These
are rapid negative-g semi-stalled gyrations
with the wings in the vertical plane. They look
sickeningly weird – which is not misleading –
and their overall flight path is straight down
with the subtlety of a dropped brick.
Some aeroplanes – among which the Extra
230 is definitely numbered – require a certain
degree of tact and diplomacy on entry to the
knife-edge spin, lest they become cantankerous.
My technique is to enter off a stall-turn;
most gingerly at first to get the rotation
started, and then delicately smashing every
control hard into the appropriate corner of the
cockpit to wind up the revolutions.
WORLD AIRNEWS, MAY 2010. 63

The right moment to smash is critical. Too
late and you go into a highly uncomfortable
negative-g down-vertical barrel roll; too early
and the whole world explodes into such a
maelstrom of whirling violence that you can
only cling on aghast, convinced that no aircraft
can possible gyrate this fast while still maintaining
possession of all its major appendages,
such as wings.
When this happenstance occurs, the only
thought you have is to halt the proceedings at the
earliest possible moment before your head flies
off your shoulders. This instinct is most sound,
since even if your head remains attached there
is certainly a very real danger of the propeller
parting company from the rest of the assembly.
So you tramp on opposite rudder and un-bash
the stick and wait for anxious moments…
Which is what I did when it happened to me
thirty seconds ago, resulting in this spin.
The transition from super-fast negative
knife-edge spin to very fast positive ordinary
spin happened too quickly for perception.
There was a second or so of that ominous
rolling-sliding feeling which all aeroplanes can
produce when they seriously wish to inform
you that things have got out of hand, and then
there we were, spinning. And not, ridiculously
not, stopping spinning when so directed.
The whistling noise is grimly steady, testifying
to the locked-in state of the spin. My leg
muscles shake as if in disbelief that their
strength is not this time halting the ghastly rotation
of the landscape around the engine
cowling. Why? Why?
I snatch my hand back and forth again to
bang the stick hard against the forward stop.
Just to make sure. It was there anyway.
The spin goes on.
The ground is horribly close. The details are
not a factor, one bit of farmland being much like
another to die in. But you only ever see revolving
ground from very much too low once in a lifetime,
and that briefly. The spectacle is impressive.
The sunshine is bright and warm, and the
world will go on. I will not be with it.
The Extra will probably not burn – the engine
having been idling for half a minute there
won’t be the red-hot exhaust to flash the fuel
– but the aeroplane and I will certainly be an
impacted tangle in the earth, mute and crumpled
testimony to my ineptitude.
If I should have any small – and by this performance,
undeserved – reputation, then the
wreckage may cause some puzzlement among
those whose job it is to look into such things.
The Air Accident Investigation Branch will peer
at the remains, check, measure, piece together
shattered parts, trace twisted control runs,
search for mechanical failure. Not finding it,
they will look for evidence of pilot error.
Because they are very conscientious and because
I was known as a long-lasting aerobatic
pilot at least up until this point, they will look
64 WORLD AIRNEWS, MAY 2010.
very hard, lest whatever caught me should rear
up again and claim further victims.
Well, I wish you luck, AAIB. Much luck. Because
I fear I am going to leave you precious
little evidence.
The spin goes on.
Of course, AAIB, you will question the witnesses
and also look at my record. The witnesses
will furnish colourful variations on the
central theme (the plane was stunting, bits fell
off it in the air, there was an explosion, etc.),
but my colleagues in the business may offer
more seemingly pertinent clues. They may tell
you, for example, that my normal display routine
includes a five-turn full-power flat spin entered
from 1 400 feet. And you may thereby
conclude that this was what I was doing and
for once I lost count of the turns or fumbled
the recovery…
But you will be wrong. This is not a poweron
flat spin – the nose is lower, the rotation is
much faster, and the power is most definitely
off. I wish it was a true flat spin because I can
recover from a flat spin in an instant with reflex
motions as familiar as breathing. So benign is
the Extra that you don’t even have to throttle
back; just lead a quarter-turn and smash in
hard out-spin rudder, in-spin aileron and forward
stick.
AILERON!
I look down at my right hand. It is a distant
member, frozen in effort. It is holding the stick
hard forward.
And central.
I move the hand to the left. Into the spin.
The spin stops.
It stops immediately and without the slightest
fuss. The sudden sanity is absolute after
the turmoil.
We pull out of the dive. The ground is 200,
maybe even 300 feet beneath us.
We soar up into the warm sky, the Extra and
I. Snarling at full power away from that dread
place in the innocent farmland. My heels are
drumming on the alloy footwells and my
mouth is sticky-dry. The shaking of my hands
is echoed by the wild pounding of my heart.
Even before we level off I am an older and
wiser man. I know with hideous clarity the extent
and simplicity of my sin.
The truth of this day is not flattering.
In the knife-edge spin one hits, among other
things, full-forward-full-left stick. When this
knife-edge spin went beserk my first act of recovery
was to hastily remove all such extreme
control inputs. The Extra then translated into
an ordinary spin, while I doggedly hung on to
out-spin controls for the knife-edge.
Which, of course, did not include in-spin
aileron.
In the ordinary way this would not have
mattered overmuch. I had the correct rudder
on, and normally if you have that the Extra will
come out of a spin eventually even if you’ve
pulled the stick out by the roots.
But this was not an ordinary spin. The incredible
violence of a knife-edge gone bananas
imparted such rotational velocity that the spin
was maybe twice as fast as the Extra’s normal
cadence. It may well be that this is the only
way you could ever get an Extra 230 into a spin
that fast.
And for that extra spin, as I can now testify,
it turns out that you do most definitely need
in-spin aileron for recovery.
Simple.
My already dry mouth is host to the ashes
of mortification. Because, of course, I knew
this: I know that in nasty spins any aeroplane
may need in-spin aileron on recovery. It is a
fundamental which is branded in letters of fire
through the very fibre of my being.
So how come I sit there fat and dumb, if not
exactly happy, holding a recovery action which
was half-a-leftover from a previous embarrassment?
How come my oh-so-experienced
reflexes were to be so mesmerised as to permit
such an elementary lapse?
We fly around in a large, aimless circle. My
face itches with sweat and I wipe my sleeve
across it, leaving damp patches on the Nomex.
Oh, I know how come, of course.
Sudden shock of the unexpected. Idea fix –
fixed idea that I’d already done the right thing,
the whole right thing, and nothing but the
right thing. Failure, dismal failure, to recognise
gut-feel reflex as unreliable and instantly replace
it with proven rote. Idiocy. The human
condition. Premature senility…
All the usual things.
But I have learned. Oh yes. Another twig on
the sometimes creaking edifice of experience.
This will – may – be a mistake I shall not make
again.
Doubtless I shall find others.
But when I do, just may they please be not
quite so low. Or quite so persistent.
Realistic low-level practice for display flying
is absolutely vital for all concerned. You practice
high at first and then slowly bring it down
low; this is fundamental for the safety of the
performers, the spectators, the organisers,
even the careers of the bureaucrats who claim
to control these things. Everybody. It is a primary
imperative. Unarguable.
But in the nature of the beast it does mean
that somewhere, sometime, somebody is
going to screw up at that low level. This is
equally unarguable…
So Lord, next time I make a screw-up on this
scale, please help it to be in earlier practice.
Just a bit earlier, when I am just a bit higher…
The cockpit is now normal again, and I am
one small bit wiser.
We wheel round, the Extra and I, clearing
the sky. Then we pull up to the vertical.
There are those knife-edge spins to look at
again. Q

The Evektor SportStar
EVEKTOR AEROTECHNIK –
40 years of aircraft production
ONE OF the most prolific and bestknown
manufacturers of light
aircraft, Evektor Aerotechnik, is
celebrating its Ruby Anniversary this year
and, to mark the auspicious occasion, it
recently rolled out its first twin-engine
turboprop model, the nine- to 14passenger
the EV-55 Outback.
This aircraft had its first engine run in
December and had been undergoing
ground testing prior to its official roll-out
late in March.
This followed close on the heels of the
unveiling of the new single engine fourseat
aircraft, the VUT100 Cobra, which
marked Evektor Aerotechnik’s move into
the higher segment of general aviation
manufacturing.
Forty years ago the company was
established with the manufacture of the
well-known L-13 Vivat motor glider. It
then went on to produce general aviation
aircraft with the remodelling of Zlin
aircraft types such as the L-60 Brigadyr.
The company soon established itself in
aircraft design and manufacturing together
with transmission of the highest
general aviation standards.
Manufacturing and marketing sport
aviation aircraft became a base for
Evektor Aerotechnik’s success on the
world markets in this particular sphere
with the result that, today, the company
is one of the world’s largest manufacturer
of advanced UL and LSA airplanes with
fleet of around 1 000 aircraft flying.
These are operated by flight schools
and by private individuals in more than 40
countries across the world.
In 1996 production of advanced
ultralight aircraft was launched; starting
with the P-220UL Koala. In 1997 Evektor
introduced the advanced ultralight EV-97
Eurostar which, thanks to its excellent
flight characteristics, reliability and
uncompromising built-in quality, immediately
became popular worldwide for
training in flight schools as well as leisure
flying.
Early in 2003 the new Evektor Harmony
trainer gained the JAR-VLA type certificate
from the Czech CAA followed by EASA TC
two years later. The rugged JAR-VLA airframe
was also utilised in the Evektor new
light sport aircraft called SportStar that, in
April 2004, became the very first aircraft
type in the world approved by the FAA in
the US LSA category.
For its proven excellent flight
characteristics and outstanding control
harmonies the SportStar received “S-LSA
Aircraft of the Year” honour from AeroNews
Network.
In 2008 the Evektor introduced the new
SL models of the EuroStar and SportStar.
SL is the abbreviation of words Sleek Lines
representing the new sleek exterior design
of both models.
At lastr month’s Aero Friedrichshafen
air show, Evektor unveiled the new luxury
cockpit of the EuroStar / SportStar where
Evektor has utilised its long-term experience
in car interior designs.
Evektor is involved also in general
aviation projects from the European
aviation industry. In recent years the
company has participated in deliveries of
subassemblies such as those for the Ibis
Ae 270 project; Aero Vodochody L-159
programme and deliveries of production
jigs for the Boeing 747 auxiliary fuel tank
programme of Marshall Aerospace. Q
WORLD AIRNEWS, MAY 2010. 65

MALTA AVIATION PARK
DEVELOPMENTS
ACCELERATE
From: Chris Cauchi
THE NEW aviation park which is
being built in Malta at a cost of
some 17-million euros and which
will ultimately cover an area of over
200 000 square metres, is attracting increasing
numbers of operators, the latest
two being Medavia and SR Technics
which are both building large premises
at the park.
Due to be fully operational by the end
of this year, the Maltese Prime Minister,
Lawrence Gonzi, has been quoted as saying
that the aviation park was “a vision
through which the government wants to
establish Malta as a major aviation centre
in the world.”
Medavia, a Malta-based company
which forms part of the Libyan Arab Foreign
Investment Company (LAFICO), is investing
10,5-million euros to build a new
hangar and office block at the aviation
park as part of its plan to expand operations
on the island.
The company is mainly involved in the
movement of personnel and cargo from
Tripoli to desert oilfields. It also provides
specialised aircraft maintenance and administration.
It employs 250 people both in
Malta as well as Libya.
The new investment will feature a 5 000
square metre hangar and a 2 000 square
metre office block.
Medavia managing director, Abdurazagh
Zmirli, explained that the new office
block and hangar would be built on
the site of an old similar facility that was
being dismantled. It used to belong to
NewCal Aviation in the past.
Materials from the old hangar will be
recycled and used in the new environmentally-friendly
premises that are
planned to be completed by July.
Another development at the aviation
park is that of SR Technics which is due to
begin operations there within the next
few months and the first aircraft to arrive
there for major maintenance is expected
in September.
The Maltese Minister of Finance, Tonio
Fenech, explained that the aviation industry
was continuing to expand and that
Malta was fully geared to benefit from the
opportunities that would surface in the
NIMROD MRA4 DECLARED ‘READY TO TRAIN’
THE NIMROD MRA4 has made significant
steps forward with the
UK Ministry of Defence recently
having formally accepting the aircraft
and declaring it “ready to train”.
This declaration follows the type
acceptance of the MRA4 which allows
the delivery of production aircraft and
the start of aircrew training, and the
handover of the first production
aircraft, designated PA04, following a
demanding series of acceptance tests.
PA04 (shown above) has now moved
from Woodford to BAE Systems’ Warton
site, where RAF aircrew will be trained
under what is termed the “transition
programme” and the first of those
trained will become instructors.
The MRA4 will transfer to the aircraft’s
future main operating base at
RAF Kinloss later this year once an initial
near future. He said that Malta offered
more than just maintenance services. The
financial services industry, call centres,
software development and other ancillary
services all formed part of the services
Malta offered to prospective clients.
RYANAIR BASE
Meanwhile, Ryanair, the Irish headquartered
low cost carrier, announced at a joint
press conference with the Malta Tourism
Authority that it would establish a base in
Malta with immediate effect. One Boeing
737-800 would be permanently stationed
there and would operate 19 routes, six of
which would be new ones, namely: from
Malta to Billund, Bologna, Krakow, Marseille,
Seville and Valencia.
The new Maltese base will handle up to
800 000 passengers per year and sustain
800 jobs in Malta. The airline will operate
120 weekly flights, and it will invest over
US$70-million dollars at its new base. Q
release to service and a support contract
are in place.
A further milestone achieved recently
was the first flight of the second production
aircraft, PA05, which is now being
painted in RAF livery before undergoing
acceptance flights. The remaining seven
production aircraft are all in build and will
be delivered on schedule.
The MRA4 will fulfil a number of roles
such as anti-submarine and anti-ship
warfare, maritime reconnaissance, intelligence
collection, search and rescue
and attack.
Equipped with more than 90 antennae
and sensors and containing over six
million lines of software code, the
MRA4 is able to scan an area the size of
the UK every 10 seconds. The aircraft is
able to fly 6 000 miles or 14 hours without
refuelling. Q
PRODUCTION RATE INCREASES
BOTH AIRBUS and Boeing have recently
announced production rate increases for
specific models, clearly indicating they
are confident of a decisive turn-around
in the current economic slump.
Airbus will increase the monthly production
rate for its single-aisle A320 Family
from the current rate of 34 to 36,
starting in December, but the production
rate for the long-range A330/A340 Family
will be maintained at eight per month.
Boeing will accelerate planned rate increases
on both the 777 and 747 programmes.
The 777 programme‘s rate will
go up to seven aircraft per month (from
five) from the originally planned early
2012 to mid-2011.
The 747 programme‘s planned production
rate increase to two aircraft per
month (from 1,5 per month) will move
forward from mid-2013 to mid-2012. Q
WORLD AIRNEWS, MAY 2010. 67

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DREAMLINER ULTIMATE-LOAD WING TEST
COMPLETED
THE ULTIMATE-load wing up-bending
test on the 787 Dreamliner
static test unit was completed by
Boeing recently, marking yet another
critical milestone in the aircraft’s test
programme towards FAA certification.
During the testing, loads were applied
to the airframe to replicate 150 percent of
the most extreme forces the airliner is
ever expected to experience while in
service. The wings were flexed upward by
approximately 7,6 metres (25 feet) during
the test.
The initial results of the ultimate-load
test are positive. More extensive analysis
and review are required before the test
can be deemed a success.
“The test programme has been more
68 WORLD AIRNEWS, MAY 2010.
robust than any conducted on a Boeing
commercial jetliner,” said Scott Fancher,
vice president and general manager of the
787 programme, Boeing Commercial Airplanes.
“It has taken countless hours of
hard work by the Boeing team and our
partners to work through the static test
programme. Everyone who has been involved
in this effort over the past several
years should be very proud of their contributions
to ensuring the safety of the
787 Dreamliner.
“We are looking forward to the technical
team’s report on the details of the test
results,” said Fancher.
It will take them several weeks to work
through all of the data.
During each second of the more than
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two-hour test, thousands of data points
were collected to monitor the performance
of the wing. Key data points are
monitored real-time during the test, but
all of the data will be evaluated in the
weeks ahead. Q
PUPIL PILOTS’ COURSE
64/46 REUNION
THE PILOTS who were students on the
South African Air Force Pupil Pilots
Course of 1964 have been invited to attend
a reunion which will be the form of
a solo evening dinner function at the
Cape Town Club on September 23.
This date will coincide with the Africa
Aerospace and Defence exhibition being
held at AFB Ysterplaat over the following
few days and provides participants with
the opportunity to attend the exhibition
and view the flying displays and stands.
The thinking behind the reunion name,
64/46, is that the course was held in 1964,
which took place 46 years ago; 64 is now
the average age of the then pupil pilots,
and most of the pilots who took part in
the course are aged 64 today.
It has proven difficult to contact many of
the “old boys” as they have dispersed all
over the world and to various occupations.
Those members of this course who
would like to attend the reunion are
requested to contact Brig. Gen, (Rtd)
Derek Kirkland on cell 0027 (0) 82 894
4215, email: derek.kirkland@comair.co.za
or Scully Levin at flyboys@global.co.za to
ensure participation. Q

A round-up of airline news briefs by
Morné Booij-Liewes
NEW SERVICE
Melbourne – V Australia has become the
second Australian carrier to start scheduled
services to South Africa with the first
flight arriving recently.
The carrier operates twice weekly
schedules between Melbourne and
Johannesburg using Boeing 777-30ERs.
The photograph above shows V
Australia’s brand new Boeing 777-300ER
touching down at Johannesburg’s O.R.
Tambo International Airport recently on
its inaugural twice-weekly service linking
Melbourne with Africa’s financial capital.
“SLOW LOUNGES”
Johannesburg – Comair has unveiled its
new “SLOW Lounges”. These are located
at Johannesburg and Cape Town international
airports, with Durban to launch
later in the year.
Access to these lounges is exclusive to
qualifying British Airways Executive Club
holders, British Airways Club (business
class) passengers, RMB Private Bank
clients, FNB platinum card holders and
FNB Private Bank travellers.
These lounges have been designed to
provide a perfect sanctuary from the fast
pace of travel and modern life. Features
include a chef, a barista, a bar serving the
finest South African wines, a library, a
Nintendo games room, private meeting
spaces and business facilities.
In addition, Cape Town’s SLOW Lounge
also contains an on-site Spa offering
massages and wellness treatments
RWANDAIR RELAUNCH
Kigali – Rwandair, the national carrier of
Rwanda, has formally relaunched its
direct flights between Johannesburg and
Kigali. This comes just two months after
the carrier took delivery of two new
Bombardier CRJ200 50-seat regional jets
as part of a comprehensive fleet renewal
programme that will also see the addition
of a Boeing 737-800 and B767-300 to its
fleet by year-end.
The carrier operated four weekly
schedules with the CRJ200 equipment to
Johannesburg to start with, but this will
increase with the delivery of the Boeing
737-800 later this month. Leading maintenance,
repair and overhaul company,
Lufthansa Technik, has been contracted to
do aircraft maintenance.
ARIK AIR A330S
Lagos – Arik Air will introduce its newly
delivered Airbus A330-200 on the Lagos-
Johannesburg service, starting May 2.
The aircraft replaces the single isle Boeing
737-800s currently operating the
route.
DALIA LEGACY
Casablanca – Dalia Air, an executive jet
operator, has taken delivery of a brand
new Legacy 600 corporate jet.
THIRD EMBRAER
Luanda – SEAA (Serviços Executivos
Aéreos de Angola) has taken delivery of an
Embraer 145EP, completing the order it
placed asome time ago with the Brazilian
aircraft manufacturer.
MANGO TO BLOEM
Johannesburg – Low cost carrier, Mango,
has added its first new destination since
starting operations with the recent
introduction of the Free State capital,
Bloemfontein, to its route network.
The services will eventually increase to
five weekly frequencies but will initially
only be operated three days per week
with two frequencies each day between
Johannesburg and Bloemfontein.
AIR MALI BOEING
Ougadougou – Air Mali has added a
Boeing 737-800 to its fleet which was
noted in service in Madrid and Paris-Orly
recently.
IRS FOKKER
Lagos – IRS Airlines has added an additional
Fokker 100 to its fleet as part of its
continuing replacement of its legacy fleet
of F28-4000s.
THIRD BOEING
Lusaka – Zambezi Airlines has acquired a
third Boeing 737-500 as part of an expansion
plan.
The carrier also recently entered into a
code sharing agreement with Kenya
Airways.
CORPORATE SHUTTLE
Tripoli – Petro Air has added an Embraer
170LR to its fleet. The aircraft is operated
on corporate shuttle services in support
of Libya’s oil industry.
ARIK AIR DASH 8
Lagos – Arik Air has added two more
Bombardier Dash 8-300s to its fleet, replacing
its fleet of Fokker 50s that have all
been returned to lessor, Denim Air.
FIRST B777-300ER
Cairo – EgyptAir has taken delivery of its
first of five new Boeing 777-300ER aircraft
on order.
WORLD AIRNEWS, MAY 2010. 69

MOZAMBIQUE NEWS
Maputo – Despite several obstacles put in
place in a bid to prevent the launch of the
new service, TTA Airlink recently launched
operations between Maputo and
Johannesburg.
The identity of the company or organisation
which attempted to block the introduction
of the service, has not yet
been revealed.
Meanwhile, our Mozambique correspondent
reports that national flag carrier,
LAM, has announced that it is to resume
services to Lisbon, Portugal, as from
October.
A single B767-300 will be leased for this
service. The airline also has plans to begin
services to Brazil in the near future.
Other news from LAM is that a third
Embraer ERJ195 will join the fleet early
next year to replace the B737-200 which
will be phased out in April 2011.
LANDING ACCIDENT
Nairobi – Kenya-based Safe Air Company
lost one of its Fokker F27-300s recently in
a landing accident at Bossaso, Somalia.
FREIGHTER LEASE
Vatry – Zimbabwean-based cargo airline,
Avient, has operated a Boeing 767-300
freighter on a short term lease from
Portugal-based EuroAtlantic.
70 WORLD AIRNEWS, MAY 2010.
South African cellphone service provider has painted a Dornier Do228-200
in its corporate colours.
DIRECT FLIGHTS
Entebbe – Air Uganda has become the latest
international airline to fly directly to
Mombasa from its Entebbe hub, reports
our Nairobi correspondent.
The move heralds a new era of air connectivity
between landlocked Uganda and
Mombasa, which is an important business
corridor for many Ugandan and Great
Lakes region entrepreneurs.
Air Uganda will operate three times a
week, on Tuesdays, Thursdays and Sundays
using an MD-87.
“Following extensive market research,
we have started this service which will
boost regional tourism and business,” Air
Uganda head of sales and marketing,
Jeniffer Musiime, said after the inaugural
direct flight touched down at the Moi International
Airport recently.
EMIRATES TO SENEGAL
Dubai – Emirates will start scheduled services
to Dakar, Senegal, in September.
The West African city will become the
carrier’s 106 th international destination
and the route will be operated with
Airbus A340-300 equipment.
FIRST Q400
Addis Ababa – Ethiopian Airlines has
taken delivery of its first Bombardier Dash
8-Q400 turboprop. It is one of eight of the
type on order. Q

AT A recent pilot meeting at Castle
Airport, near Merced, California, a
local instrument instructor lamented
that airspace and traffic issues frequently
prevented him from having his
students practice back-course and other
instrument approach procedures.
This complaint reminded me of a procedure
that I developed several years ago,
a procedure that allows an instrument
pilot to practice non-precision approaches
in flight without having to be concerned
about arriving and departing traffic.
You can even shoot a VOR approach to
Addis Ababa, Ethiopia, or a localiser approach
to Mumbai, India, without having
to go there.
Although such distant approaches
might be romantically appealing, my
reason for suggesting these exotic
approaches is not to yield to a pilot’s
wanderlust. Rather, my intent is to add
some variety to instrument training while
offering a way to practice non-precision
approaches that might otherwise be
geographically undesirable.
It might be surprising to some, but
many consider non-precision approaches
to be more difficult to execute and master
than ILS approaches. This is because
most ILS approaches are essentially the
same. Once a pilot learns to keep the needles
centred, he is just as capable of sliding
down the slot at Hong Kong as he is of
doing the same at home.
Non-precision approaches are not so
identical; each has a unique personality
and incorporates procedures that differentiate
one from another. Unfortunately,
however, the average pilot usually gets to
practice only non-precision approaches at
or near his or her home airport.
But there is a solution to this problem
as well as the one expressed by the instructor
at the beginning of this column.
It is a different approach to non-precision
approaches.
Do you want to execute a back-course
approach to a runway when traffic is arriving
and departing in the opposite direction?
No problem. All you have to do is
add 3 000 feet (or other appropriate number
of feet) to every altitude shown on the
approach plate. You then follow the dictates
of the approach procedure using
A DIFFERENT
APPROACH
these new higher altitudes, altitudes that
generally will keep you safely above airport
traffic and free of conflict.
The same procedure can be used to
practice almost any non-precision
approach as long as you are not operating
in Class B or Class C airspace and does not
place you in conflict with other flight
restrictions.
The typical VOR or VOR/DME approach
utilises only one Vortac. Any local station,
therefore, can be used as if it were distantly
located.
For example, a pilot living in Bakersfield,
California, can use nearby Shafter
Vortac to practice the VOR/DME approach
to Runway 27 at the Kansas City International
Airport instead of having to fly all
the way to Missouri. The altitudes, of
course, would have to be tailored to keep
the aircraft safely above the Class D airspace
at Bakersfield.
Using a little imagination, an
instructor can develop his
own approaches, or he can
direct his students to practice
instrument approaches to
almost any airport in the world
without ever leaving the local
practice area.
Those sufficiently masochistic who want
to practice an NDB (ADF) approach to some
distant airport can do so using a local commercial
broadcast station as the basis for
the approach. This overcomes the scarcity
of NDBs in many parts of the world.
When training some advanced pilots in
the Los Angeles area, for example, I occasionally
have them tune in KMPC on the
AM dial and pretend it is the Targy NDB at
West Yellowstone, Montana. The beauty
of this approach is that the altitudes
shown on the approach plate do not have
to be changed.
The actual MDA (minimum descent altitude)
is 8 000 feet msl, well above the
Class C airspace associated with the airports
at Burbank and Van Nuys, California.
While these pilots struggle to track an outbound
bearing under the influence of a
crosswind, I sit back, relax and listen to
the radio.
There is one obvious problem with
these customised approaches. The aircraft
either will be too high to descend safely
to a landing from the higher MDA and
prior to reaching the MAP (missed approach
point), or there might not be a
nearby airport at all.
This disadvantage can be used to
advantage. The pilot can do what he is
supposed to do prior to executing any
instrument approach, and that is to
prepare for the missed approach. During
any approach — real or practice — he
should be as prepared for the miss as he is
for the approach itself.
More often than not, those practicing
instrument approaches at busy airports
are not allowed to practice associated
missed approaches because of traffic conflicts.
Shooting approaches and missed
approaches at altitude eliminates this
problem.
Creative instrument instructors can take
this inventive approach procedure one step
further and use local radio aids to develop
their own custom approaches to points in
space (approaches that do not terminate
with a visual approach to landing). In this
way, he can ensure that his students have
an opportunity to practice specific procedures
that might not be available when
practicing local approaches.
For example, he could develop a
VOR/DME approach with a long final
approach incorporating numerous stepdown
fixes. Or perhaps he might develop a
missed approach beginning with a climbing,
teardrop return to the final-approach fix
and terminating with a parallel or teardrop
entry into a holding pattern.
Using a little imagination, an instrument
instructor can develop his own approaches
(and name them after himself!),
or he can direct his students to practice
instrument approaches to almost any airport
in the world without ever leaving the
local practice area. Q
WORLD AIRNEWS, MAY 2010. 71

FOURTH 787
Everett, Wash. — Boeing has added the
fourth 787 Dreamliner to its flight-test
fleet with the completion of the first flight
of ZA003.
This aircraft is the only 787 in the flight
test fleet that includes elements of the
passenger interior features including
cabin and crew support systems.
The 787 is introducing new passenger
amenities and provisions among which
are improved lighting, bigger stowage
bins, larger windows with electro-chromatic
shades and redesigned lavatories
with easier access.
In addition to demonstrating that the
interior meets certification requirements,
ZA003 will be used to conduct tests on
systems, noise performance, flight-deck
operations, avionics, electro-magnetic
effects, high-intensity radio frequency
response and ETOPS.
MAIDEN FLIGHT OF SECOND S-76D
West Palm Beach, Florida – Sikorsky Aircraft
Corp. has successfully completed the
first flight of its second S-76D helicopter.
“The first flight of D2 is extremely
important to the S-76D programme as it
allows us to begin testing the engines for
certification credit. The team will run D2
through a series of rigorous tests to
validate the performance of the new
PW210S engines.
“Having two aircraft in flight test also
provides the team more flexibility, and is
critical to achieving our overall FAA
certification of the S-76D helicopter,” said
Jesse Bavaro, S-76D helicopter deputy
programme manager.
Among the S-76D’s features are allcomposite,
flaw-tolerant main rotor
blades; an advanced Thales avionics system
and autopilot; dual rotor speed for
quiet mode operation with active vibration
control; powerful Pratt & Whitney
210S engines; a quiet mode; and an optional
rotor ice protection system (RIPS)
for all-weather capability.
ACCOLADE FOR EXECUJET SA
Johannesburg – One of South Africa’s
leading general aviation avionics firm, S-
TEC / Cobham, has named ExecuJet South
Africa yet again as one of its top ten international
dealers for 2009 – for the
ninth consecutive year.
72 WORLD AIRNEWS, MAY 2010.
The accolade is in recognition of exceptional
sales levels, as an international distributor
for S-TEC / Cobham products and
also exceptionally high commitment to
customer support and satisfaction.
Vince Goncalves and his avionics team
at ExecuJet South Africa have supplied
and installed many different autopilots in
a vast amount of aircraft including Piper
PA-23-XXX, Piper PA-28-XXX, Piper PA-32-
XXX, Cessna C172, C182, C210, C402,
C425, C441 and Beechcraft King Air B200s
to mention but a few.
ExecuJet South Africa is based at
Lanseria International Airport, near
Johannesburg, and at Cape Town
International Airport.
HI-FLY REPRESENTS AEROCONSEIL
Cape Town – Hi-Fly Marketing has signed
a representation contract with Aeroconseil
Aviation Engineering and Services,
which provides a comprehensive range of
services to airlines, maintenance centres,
aircraft owners / lessors, and aircraft and
equipment manufacturers with expertise
in maintenance and engineering, asset
management and modifications.
Aeroconseil provides airlines with operational
and technical audits and consultation
regarding training, preparation for
IOSA or support in obtaining AOC. Aeroconseil
is certified Part 145 and can support
airlines with technical services
including power plant management and
engine trend monitoring, as well as supporting
airlines’ fuel consumption optimisation
by working on aircraft performance
and route studies. The company’s range
of products and service systems is widespread
and comprehensive.
ROTAX 914 SERIES ENGINES
Gunskirchen, Austria – BRP-Powertrain
has received authorisation from the European
Aviation Safety Agency (EASA) to extend
the period of operation of its Rotax
914 series piston aviation aircraft engines
from 1 200 to 2 000 hours of time between
overhauls (TBO).
The TBO increase also applies to the
914 series engines currently in the field,
subject to the performance of applicable
service bulletins.
The engines of the Rotax 912 and 914
series have carried out more than 20 000
flight hours already.
ECLIPSE GETS SINGLE PILOT TICKET
Charleston, SC – The USA-based North
American Jet Charter Group (NAJet) announced
recently that it had become the
first aircraft charter operator to receive
Federal Aviation Administration Part 135
charter approval for operation of its fleet
of Eclipse 500 very light jets in a singlepilot
charter configuration.
In June 2007, the company became the
first charter operator in the world to operate
the Eclipse 500.
The ability to operate the Eclipse 500
VLJ single pilot in commercial charter operations
was made possible by the recent
delivery of fully upgraded Eclipse 500 aircraft
from the new Eclipse Aerospace
company.
The Eclipse is now certified and approved
for flight into known icing conditions.
In addition, the AvioNG system,
exclusive to the Eclipse 500 VLJ, provides
the aircraft with centralised control of virtually
all Eclipse 500 systems and avionics
functions. AvioNG comes complete with
ILS and GPS-coupled autopilot functions
that significantly reduce pilot workloads
by simplifying tasks, generating useful information
and acting as a virtual co-pilot.
With a fleet of 10 aircraft and growing
in multiple cities, NAJet expects to add additional
Eclipse Jets to its fleet as they are
made available through the upgrade and
refurbishment programme of Eclipse
Aerospace.
TOULOUSE-BLAGNAC AIRPORT
Toulouse, France – One of the busiest
regional airports in France, Toulouse-
Blagnac, home to Airbus, Avions Transport
Regional and other major European
aerospace companies, recently opened its
new passenger terminal, Hall D.
The first flight from the new terminal
was operated by Air Austral to Saint Denis
in Reunion Island.
With the opening of Hall D, Toulouse-
Blagnac Airport has almost doubled its
surface area and brought its passenger capacity
level to 8,5-million passengers.
Construction of the new terminal took
four years to complete. Hall D will handle
European and international destinations.
During its long history, the airport has
witnessed many first flights, such as the
Concorde SST and most Airbus types,
including more recently the giant A380. Q

DASSAULT FALCON
LAUNCHES MAJOR NEW
SERVICE STRATEGY
IN AN effort to deliver an industry
leading service centre experience to
Falcon customers, Dassault recently
undertook a major review of both its
company owned and Authorised Service
Centre (ASC) network.
Currently, Dassault Falcon has five company
owned service centres and 26 Authorised
Service Centres strategically
located throughout the world. In addition,
the company recently added five Satellite
Service Stations with “GoTeams” positioned
on four continents.
At the time the traditional Falcon ASCs
were established, the basic philosophy
was that each centre needed to meet an
ultimate level of requirements in terms of
equipment and services to support all Falcon
models, up to and including “C” inspections.
While this philosophy works
well in areas with large Falcon populations
such as Europe and the United States, it
proved less practical in some of the new,
emerging markets for business jets.
The company is now putting in place a
stronger, more vibrant network that will
allow ASCs to specialise in one or two aircraft
models if they choose or to support
all Falcon models through all phases of
maintenance.
The new Dassault Falcon ASC structure
will be divided into three categories:
Heavy, Major and Line maintenance.
Heavy Service Centres will provide comprehensive
customer support for all Falcon
models and hold local regulatory
approvals as well as those from the FAA
and EASA. Most of the ASCs in North
America and many in Europe fall into this
category offering a complete line of services
including all levels of maintenance
and inspections, rapid response AOG
teams, refurbishments and upgrades.
Major Service Centres will provide comprehensive
support for Falcons of a particular
model series and hold local
regulatory approvals, as well as those
from the FAA and EASA. Services will typically
include all maintenance including
AOG service and inspections through a ‘C’
check. Five centres located in Finland,
Germany, Singapore, South Africa, and the
US fall into this category.
Line Service Centres will provide support
for specific Falcon models and hold a
minimum of local regulatory approvals.
Services include what is typically called
line maintenance up through A and A+
checks. Thirteen centres around the globe
fall into this category.
Dassault Falcon has also introduced
company-owned Satellite Service Stations.
These facilities are an extension of an existing
company-owned service centre and
are staffed with technicians, AOG support
tooling and a targeted inventory of spares.
The Satellite Service Stations will support
basic line maintenance up through A
inspections. Each will be staffed with an
AOG GoTeam which will provide rapid mobile
response directly to an aircraft location
with the parts and tools necessary to
get an operator’s Falcon flying with minimal
delay. Q
TOOL ATTRACTS KEY
AFRICAN AIRLINES
KENYA AIRWAYS and TAAG Linhas Aereas
de Angola have signed up for the Boeing
maintenance performance “Toolbox”, as
part of each airline’s programme to enhance
efficiency and improve dispatch
reliability through the use of e-enabled
technologies.
Toolbox comprises six different tools in
one easy-to-use suite of software products
that an airline can employ to tailor an
efficient solution to its specific need.
TAAG and Kenya Airways each ordered
Toolbox for use on their multiple Boeing
jetliner models.
Kenya Airways’ Next-Generation 737,
767 and 777 fleets will be equipped with
Toolbox. The airline’s 737 and 777 fleets
will utilise three modules each (Library,
Authoring and Systems), while its 767
fleet will use the Library module.
TAAG will employ Toolbox on its Next-
Generation 737 and 777 fleets. Each fleet
type will utilise four modules: Library, Authoring,
Systems and Structures.
The Library module allows the airline to
store and access current, consolidated
manufacturer and customer maintenance
data. The Authoring module allows the
airline to customise manufacturer maintenance
information to its own systems.
The Structures module provides a comprehensive
structural repair history for
each aircraft, and the Systems module reduces
the time needed to find tail-specific
technical information in time-critical situations,
such as line maintenance troubleshooting
and dispatch. Q
WORLD AIRNEWS, MAY 2010. 73

By: Tom Chalmers
APATHY
REARS ITS
UGLY HEAD –
AGAIN!
TO OPEN the hangar doors this month, I
have taken a quotation from the
editorial in the latest edition of SELCAL,
the journal of the Air Line Pilots’ Association
– South Africa (ALPA-SA), perhaps one of, if
not THE, strongest organisations of its type in
the country.
It reads: “Why are people prepared to put so
much of their time and effort into the
association? The answer is really very short and
fortunately sweet – they do it because of their
passion for aviation and their fellow pilots.”
There is a very strong message in that quote
for every other club, association, organisation
– call it what you will – involved in aviation in
this and, indeed, many other countries. If not,
why is it that whenever there is a problem,
work to be done or assistance needed, there
usually are only a handful of people who come
to the fore?
Here, too, the answer is simple, though
unfortunately, not sweet. It is Apathy, with a
capital “A”. It is a disease which is rampant,
though covert, in most clubs, associations et
al. It causes even well-meaning people to look
the other way and to “leave it to someone
else” to do.
Club committees are elected each year and,
in the main, it is the same old “die hards” who
find themselves back in office running the
organisation’s affairs, often criticised, but
seldom praised, for what they do.
And it is not only in organised bodies of like-
74 WORLD AIRNEWS, MAY 2010.
minded people where this disease, Apathy, is
prevalent. It is also very obvious in other
spheres of aviation as well.
Take for instance the case of Virginia
Airport, Durban’s sole general aviation facility,
which, like it or not, is facing an uncertain
future. All leases are due to expire in 2012 and,
in an obvious attempt to pour oil on troubled
water, the municipal manager, Mike Sutcliffe,
has “graciously” told operators that their
leases may be renewed on a month-to-month
basis thereafter for an unspecified period.
Has Sutcliffe lost touch with reality? How
does he honestly expect operators with annual
average wage bills collectively totalling over
R300-million, to operate effectively on such a
basis? Does he actually care, especially with an
annual R1,7-million pay packet in his back
pocket?
But be that as it may, do the operators
themselves really care? One would certainly
think so, but not if one is to consider the
Apathy being shown at present.
At about this time last year, some operators
began to sit up and realise that something had
to be done about their future at Virginia Airport.
Time was passing quicker than they had
realised and to make matters worse there
were moves afoot among local residents to
take legal action about the perceived “excessive
noise” caused by helicopters and fixed
wing aircraft. The situation was beginning to
look decisively ugly
As is often the case, an antidote for Apathy
was quickly found in the form of an approach
by most – but not all – to the Commercial
Aviation Association of Southern Africa for
help. (It is remarkable to note here, too, that
few of the operators are members of CAASA,
but expect its support anyway).
CAASA took up the challenge immediately
with its CEO, Kim Gorringe, bearing the brunt
of travelling backwards and forwards between
Johannesburg and Durban attending numerous
meetings of operators and attempting
those with the municipality whose representatives
seldom turned up for the meeting. All
this cost money – and a great deal of time —
with CAASA footing the bill and never a single
offer being made by the operators to assist or
even join the body.
The “Battle for Virginia” took a new turn
when the question of the general flying area
(GFA) arose. Training organisations at Virginia
had been using the GFA for around 43 years give
or take a few, and because of this, there was a
good chance that if a legal confrontation was to
occur, they could well win their case to stay. But
the new King Shaka Airport had been built in the
middle of the GFA, and no way were ACSA, ATNS
or the airlines going to put up with these
“puddle jumpers” using the area.
ATNS proposed a number of alternative
areas, none of which was really suitable and a
deadlock ensued. Instead of Virginia operators
banding together and raising the funds for a
court action, they let it slide and the Commissioner
of Civil Aviation used his powers to solve
the solution with a stroke of his pen – the GFA
must go and GA has had to take whatever else
ATNS and the SACAA have to offer.
Re-enter Apathy with a vengeance. Did this
major set-back make the operators more
resolute? Certainly not by the look of things.
Not even the pending loss by three helicopter
flight training schools of the bulk of their income
because of the GFA issue, seems to have goaded
the other operators, including one of the
biggest flying clubs in the country, into action.
Why worry? They still have two years to sort
this out. Yes, but, when action started to be
taken, there were three years left. And in 2011,
there will be only one year left. And then? Will
it again be left to “the few” to sort it out? Q

File photo
File photo
2004 Cessna T206 H
TTSN 1156 hours. Engine & Prop
Since New 1156 hours. King
Equipped - KMA28 Audio Panel,
KX165A Nav/ Comm, KX155A
Nav/ Comm, KR87 ADF, KT76C
TXP, KLN94 GPS, KMH880 Multi
Hazard Awareness System,
KAP140 Auto Pilot, HSI / ILS,
Baggage/Cargo Pod, Oversize
wheels, Centri-Lube camshaft.
Price: R2 600 0000 + VAT
2004 Eurocopter AS 350 B2
TTSN 2430 hours. Garmin GNS
430 GPS/Nav/Com, King 165A
VHF Radio, GTX 327 TXP,
Garmin GMA 340 Audio Panel,
ELT, King HSI, King Radar Alt,
High Skids, Vertical reference
window, Air conditioning, Sand
Filter, Cargo hook, Full length
footsteps, Wire strike, R/H windscreen
wiper, Dual controls.
Price: R11 500 000 + VAT
1993 Cessna 208B
Grand Caravan
TTSN 2800 hrs. King equipped - KMA
24-70 Audio Panel w/ Cabin PA, KR
87 ADF, KN 63 DME, Dual KT 70
TXP, KCS 150 AP/FD, KI 229 RMI,
King KRA 10A RA, KAS 297B ALT,
Garmin 530 GPS/Nav/Com & TWAS
overlay, Bendix RDS 81 Radar,
Avidyne Flightmax 750 with
Stormscope & TCAS Overlay, De-Ice,
Air-conditioning, Retractable Crew
Steps LH & RH, Omni Flash Beacon.
Price R8 500 000 + VAT
6 x Refurbished
Allouette IIIs
for Sale.
Good component
times.
Price: R2 750 000
each + VAT
2007 Robinson R44 Raven II
TTSN 474 hours! Audio
Panel; King KY 196A Comm;
4-Place Intercom; King
KT76A TXP; Remote Altitude
Encoder; Garmin 430X
Colour GPS with 2nd Com +
ILS; 4 x Bose Headsets;
Millibar Altimeter; AH, DI;
Turn Co-Ordinator; Nine Hole
Instrument Panel; Air
Conditioning; 4 Observation
Bubble Windows, wheels.
Price: R3 000 000 + VAT
Hughes 300s
ONLY 2 LEFT
TTSN 250 hours
or less
Price US$130 000 +
VAT as is, delivered
Lanseria.
Call for more details.
Require import MPI.
file photo 1985 Bell Jetranger 206B
TTSN 1900 hrs. King KMA24 Audio
Panel, GNS 530 GPS Nav/Com/
Glidescope with moving map & storm
interface, King KY 196A Digital Com,
King KT76A TXP, King KCS 55 HSI
file photo
slaved, WX-500 Stormscope,
Skywatch Model SKY497 interfaced
with GNS 530, King KI 525A Indicator,
KG 102A Directional Gyro,
Airconditioning, New Exterior & New
Interior, & much more.
Price: R6 500 000 + VAT
2004 Eurocopter AS 350 B3
2001 AS350 B3 Eurocopter
OFFERS
TTSN 1892 hrs, Engine SNew 1892
hrs, Gyro-Horizon Thales H 321 EHM,
Gyro-compass Honeywell KCS 55 A
with KI 525A HSI, Turn and bank indicator
UI 9560, VHF/VOR /LOC/GS KX
165 A, VHF/VOR/LOC/ GS GPS
Garmin GNS 430, Garmin GTX 327
TXP Mode A+C, Shadin 8800T ALT,
Kannad 406 AF-H ELT, Honeywell KRA
405B RA, dual controls with twist grip,
skid wearing plates, high skid gear, sand
filter, soundproofing, airconditioning,
wire strike protection system, 7x David
Clark headsets, tinted bulged windows,
cargo hook fixed provisions and electrical
installation for cargo hook. P.O.A.
1977 Bell Jetranger
206B
TTSN 9226 hours. King KMA-
24H Audio Panel, King KY96A
Com, King KT76A TXP, Garmin
150XL GPS, Garmin 196 GPS
(dash mounted), ICOM IC-706
MK-IIG HF Radio, AK-450 ELT,
Dual Controls, Particle
Separator, High Skids.
Price: R4 100 000 + VAT
TTSN 2950 hours, Garmin GNS
430 GPS, B/King KN64 DME,
CD Player, ICOM IC-706 MKII G
Transceiver / HF /VHF/UHF,
Garmin GMA 340 Audio Panel,
KY196 Com, KT 76 TXP, Full
FADEC, Vertical Reference Box
Windows, Airconditioning.
Price: R11 000 000 + VAT
The owner's new helicopter
has arrived.
This one must be sold!
2000 Robinson R22
Beta II
TTSN 1600 hrs - 400 hrs
Since Rebuild. Standard
Instrumentation, Garmin
150XL GPS, Transponder,
Turn and Bank, New Skids,
New Windows, New Main
Rotor Blades. Interior Grey
Leather.
Price: R 1 450 000 + VAT
1997 Eurocopter AS
350 B2
TTSN ±5330 hours. ±60% remaining
on all major comp. Garmin SL30
Nav/Com, SL 40 Com, Garmin TXP
Mode C, High Skid Gear, DART
Rear Maintenance Foot Steps, LH
& RH Sliding Door, Cargo Swing
provisions and load meter, Dart
Vertical Reference floor Window,
AFS Barrier intake filter.
Price: R 9 500 000 + VAT
OFFERS
1980 Bell JetRanger
206B III
File photo
2006 G36 Beechcraft
Bonanza
TTSN 200 hours. MPI fresh.
Garmin 1000 package.
Exterior: White with black &
gold accent. Int: grey leather.
All the bells and whistles!
Aircraft like new!
Available immediately.
Aircraft in South Africa.
Price: US$ 430 000 + VAT
1970 Hawker 12-400A/731
(Fan Jet)
TTSN 16 027 hrs. Engines: left
9448 hrs, right 9730 hrs – MSP
Gold. Dual Collins FD109, Collins
AP104 Autopilot, Dual Collins –
DME 40, VHF20 Comms, VIR30
NAvs, ADF60, L3 Mode S TXP, L3
TCAS II, Collins 718 HF,
Honeywell KLN900 GPS, Collins
WXR300 Radar, F800 Flight
Director, ELT, Aeromech STC,
RVSM and more!
Price: POA
2002 Robinson R44 Raven II
TTSN 1881 hrs, King KY
196A Nav/Comm, King KT
76C Transponder, Garmin
150XL GPS, AH/DI/Alt,
Hydraulic Power Controls,
RHC Oil Filter, BFG 1100
A/H, BFG 205-1A D/G, Turn
Co-Ordinator, Millibar Alt, 4-
Place Intercom System,
Remote Altitude Encoder, 4 x
David Clark H10-13H
Headsets.
Price R1 350 000 + VAT
TTSN 4300 hrs. Garmin Audio
Panel with 3 Point Marker
Beacons, Garmin 530 GPS /
Nav/Com, Glideslope with
Moving Map Display, King KY 96
Comm, Gramin TXP, AH, DI,
Dual Controls, Rotor Brake,
Particle Separator. Folding
Maintenance Step, Passenger
Door Openers, Baggage
Extender. Wedge Windows front
& back, Rain Gutters, Floor
Protectors.
Price R5 500 000 + VAT
2008 Robinson R44
Raven II
TTSN 69 hrs. 9 Hole Panel,
AA12S Audio Panel, King
Digital KY 196A Com,
Garmin GNS 420 GPS /
Moving Map Display with
2nd Com, King KT 76C TXP,
Bubble Windows, Aircon.
Price: R3 250 000 + VAT
2002 Eurocopter AS 350 B2
TTSN 1910 hrs. King 76 A TXP,
King KX 196 A Com, King KY
165, 2x AH, HSI, VSI, Radar
Alt, Inercom, Dual controls,
Cabin Heating, Sand Filter,
Cargo Sling, Ground Power
receptacle, Full options electrical
master box, Sling door,
High skid landing gear, Footsteps.
Price: R9 650 000 + VAT
Email: aviation@lantic.net Tel: (011) 701-3423 / Fax: (011) 701-3461 PO Box 650 Lanseria 1748,
Quinton Warne 082-806-5193 Paul Weinberg 082-850-0019

WE BUY AIRCRAFT
File photo
File photo
1977 Cessna 177 RG
Cardinal
1990 Bell Longranger
206L3
TTSN 4566 hrs. King/Bendix
KT76A, KR87 TSO, KN 67A
TSO & COM. Garmin GMA
340 Audio, GNC 250 XL GPS
& 296 GPS, High Skids,
Rotor Brake, L/R step handles,
Boot extender, 7 x David
Clark headsets, Blade tie
downs, Wheels.
Price: P O A
2005 Robinson R44 II
TTSN 720 hours.
Garmin 296, 9 Hole
panel, King KT 79
Transponder, King KY
196A Com, Intercom, 4x
David Clark headsets,
Bubble windows,
Wheels.
Price: R2 600 000 + VAT
TTSN 2005 hrs. Engine 233 hours
since factory Reman & Zero hours-
Since Shock-load, Propeller 42 hrs
SNEW, Zero hrs since overhaul,
MPI Fresh, New Metal Panel, King
KA 134 Audio Panel 3 Point
Marker Beacon, 2 x King KX 155
Digital Nav/Comm's + VOR / ILS,
Narco 890 DME, King Digital KR87
ADT, Cessna 359 TXP + Mode C,
Garmin 100 GPS, Cessna
Navomatic 200 AP, WX 900
Stormscope, Intercom. New Paint
and Exterior, New Windows, New
Interior.
Price: R 795 000 + VAT
1974 Cessna 210L
TTSN 5577 hrs. Engine SMOH
300 hrs & Zero hrs- Since Shockload.
Propeller SPOH Zero hrs,
MPI-Fresh, King KMA 24 Audio
Panel, 2 x King Digital KX 155
NavComs ILS + VOR, King Digital
KN 62 DME, King Digital KR76
ADF, King KT76 TSP Mode C,
WX900 Stormscope, Garmin 100
GPS, Cessna 400 Navomatic 3-
Axis AP.
Price: R1 250 000 + VAT
1998 Piper Saratoga
TTSN 1032 hrs. Engine 1032
hrs - Top Overhaul done at
1022 hrs. Propeller SPOH
±300 hours.King KX155A
Navcom, King KFC 150 AP,
King KN62A DME, King KR
87 ADF, King KT76 TXP
Mode C, King KLN89B GPS,
No damage history.
Price: US$ 265 000 + VAT
2005 Eurocopter AS
350 B2
TTSN 1524 hrs. Standard
Eurocopter Nav/Com, Garmin
430, Dual Controls, Pilot and Co
Pilot Windshield Wipers, High
Skid Gear, DART Long Foot
Steps, LH Sliding Door, Cargo
swing provisions, Emergency
Float Provisions, DART Mirrors,
DART Vertical reference floor
window, FDC Aerofilter.
Price: R13 300 000 + VAT
1980 Bell Long Ranger
L1 C30
(Long Ranger III
Conversion)
Completely refurbished in
2009! Pristine paintwork &
Interior. Components are
either overhauled or Brand
New!
Price: US$ 1 200 000 +
VAT
2006 EUROCOPTER EC
130 B4
TTSN 600 hours. Garmin
GNS 430 GPS, Garmin GMA
340 Intercom, Garmin GTX
327 TXP, King KX 155A TSO
Nav/Com, VOR / ILS, Dual
Controls, Turn & Slip, Air conditioning,
"Stylence" VIP
leather interior, Sandfilter.
Price: € 1 730 000 + VAT
1995 Cessna 208B
Grand Caravan
TTSN 11 806 hrs. Engine SMOH
1796 hrs, Since HSI ZERO hrs.
Prop SPOH 2543 hrs. Fully Bendix
/ King equipped - KX 165
Nav/Comm, KT70 TSO TXP, KDI-
572 DME, KMA-24H Audio Panel,
KR-87TSO ADF, KI-192 AH, KFC-
150 Autopilot, KI-244 Radar, KLN
89B GPS, KTR953 HF Radio &
Kannad 406AF ELT.
Price: US$ 850 000 + VAT
2007 Robinson R44
Raven ll
TTSN 520 hours. Nine hole
Panel, IAA12S Audio Panel,
King Digital KY 196 A Com,
Garmin GNS 420 GPS/Moving
Map Display, KT 76 C TXP, AH,
DI, Turn and Slip, Altimeter, 4 x
David Clark Headsets, 4 x
Observation Windows, Wheels.
Price: R2 700 000 + VAT
1979 Cessna 182 Q
TTSN 3650 hours, Engine SMOH,
ZERO hours, Propeller SPOH,
ZERO hours, MPI Fresh, new
metal panel, King audio panel,
Garmin 196 GPS (Panel Mount),
King KX 155 Nav Comm,
gKing KX 125 Nav Comm, King KT
76 Transponder, fuel flow computer,
4 Place Intercom. New Grey
Leather Interior & New Carpets.
Newly Painted Exterior.
Price: R 1 000 000 + VAT
2005 Robinson R44
Raven II
TTSN 770 hours. 9 Hole Panel,
Garmin GNS 150 XL GPS, King
KT 76 TXP Mode C, King Digital
King KY 196 A Com, 4 Place
Intercom, BFG 1100 AH, Turn and
slip, Dual Controls, Wheels, 4
David Clark Headsets, s/steel
plate exhaust protector, 4 x
s/steel door protectors.
Price: R2 550 000 + VAT
WE BUY AIRCRAFT
Email: aviation@lantic.net Tel: (011) 701-3423 / Fax: (011) 701-3461 PO Box 650 Lanseria 1748,
Quinton Warne 082-806-5193 Paul Weinberg 082-850-0019
2008 Robinson R22
Beta II
TTSN 380 hours,
King Digital KY 197A
Com, King KT76
TXP, Siren Dual
Controls.
Price: R 1 500 000 +
VAT
1999 Cessna T206H
TTSN 1635 hours, Engine Since
New 1635 hours, Propeller SPOH
439 hours, Garmin Audio Panel,
Garmin GNS 430 Nav / Com/
DME / Moving map display, King
Digital KX 155 Nav / Com, King
Digital KT 76 A TXP, King KAP
140 AP, SF Strike finder - Radar/
Stormscope, TCI Altitude
Digitalizer, Radar ALT, Eam 700
EGT, Sportman STOL, Longer
wings, Cargo pod, Stone
Protection Shields, Float Kit
Price: R2 000 000 + VAT
Schweizer 269C
1998 Model -Rebuilt in 2007.
TTSN 1000 hrs. Engine
SMOH 100 hrs, Prop SPOH
600 hrs. Garmin 430 GPS/
with moving map display/
Com King KT 76 TXP,
Artificial Horizon, Vertical
Speed Indicator, ALT, Turn
and Slip, Directional Indicator,
Wheels
Price: R2 150 000 + VAT
1974 Cessna Citation 500 SP
TTSN 9950 hrs. Engines: SMOH 2200 hrs/
2100 hrs, SHSI 451 hrs / 297 hrs, Audio
Panel, Garmin GNS 530 with Colour GPS/
Moving Map Display with 2nd Com,
Garmin GNS 430 with Colour GPS /
Moving Map Display with 2nd Com, HSI,
RMI, VOR, ILS, Bendix King KNS80 R
NAV/DME, Garmin GTX 327 TXP Mode C,
BFG 1000 Stromscope, Dave Tron Digital
Clock, Auto Pilot / Flight Director, RC200
ELT, Sperry Colour Radar, Altitude Pre-
Select, Aircon, Thrust Reverses, Long
Wing, Beige Leather Interior.
Price: R 5 500 000 + VAT
1977 Cessna 210M
TTSN 2183 hrs. Engine
SMOH 798 hrs, Prop
SPOH 224 hrs. KMA 20
Audio Panel, KN76 DME,
2 x KX 170B Nav /Com,
Century III Auto Pilot,
KT76 TXP, KR85 ADF
Price: R 1 100 000 + VAT
1981 Piper Seneca II
TTSN 5160 hours, Engines
SMOH left 1295/ right 1295,
Prop SPOH left 315 right
315, Garmin 430, Air- conditioning.
Brand New Exterior
and New Leather Interior.
New Windows throughout.
STUNNING!!
Trades considered
Price: R800 000 + VAT

FOR YOUR NEXT AIRCRAFT INVESTMENT
TTSN 200 Hours,Garmin
430, Radar Alt. EXTRAS:
ELT,Engine flush, Sand
Filter, Aircon, Rear sliding
doors.
R 19,000,000 Ex VAT
TTSN 1580 Hours.
Garmin 430, King Stack.
EXTRAS: Onboard
Weighing System. Cargo
Hook. Aircondioning.
Cargo Mirrors. Particles
Seperator. L/H Sliding
Door.
R 12,750,000 Ex VAT
TTSN 5786, Completely
refurbed 2009/Great
Components, Garmin
296. EXTRAS: Skid Steps,
On board Weighing,
Aircon, Barrier Sand
Filter, R/H Sliding Door.
R 9 500 000 Ex VAT
TTSN 1600 Hours,
Garmin 430, King Stack.
EXTRAS: Boot Extender,
High Skids, Rotor Brake,
Step Handles.
$ 1 550 000 Ex VAT
TTSN 800 Hours, New
Main Rotor Blades,
Garmin 420. EXTRAS: 9
Hole Panel, 4 Bubble
Windows, Aircon.
R 2,450,000 Ex VAT
TT 250hrs. Nine Hole
Panel, Garmin 420 GPS.
EXTRAS: 4 Bubble
Windows, Air-conditioning.
R 3,200,000 Ex VAT
TTSN 1987 Hours,
Garmin 430, King Stack.
EXTRAS: Vertical Ref
Window, Aircon, Vortes
sand Filter, L/H & R/H
Sliding Doors, Wire Stike
Fixed Provisions.
R 13,750,000 Ex VAT
TTSN 680 Hours, VMD,
Garmon 430, ELT, Radar
Alt. EXTRAS: Engine
Flush, Sand Filter, Aircon,
Dual Controlls, Verticalk
Ref Window, Cargo
Swing
R 16,250,000 Ex VAT
TTSN 1800 Hours, NEW
ENGINE, Garmin GMA
340 Audio Panel, Garmin
GNS 530 GPS, Garmin
GNS 430 GPS, Garmin
GTX 327 Transponder,
ELT, AH, ILS.
$ 2,300,000 Ex VAT
TTSN 4566 Hrs, King/ Bendix
KT76A, King/Bendix KR87 TSO,
King/Bendix KN 67A TSO,
King/Bendix COM, Garmin
GMA 340 Audio, Garmin GNC
250 XL GPS, Garmin 296 GPS.
EXTRAS: High Skids, Rotor,
Brake, L/R Step Handles, Boot
Extender, 7 x david Clarck
Headsets, Blade tie Down,
Wheels.
R 8,500,000 Ex VAT
TTSN 750 Hours, Garmin
296. EXTRAS: 9 Hole
Panel, Bubble Windows,
Headsets, Wheels.
R 2,450,000 Ex VAT
www.moneyaviation.co.za
Email: sales@moneyaviation.co.za
Angus Money : +27 83 263 2934
Gavin Williams: +27 83 352 4939
Tel: 011 805 0073 I Fax: 011 805 0625
Grand Central Airport, New Road, Midrand
2008 Eurocopter AS350 B3 2006 Eurocopter AS350 B3 2004 EUROCOPTER AS350B2
TTSN 480 Hours, Nine
Hole Panel, Garmin 420
GOS, remote Altitude
Encoder. EXTRAS: 4
Bubble Windows,
Leather Seats.
R 2,600,000 Ex VAT
TTSN 2431 Hours.
Garmin 430, ELT Kannad,
Radar ALT. EXTRAS:
Vertical Reference
Window, Sandfilter,
Cargo hook, Wire Strike,
L/H Sliding Door,
Airconditioner.
R 10,500,000 Ex VAT
2006 EUROCOPTER AS350 B2 2008 Eurocopter AS350 B2 2003 Eurocopter EC 130 B4
TTSN 1815 Hours, NEW
ENGINE, Garmin GNS
430, ARTEX ELT. EXTRAS:
Dual Controls, Air-conditioning,
Sliding Door Left
Hand. New Engine.
R 15,875,000 Ex VAT
1997 Eurocopter AS350 B2 2004 Bell 407 2007 Bell 206B-3 Jetranger II
TTSN 270 Hours, Chelton
EFIS, Garmin 430, Remote
ALT, ENC, Artex ELT.
EXTRAS: AFS, Barrier Filter,
Sound-proofing, High Skids,
Increase Gross Weight Kit,
Baggage Extender, High
Visibility Main Rotor
Blades.
$ 1,550,000 Ex VAT
1996 Bell Longranger L4 1990 Bell Jet LongRanger 206L3 1984 Bell 206B-3 JetRanger III
Total Refurb 2008 / New
Paint / New Interior /
Great Components,
TTSN 4269 Hours,
Garmin 530. EXTRAS:
VOR, Cargo Hook, Rotor
Brake, Step Handle , LH
& RH, High Skids.
R 4,950,000 Ex VAT
2008 Robinson R44 Raven II 2006 Robinson R44 Raven II 2009 Robinson R44 Raven II
TTSN 70 Hours, Garmin
420. EXTRAS: 9 Hole
Panel, 4 Bubble
Windows, Leather Seats,
Aircon.
R 3,650,000 Ex VAT
2008 Robinson R44 Raven II 2005 Robinson R44 Raven II 2009 Eurocopter EC130B4
TTSN 80 Hours, Garmin
430, ARTEX ELT, Radio
Alt, Aircon, Baggage
Cheeks.
Euro 2,100,000

* Helicopter and Aircraft Sales
* Financing
* Insurance
* Specialized Aircraft Sourcing
* CAA Licensing & Registration
1985 Learjet 35A 2001 Citation X 1982 G III
TTSN 10 509 Hours, ZS-
REGISTERED, RVSM,
TCAS 11, Jet FC 530
Autopilot, MSP Gold, 8
Place Leather Interior,
Aircon.
$ 1,300,000 Ex VAT
King Air 90 1996 Citation CJ 1
TTSN 10846 Hours, New
VIP Interior, Engines
439/439 SMOH, New
Props, Garmin 430,
Weather Radar, Flight
Director.
R 3,500,000 Ex VAT
THIS IS NOT A
MISPRINT!
TT 5788 Hours, Engines
SMOH 529/729, Props
SPOH 121/121, King
Stack, Navomatic 400
Auto pilot, colour radar,
air conditioned.
R 1,700,000 Ex VAT
Upgraded Fenestron
Rotor, Upgrade Turbine
to 643 Horsepower,
Garmin 430, Military
installed Radio
Altimeter. Broad
Retention Straps.
$ 560,000 Ex VAT
Hours 6763. Engines On
Rolls Royce Corporate
Care.Fastest Business Jet
on the Market.
$ 9 600 000 Ex VAT
TTSN 3684 Hours.
Engines 576/576 SMOH.
On JSSI 100 Tip to Tail.
Engines on 100% TAP
Elite. On Cesscom. 2
Tube EFIS. EGPWS. FDR.
FMS.
$ 2,150,000 Ex VAT
1983 Jetstream 3102 1973 Shrike Aerocommander 500S2 1980 Hawker 400A
TTSN 32683 Hours,
Engines 5168/4503.
Props 5800/5800. Collins
and Honeywell Avionics.
Flight Data Recorder.
EGPWS. 2 plus 18 Seats.
R 6,300,000 Ex VAT
TTSN 2600 Hours.
Engines and Props all
Zero Hours. SMOH. Gami
Injectors with Merlyn
Turbo System (New),
New Paint Interior.
$ 350,000 USD Ex
VAT
1973 Cessna 414 1979 Cessna 421C Golden Eagle III
1999 Pilatus PC12-45
1979 Beechcraft Bonanza F33A 1964 Cessna 172E
TTSN 2980 Hours, Engine
SMOH 1230, Garmin
495, King Stack, 6 Place
Intercom, Piper
Autocontroll III
Autopilot.
R995,000 Ex VAT
TTSN 4623 Hours,
Engines SMOH 494/592,
SPOH 1805, Garmin 430,
WX Monochrome Radar
IFCS Autopiliot,
YawDamper, Flight
Director, Aircon, Full De-
Ice.
R 2,600,000 Ex VAT
TT 3080 hours, Engine SMOH 180
hours, Engine has been upgraded
to a Lycoming 160 HP 4 cylinder,
Propeller SPOH ± 270 hours.
EXTRAS: New Windows and
Windscreen throughout, New
Tyres, New Seat Rails, New
Carpeting, New Controls,
Cleveland Disc Brakes, Vacuum
Pump, EGT, Wingtips.
R 600,000 Ex VAT
TTSN 5657,3 hrs,
Engines SMOH 251 /
802, Props SPOH 251 /
251, New Paint and
Interior 2008, Garmin
430, Storm Scope,
Autopilot.
R 990,000 Ex VAT
www.moneyaviation.co.za
FOR YOUR NEXT AIRCRAFT INVESTMENT
1943 Boeing Stearman
Hours 11466. Engines
Due Mid Life 2013. Fresh
Inspections. QTA Stage 3
Hush Kit. Very Well
Equipped. 12 Passengers.
$ 3,350,000 Ex VAT
1993 CARAVAN 208B
TT 10 068.8 hours, Engines SMOH
432Hrs. Props SPOH 432 Hrs, King
Stack. EXTRAS: Extended Nose Fork,
Oversize Tires, Oxygen, Known Icing.
$ 985,000 Ex VAT
1995 CARAVAN 208B
TT 11 805.5hours, Engine SMOH
964Hrs. Prop TT 1,443.1, King Stack.
EXTRAS: Extended Nose Fork,
Oversize Tires, Oxygen.
$ 985,000 Ex VAT
TT 12 210 Hours, Engines
5532 / 5436 Hours,
Collins EFIS, MSP Gold,
Eight PAX exec.
$ 1,100,000 Ex VAT
TTSN 920 Hours, SPOH
450, EFIS 50 (2-Tube),
King 325 Autopilot, RDR-
2000 Colour Weather
Radar, TCAS, Aircon, 6
Place "Platinum
Upgrade" Tan Interior +
2 Aft Seats.
$2,350,000 Ex VAT
ZS-Registered,
Call for Full Spec.
R650,000 Ex VAT
1977 Aerospatiale Gazelle 1976 Beechcraft Baron B55 1969 PA32-300 69 Cherokee 6
TT ± 2807, Engine SMOH
± 600 (TBO 2000). Prop
overhauled in 2008, Full
IF stack, ELT, Strobes, 300
Horse power, Toe brakes,
Garmin 100. Piper
autopilot, ELT, Digital
Fuel, flow meter.
R 950 000 Ex VAT

Deadline for receipt of advertisements
in this section of the magazine is the
3rd of the month preceding
publication, or the closest
working day to that date.
Tel: (031) 564-1319
Fax: (031) 563-7115 or
email marketplace@airnews.co.za
AVIATION GEAR
� AIRWEAR® Flight suits and pilot
gear. www.airwear.co.za
airwear@mweb.co.za
Tel & fax: +27 (0) 31 783-4300.
AVIATION INSURANCE
� VIVIERS AVIATION INSURANCE.
Contact Pierre Viviers, an instrument
rated aircraft owner and attorney for a
quotation on aircraft insurance.
Tel: 018 297 5201. Fax: 018 297 8066.
Cell: 082-377 7699.
Email: pierre@viviersattorneys.co.za
BOOKS
� PPL MANUAL by JIM DAVIS
Making you a SAFER pilot 046 624 5933
www.jimdavis.co.za
jimdavis@telkomsa.net
� FLIGHT TESTS by JIM DAVIS
Pass your test first time, guaranteed.
046 624 5933 jimdavis@telkomsa.net
FLIGHT TRAINING
� DESIGNATED EXAMINER DFE-I-A,
Pretoria area. Flight tests and advanced
training. CAA/0210. chris@pilots.co.za,
or SMS to 072 233 2111.
� PROFESSIONAL GROUND SCHOOL
in Cape Town. CPL, ATP & Crew Resources
management held every month. English
language training for foreign students.
84 WORLD AIRNEWS, MAY 2010.
Contact Deborah Mann 082 495 8179 or
021 934 5267 or
www.dealalliance.co.za
� FAA FLIGHT REVIEW
Revalidate your FAA Pilot Certificate in
Gauteng. chris@pilots.co.za
LEGAL SERVICES
� VIVIERS ATTORNEYS.
Contact Pierre Viviers, an instrument
rated aircraft owner to assist with your
aviation legal requirements.
Tel: 018 297 5201.
Fax: 018 297 8066.
Cell: 082 377 7699.
Email: pierre@viviersattorneys.co.za
� CON KILIAN ATTORNEYS.
For your aviation legal requirements.
25 HA development land
(RES 1&3, BUS 3),
fully walled & electric fence,
2 Eskom points,
municipal water.
10 km north of Fourways,
bordering new Tanganani
development.
Outright purchase or rental
Contact owner:
search4me@webmail.co.za
www.helicoptercharter.co.za
Best training
rates and
quality in the
world to-day!
John Huddlestone
Cell 083-653-4294 Tel 041-507-7343
fax 041-507-7344 or email
helichar@iafrica.com
CAA/0113
Contact Con 013 656 5379 or
082 554 1891or email
con.k@mweb.co.za
GETAWAYS
� STUNNING GAME FARM,
ideal weekend getaway 80 nm north
of Lanseria. Helipad & hangar (for
single bladed heli) & 1200 m
excellent dirt strip. Luxury self
catering lodge with 4 en suite
bedrooms, daily game drives. Prolific
wildlife and fantastic birding.
Michvs@mweb.co.za
FOR SALE
� R44 HYDRAULIC BOGEY for sale,
can be towed by quad/ similar or pulled
by hand. R5 000 michvs@mweb.co.za
At SFT, we enjoy sharing our love of flying with our
students. Our instructors have experience on almost
100 aircraft models. All training is
supervised by two Grade I instructors. We use
new-technology aircraft to make superb flight
2training extremely affordable.
Introductory flights cost only R300. CAA/0210
Q PPL to ATP
Q Advanced and Recurrent training.
pilots.co.za 012 811 2233
Kitty Hawk Airfield, East of Pretoria.

10 kms on tar from LANSERIA airport
250 000 sqm property, 7 500 sqm under roof
Operational and fully equipped
MULTIPLE POSSIBILITIES - IDEAL FOR:
* In house training facility for corporate/UN/NGO
* Retirement/Lifestyle estate
* School/college campus
* Church venue
* Leisure market / Time share / Hotel
Outright sale or rental
Contact Owner : Search4me@webmail.co.za
WORLD AIRNEWS, MAY 2010. 85

Aircraft Sales
Aero Export is the leading importer of used business jets from the United States. We are
extremely well connected in the USA through our network of associates and therefore in a
position to offer you, the discerning business aircraft buyer, a professional, efficient and cost effective solution
to the procurement of your next aircraft.
We offer a total service covering:
• Sourcing
• Finance
• Pre-buy inspections
• Ferry flight
• Insurance
• Aircraft registrations
Call us and make a comparison before finalising your next purchase!
2006 Citation CJ3
$ 6,250,000
Total time 600 Hrs – one
owner – Cescom – Collins
Proline 21 Avionics suite –
RVSM – TCAS – EGPWS.
Like new.
2009 Citation Mustang
$ 2,395,000
New Aircraft,
Delivery NOW!
2009 Pilatus PC 12 – NG
MAKE AN OFFER
Total time since new 95
hours
Integrated Honeywell Primus
Apex avionics suite.
Like new.
2000 Global Express
$ 27,500,000
Total time 9200 Hrs, One
owner, Rolls Royce Corp Care,
Smart Parts, 6
Tube EFIS
2011 HONDAJET
$ 3,650,000
Delivery 3rd Quarter
2012
Total time
7200 Hrs, 4
tube EFIS,
RVSM, TAWS,
EGPWS, MSP
Gold
Tel: (011) 467 5751 / 0861-Planes (752637) / Fax: (011) 467 5991
Email: flyer@mweb.co.za Website: www.aeroexport.co. za
Bruce Theunissen: 083-326-8965
ALL PRICES EXCLUDE VAT
2007 Citation CJ2+
$ 4,795,000
Total time 475 Hrs –
Collins Proline 21 Avionics
suite – Cescom and
Cessna Pro Parts – RVSM
– TCAS – CVR – EGPWS.
1998 Learjet 60
$ 3,995,000

1977 Hawker 700A
$ 950,000
Total time 10,700 Hrs – SMOH 326/263
Engines on MSP Gold – MFD – RVSM –
EGPWS -
1995 Gulfstream IV SP
$ 12,995,000
Total time 11,800 Hrs.
Engines on Rolls Royce
Corp Care, APU on MSP,
Absolutely loaded with
avionics,
Recent paint and Interior.
2009 Embraer Phenom 100
$ 2, 750,000
New Aircraft,
$ 70,000 installed options,
Immediate delivery.
Aircraft Sales
1993 Citation II
$ 1,750,000
Total time 4900 Hrs, 1308
SMOH, Honeywell EFIS, TCAS,
RVSM, EGPWS,
fresh I – IV
Inspections, on
Cescom
1985 Citation SII
$ 1,495,000
Total time 8980 hrs – SMOH 1285/503.
Two owners since new, RVSM, TCAS,
TAWS, EGPWS,
CVR, recent Phase I
– V by Cessna, Part
135 operated, on
Cescom.
Total time 5889 Engines 2600/1900
New paint and interior.
RVSM with brand new Garmin & Sandel
Avionics suite (cost $ 360,000)
An absolute gem – In SA and ready to go.
1980 Beech King Air B200
$ 1,100,000
Total time 15 747 hours
SMOH 518/2382 (3600 hours engines).
Props 320/314. Full Collins suite with
great paint and interior. Factory fitted
cargo door.
In SA on the Register.
1982 Citation I SP
MAKE AN OFFER
1970 Gulfstream II SP
$ 1,995,000
Total time 12,200 Hrs, 542/510
since midlife, Collins Pro-Line with
Honeywell SP-50G Autopilot, Dual FMS, TCAS II,
EGPWS, RVSM, Airshow 400, Recent paint and
Interior, recent 72 month inspections. On
Gulfstream maintenance programme.
1979 Citation I SP
$ 695,000
Total time 9410 – SMOH 2200/1950 –
SHSI 600/600. RVSM – Garmin 500
with TAWS –
Thrust reversers –
Recent Phase I – V
Inspections.
1982 Challenger 600
$ 1,995,000
Total time 7500 hours,
RVSM, TAWS, TCAS, Dual
GNS, 60 and 120 Month
inspections done 5/07.
Current Part 135 operated.
Recent paint and interior.
On MSP Gold.
1980 Learjet 35A
$ 1,195,000
Total time 11,200 Hrs, TCAS II,
RVSM, EGPWS, Cargo Door,
TRs, MSP Gold.
Tel: (011) 467 5751 / 0861-Planes (752637) / Fax: (011) 467 5991
Email: flyer@mweb.co.za Website: www.aeroexport.co. za
Bruce Theunissen: 083-326-8965
ALL PRICES EXCLUDE VAT

“What To Say
On the Radio”
CD or Audio Cassette
t This very useful aid contains examples of radio procedures.
t Made by Air Traffic Controllers and Pilots as a guide to you.
t VFR procedures for circuit work general flying and a long
cross country navigation exercise.
t IFR procedures for instrument flying including procedures
for an ILS let down.
t Recordings of actual live broadcasts for both VFR and IFR
exercises.
DON’T DELAY, GET YOUR COPY TODAY!
Call Tel: 073 346 0490
Fax: 011 432-0098 email: mandy@airsafety.co.za
www.airsafety.co.za
15 Spitfire Crescent Rand Airport
INSTRUMENT AND AVIONIC SOLUTIONS
Tempe Airport, Bloemfontein
THE ONLY INSTRUMENT AND AVIONICS
FACILITY IN THE FREE STATE
q Fully licensed
q All instrument & auto-pilot repairs & installations
q Support offered to all airfields in the Free State
q Immaculate panel revamps
q All avionics installations
q Limited avionics repairs
q LS 1 category plug & play panels
q Accredited Aspen avionics installation facility
Contact: Andrew Bennetts
073 513 3205
e-mail: andrew@aibloem.co.za
The largest supplier of pilot accessories in Africa.
LANSERIA - Main Terminal Building 011 701-3209 (T)
GRAND CENTRAL - Main Terminal Building 011 805-0684 (T&F)
Email wingsn@iafrica.com
or visit the 24 hour on line shop
www.wingsnthings.co.za
STOCKISTS OF: WAC/ONC/IFR/CHARTS,
EPAULETTES, WATCHES, DAVID CLARK, ICOM,
GARMIN, AVCOMM, BOSE, JEPPESEN, PILOT WEAR
AND MUCH MUCH MORE........
Shop A, Terminal Building,
Virginia Airport.
WE ARE STOCKISTS OF:-
« Headsets, intercoms, transceivers.
« GPS - aviation, land and marine.
« Maps, books, pilot shirts, posters novelties.
« Sunglasses, T-shirts, caps.
« Flight simulator hardware and software
« Jeppesen, Aerad.
Tel: (031) 564-9157 Fax: (031) 564-1543
email: pilotshp@iafrica.com
Booking is now open for our 14 th annual tour to the EAA Oshkosh Airshow (26 th July to 1 st Aug 2010)
Fares start at R25,500 - inclusive of air-conditioned en-suite hotel accommodation, "american-continental"
breakfasts, choice of multiple daily twenty minute coach transfers by privileged roadway
directly to (and from) the entry gate of the airshow, airfares and taxes, gratuities, assisted travel
insurance, entry fee to the Harley-Davidson Museum, an embroidered pilot's cap and a sunhat.
Extras apply for single rooms, semi-suites and business class airfares. Break-aways are welcome, as
are Voyager, other "point” scheme redeemers, and ID flyers.
Optionally extra are four days, pre-Oshkosh, in Washington: - A free day to visit the Smithsonian
Air and Space Museum, and other Washington musts; a day at the Udvar-Hazy Museum (the world's
largest collection of historic aircraft), and Arlington; and a day at the famed "Flying Circus". This
day includes:- a Stearman flight for each of the tour party, guest attendance at the show pilot’s
briefing, the Barnstorming Airshow itself, and a beer and pizza evening together with the performing
pilots and aircrew after the show. Fares from R4,200 all costs inclusive.
We have capacity for only 30 aviation enthusiasts - book now. Contact us for an information flyer.
Designer Tours - (021) 788-8440 - calvin@designer.co.za

603Baron_WA_01.04
The love of
my life,
seen here
with my wife
AIRCRAFT SALES
Keith Garritt,
passionate owner.
BEECHCRAFT BONANZA G36
SALES MAINTENANCE PARTS AVIONICS CHARTER TRAINING VALUE ADDED PRODUCTS FINANCE INSURANCE
“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
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.”
“Speak to NAC about your aviation requirements today and they’ll be able to fi nd the right aircraft to satisfy your
passion too!” – Keith Garritt
For more information contact:
Lanseria +27 11 267 5000 • Rand +27 11 345 2500 • Cape Town +27 21 425 3868
Pretoria +27 12 567 5161 • Durban +27 31 571 8316 • Gaborone +267 397 5257
Australia +6189 429 8881 • USA +27 001 316 685 8660 • ISO 9001:2008 Quality Assured • www.nac.co.za
BEECHCRAFT BARON G58