FlightCm

African Aviation
Edition 146 | DEC 2020/JAN 2021

Rodger Foster –
Real HELICOPTERS Dodges Covid
HAVE HOISTS Des Barker:
Mirage F1 with
MiG-29 engine

CAN PAX SUE

AIRLINES IF THEY
GET COVID?

STATE OF THE
AFRICAN AIRLINE
INDUSTRY

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 CONTENTS
Publisher
Flyer and Aviation Publications cc

Managing Editor
Guy Leitch
guy@flightcommag.com

TABLE OF Advertising Sales

Wayne Wilson
wayne@saflyermag.co.za

Layout & Design

Emily-Jane Kinnear

ADMIN:
DEC/JAN 2020 +27 (0)83 607 2335

EDITION 146 TRAFFIC:

+27 (0)81 039 0595

ACCOUNTS:
+27 (0)15 793 0708

08 Bush Pilot - Hugh Pryor

12 Airlines - Mike Gough

18 Defence - The F1 Engine Upgrade

24 Can Passengers sue Airlines if they get Covid-19?

32 Face to Face: Rodger Foster

36 Alpi Flight School Listing

37 AME Directory

38 AEP AMO Listing

40 The State of African Aviation

45 Atlas Oil Charter Directory

48 Back Page Directory

50 Boeing 737 Max Returns © FlightCom 2020. All rights

reserved worldwide. No part
of this publication may be

51 Aviation Company Profiles Guide 2021 reproduced, stored in a retrieval

system, or transmitted by any
means, electronically, mechani-
cally, photocopied, recorded or
otherwise without the express
permission of the copyright
holders.
A NOTE FROM
THE EDITOR:
It is now trite to and original content via our website, through search
engine optimisation.
say that aviation Many readers and advertisers seem to struggle
businesses have been to understand the role of FlightCom. By way
of explanation, I am fond of quoting Jonathan
particularly hard Livingstone Seagull author Richard Bach, who
hit by the Covid-19 differentiates between flying and aviation. He
maintains that flying is a passion, a sport and a great
pandemic. But many way to live in three dimensions, whereas aviation is

aviation companies the industry behind flying. Aviation is about airlines

and air forces and maintenance. It’s about the flying
are struggling, so we training industry and pilots’ futures. So FlightCom
is about aviation in Africa.
have decided to give Thanks to a partnership with Robin Rabec, we
our hard pressed yet are also able to add benefit from the swing to a
digital publication platform by including specifically
loyal advertisers a commissioned interviews on the website and to
break and combine our market these via our market leading Facebook page.
Thanks to Google and other search engines, and
December and January the reach of our Facebook page, we are driving new
editions into one. readers to FlightCom.
But we haven’t forgotten our loyal core of long-
time followers and subscribers. We are still reaching
our long-standing readership base through ‘pushing’
a downloadable pdf version of the magazine to

O
UR advertising revenues are
down, so we accelerated the
natural move away from print
and into the digital-only space.
This has had tremendous and
unexpected benefits – most notably the circulation
of FlightCom has increased almost ten times as
people around the world are accessing our unique
them by email. Furthermore, we have teamed with
key industry organisations such as the Airlines
Association of Southern Africa (AASA) and the
Commercial Aviation Association of South Africa
(CAASA) to email the magazine to all their members.
The digital version of the magazine has had
other great spin-offs, especially for advertisers.
Most notably – we are able to include links to their
 marketing video material and have live website links
to take readers directly to the advertiser’s website. In
this way the reach and effectiveness of the clients’
adspend is vastly more efficient.
But no matter how much better we have become
at delivering value to our advertisers, the heart of
any publication is always its content. Despite the sea
change in the publishing industry, we remain true to
our foundational value - of making sure we produce
a publication people want to read – that fulfils our
key objective of entertaining and informing our
readers.
Fortunately, we have been blessed to have
developed a core of contributors that make FlightCom
unique. I am most grateful to Hugh Pryor, who 14
years ago, after meeting me for just a quick cup of
coffee, gave me a memory stick with hundreds of
his priceless stories of bush flying in North Africa.
Shortly thereafter, Mike Gough, then a Senior First
Officer with SAA, and the owner of a nascent flight
school at Lanseria, came on board to write about
airline operations and pilot training.
For the past four years we have been privileged
to have Darren Olivier’s expert analysis on African
defence. And I now have a PhD on the challenges
faced by African airlines in providing essential air
connectivity. The spin-offs from this study, and in
particular with the CEOs I interviewed as part of the
primary research, have provided many fascinating
industry insights.
I am honoured too to have excellent access to
the key leaders and decision makers in the aviation
industry. I am grateful to all airline CEOs who
always take my calls at any time of the day, no matter
how busy they are. I find the insights provided by
these industry leaders fascinating and wonderfully
informative. And I trust our readers do too. Which
makes FlightCom a key source of reliable industry
intelligence.
In this issue we feature Airlink CEO Rodger
Foster – who has used the strength and quality of
6 FlightCom Magazine
his business to take full advantage of the dire straits
his competitors find themselves in. As I write, he is
adding yet another Embraer 190 to his fleet – and
he discusses his exciting expansion plans across
Southern Africa – and perhaps further.
Our regular contributors form the core of
FlightCom, and I am grateful for their commitment
to quality writing and fresh insights. With them, and
the topical articles we provide, I am confident that
we have indeed fulfilled our mandate to entertain
and inform our readers and provide the best channel
for our advertisers to reach their market.
So what can we expect for 2021? From where
we are now, things can only getter better. This is
not just a hope – there are real signs. Domestic and
foreign travel is reopening, and tourists and business
travellers are returning. Airlines will start rehiring
and yes, there will indeed be a massive pilot shortage,
caused both by those who have left the industry due
to Covid, and from the current wave of retirees.
The world economy will come back with the
impetus to make up for the year of lost growth – and
it will take the South African economy with it as
resource prices rebound.
A Covid-19 vaccine is coming – sooner than
hoped, and a massive airlift will be needed to
distribute it. With their long and successful track
record with UN relief agencies such as the World
Food Programme and the WHO, South African
contract flying companies are the best placed to
handle the distribution of the vaccines across Africa.
Within a year it will almost be back to business as
usual.
There is a lot to be hopeful about and so I wish all
our readers and loyal advertisers a wonderful festive
season and a happy and prosperous new year. 
A LEADING AIRCRAFT SALES COMPANY IN AFRICA

ASCEND VIDEO

FlightCom Magazine 7
 BUSH PILOT
HUGH PRYOR
CORRUPTION
Did you buy your licence? Or did
you earn it by working hard, gaining
appropriate experience
qualifying before an impartial board
of examiners?
T
HAT’S one of the
problems we’ve got in
Africa today. During
recent decades, the civil aviation
authorities of many Third World
countries have been run on the
graft system. Not ‘Hard Graft’,
as in hard work, but ‘graft’, as in;
“How much money do you need
to renew my Instrument Rating,
without us having to actually fly
a plane?”
You must have heard of P-51
time. That’s Parker 51, the people
who make the pen. Not the ones
who built the World War winning
fighter. Not heard of it? Well,
let’s put it like this. I do know
8 FlightCom Magazine
and then
of certain persons who could be
open to accusations of, shall we
just call it ‘Creative Logging’,
possibly written with a Parker 51.
It has been going on for years and
years, of course, since the time
that log books were invented.
I remember one particular
person, for example, during
my infant and impressionable
years in aviation, who decided
to transfer all his flying hours
from civilian flying log books to
Royal Air Force log books. The
Air Force log books looked so
much tidier, we were told. It took
him quite some time to complete
the task and maybe that was
partly because he ended up with
fifteen hundred hours more, after
completing the exercise, than he
had before he started it. And,
guess what! That extra fifteen
hundred gave him exactly the
right number of hours to apply for
a job with a certain large middle
eastern airline. I think he must
have only retired last year. Of
course his cheating barred him
from returning to Kenya, because
everybody and his dog in Kenya
knew what he had done, and
would have spilt the beans if he
had looked for employment in our
neck of the woods.
The horrified board of inquiry
into a recent major accident in
Africa found that the captain of
the aircraft, who sadly did not
survive the disaster to defend
himself, was found to have gained
hundreds of hours each time he
carried over the totals from the
bottom of one page to the top of
the next, in his log book. The co-
pilot logged his time in a similar
fashion, but this could not hide
the fact that he had only one
 BUSH PILOT
HUGH PRYOR
hour of formal training on the aircraft before the
accident which took his life. The hours recorded in
the aircraft technical logs bore no relation at all to
those claimed by either of the pilots.
So how did they manage to get away with it?
Administrative slip up?
Administrative incompetence?
Why don’t we just try straight ‘Administrative
corruption’?
To get to the bottom of this problem it is
important to examine the root causes. So let’s have
a look at some of them, and see why this insidious
and corrosive disease is so contagious and difficult
to control.
The hours
recorded in the
aircraft logs
bore no relation
to those claimed
by the pilots
MOTIVATION
Let’s start right at the bottom, financially
speaking.
Do you think that you would feel motivated to
run the licensing office of a civil aviation authority,
if your salary was twenty (yes…20) times less than
those of the people whom you were responsible for
regulating? Probably not.
Would you feel motivated if your salary had not
been reviewed for over twenty (Yes… I did say 20)
years? Probably not.
Would you feel motivated if you noticed that, in
spite of the above, your bosses, who seldom graced
the offices whose doors bore their names, suddenly
10 FlightCom Magazine
became the proud owners of Seven Series BMWs,
while you still took a jam-packed little minibus taxi
to work every morning? I’ll bet you wouldn’t.
How about if the international community started
muttering about your total incompetence and how
they would like to beat the living daylights out of
you and then see you in jail? Would that motivate
you? I doubt it. In fact I think the opposite might be
true.
Okay. Suppose I came to your office at around
eleven o’clock one morning and suggested lunch at
a discrete local pub for discussions about something
which might be very much to your financial
advantage. Then I took you out, filled you with beer,
introduced you to a stunningly nubile and seemingly
willing young lady or two and offered you a straight
ten thousand dollars to licence the crew of an A310
that I wanted to operate to Europe, and, yes, of course
the pilots are all well experienced. Well? Would you
be interested?
NOW we’re talking!
The problem is that if you agree to my proposition,
then I’ve got you on a string. So next time I’ll only
have to give you five hundred dollars, for the renewal,
because you’re not going to go blabbing your mouth
off to all and sundry about how I bought you, are
you? No you are not. I’ll just deny it anyway, and
where are your witnesses? Anyway, you could do
with the extra five hundred, couldn’t you? And so
could your new girlfriends. You are certainly not
going to blow the whistle. This gravy train is going
so fast now that you would probably be badly hurt,
or even worse, if you tried to get off.
REPERCUSSIONS
Right. It’s all downhill from now on. Nice and
easy. Freewheeling. No need for paperwork. No
need for any work. Who’s interested anyway? Just sit
back, enjoy the ride and wait for the big boys to admit
who really runs the show. And they have made the
pay much better now, of course. Not Seven-Series-
BMW-much better yet, but the day will come when
they really need something. That will be the time to
turn the screws and find out how much the market
will stand.
up.
Then suddenly, one day, the past starts to catch
Two pilots, terrified by the fact that their
qualifications are based on a financial transaction,
not on hard work and experience, are forced into
a corner by commercial and peer pressure, a deep
dark corner with no way out. They are tasked for a
flight which can realistically only end one way and
they are not given the option of declining.
It takes them five attempts to get their large
aircraft into the short primitive airstrip at their
destination, but they have to get in, because they
have a very senior government minister on board
and he needs to talk to the people on the ground and
the chief pilot has flattered them by telling them that
they are the right guys for the job.
Forget the fact that they have never ever tried to
land an aeroplane this size in 800 metres. Forget
the fact that the book says it cannot be done. Forget
the fact that these two pilots have never landed this
aircraft on an unpaved surface before. Forget the
fact that one of the aircraft’s engines did not belong
to that particular type. In fact, just sit back and
watch the Gravy Train, containing the ‘Financially
Enhanced’ (we’re not allowed to say BRIBED
nowadays) aviation authorities, thunder comfortably
and unwittingly down the last bit of the hill and
fall, together with the two frightened ‘pilots’ and
everybody else in the plane, over the edge, into the
gaping abyss.
That actual accident happened in early 2003, on
take-off. The laws of aerodynamics ruthlessly swept
aside the laws of the graft system and declared the
inevitable verdict imposed by the laws of physics.
You won’t believe it, but quite a number of people
got out of the wreck, in spite of the fact that the plane
cart wheeled obscenely, before ending, upside-down,
on top of some unfortunate person’s house.
The Minister and the two frightened pilots did
not survive.
If you agree
to my corrupt
proposition,
then I’ve got
you on a string
SOLUTIONS
The next problem is… how to get the survivors
out of the abyss. And how do you stop the next gravy
train of bribery and corruption tumbling into the
chasm?
Well, the first thing you have to do is to prevent
other gravy trains getting started down the slope. As
you know, stopping runaway trains normally involves
quite a lot of wreckage. Wreckage very often comes
blood-stained and the blood comes from wounds.
Wounds have to be excised in order to expose clean
flesh where the healing can take hold. The people
who carry out the surgery must themselves be free
of infection and in small close-knit communities,
these people are sometimes almost impossible to
lay hands on. If you can’t find the person locally,
then the only option is to look elsewhere. The other
very important thing to remember is that controlling
runaway gravy trains is not a job for the faint-
hearted. Skill, determination, enormous strength
and, above all, courage are prerequisites for the job.
Gravy trains kill. Ask any anti-Mafia judge in Italy.
Vast quantities of fortitude are necessary and endless
patience. There is no other way
Another thing to bear in mind. If you are looking
for that hero and you walk into an office and find me
sitting behind the desk, you’re in the wrong office! 
FlightCom Magazine 11
 AIRLINES
MIKE GOUGH
In certain situations that appear to be
devoid of rationality, we may discover
a chunk of rules and regulations that
attempt to try do the thinking for
us – or at least speak to the lowest
common denominator among us.
A
VIATION is
intrinsically
a regulation
intensive
industry,
and some regulations must of
necessity be complex. Its is
then perhaps inevitable that the
competence of the regulators may
not quite be up to the task, with a
resultant overflow of verbose and
tedious rules.
As I find myself spending most
of my time back in the General
Aviation environment, the ‘real’
environment of operations and
regulations reminded me how
cocooned we can sometimes
14 FlightCom Magazine
LEGISLATING
COMMON
SENSE
become in the airline world.
Several of my ex-colleagues have
spent a lot of time with me at
Lanseria doing initial ratings or
reviving long-expired instructor
ratings, and the discussions we
have had has highlighted the
relationship between practicality,
reality and the figments of some
bureaucratic imaginations.
While conducting an initial
instructor rating, I do my best
to test for understanding of the
various concepts associated with
aerodynamics and procedural
aspects. I certainly do not claim
to be any form of guru in either
department, but I have been
around the patch a few times in
this regard.
Having said that, I have a
confession to make, and I am
going to open the Lift Theory can
of worms yet again. We do teach
the Equal Transit or Longer Flow
theory, which is by far the easiest
lie to perpetuate in this regard.
This is the much-maligned
explanation that the upper
surface flow of an aerofoil has to
travel faster so the air molecules,
traumatised by being separated at
the leading edge of the aerofoil
into upper and lower surface
flow, are hell-bent on getting to
the trailing edge simultaneously,
thus forcing the longer flow to
accelerate, with the attendant
pressure drop, a la Bernoulli.
Anyone who has had to wash
dishes in their lives has witnessed
the turning or displacement force
as a practical experiment when
holding a serving spoon’s curved
surface in a laminar water flow
from the kitchen tap. In this case
there is no lower surface flow at
 Briefings are often reduced
to a short chat while
walking out to the aircraft.

all, and the resultant force as a result of the deflected
flow is noticeably strong and visually revealing.
This can be clearly broken up into the upwash
at the leading edge of the spoon, and the marked
downwash at the trailing edge. Thus, once the
Bernouilli discussion is done, everyone goes off to
the kitchen in our hangar.
As this aspect is firmly in the CAA syllabus, we
are stuck with it. I don’t, however, think anyone is a
poorer pilot as a result, after decades of technically
inaccurate information.
Getting back to the instructor evaluation – a
discussion on certification criteria is relevant. Why
specifically? Well, there’s a definite method to the
madness when an aircraft, large or small is designed,
tested and certified. These sets of rules are referred
to as Federal Aviation Regulation (FAR) Part 23 and
FAR 25, for little ones and big ones respectively.
FAR 23 pertains to light aircraft, up to 5,700kgs,
or in the commuter category, up to 19 seats. Beyond
this is the transport category, and everyone needs to
sit up and pay more attention as things get a little
more stringent.
A primary difference between the two categories
legislating a
major safety
hazard
into the
regulations
is the G Load limit. Part 23 requires 3.8G positive
limit, while Part 25 only requires 2.5G limit, as
the rest of the package that goes with it is highly
regulated and building in unnecessary structural
strength adds weight.

FlightCom Magazine 15
 AIRLINES
MIKE GOUGH
Students need to understand why the static port is on the left side of the fuselage.
For those who may be familiar with Airbus and its
various control laws, there is a very definite and non-
negotiable maximum bank angle of 67 degrees. Full
and sustained side stick deflection while in Normal
Law will not produce any bank angle greater than
this.
This brings us around to certification limits, as
‘n’ or G load, is calculated by 1 over Cosine of Bank
angle and using 67 degrees in this formula results in
a ‘n’ factor of 2.5G.
My favourite Air Exercise briefing is the little-
visited exercise of Side Slipping. This is now
incorporated into the Descending exercise. An Air
Exercise briefing is meant to be completed after the
talk-and-chalk part of the briefing and outlines what
will be accomplished in the General Flying area to
complete the exercise.
These ‘little’ briefings are often reduced to a
short chat while walking out to the aircraft prior to
the flight, often animated by swooping hands, which
is not the idea at all.
How many of us remember, during our PPL
16 FlightCom Magazine
training, how one determines when the side slip limit
of an aircraft has been reached? I thought so… your
instructor did not consult the Instructor Training
Procedures manual (formerly AIC 14.3), which has
in depth air exercise material.
This brings me around to another certification
question for that nervous instructor candidate. Why
is the static port on single-static source aircraft (such
as the Cessna 172) on the left side of the fuselage?
It didn’t end up there by accident. Slipping to the
left results in an elevated static value for the same
given pitot value. This results in an under read on
Indicated Air Speed (IAS). The distracted pilot
glances back inside and sees a speed lower than
planned and the natural reaction is to push the nose
down, which is a safe tendency – especially with
crossed controls and reduced airspeed.
Should the port be on the right, the opposite
would occur, with the tendency to pull back on the
control column. This could well result in a stall /
spin scenario, which would end badly if close to the
ground.
 All of these certification rules
come together to allow a Type
Certificate to be issued, which
indicates a particular design
conforms to its Type Design.
The regulating authority (for
example the Federal Aviation
Administration – FAA, or the
European equivalent, EASA)
issues this certificate. When
each example of a particular type
is rolled off the production line,
it is issued with a Certificate of
Airworthiness (C of A), which
is valid for the entire life of the
aircraft, provided it complies
with its Type Certificate – in
other words, no unapproved
modifications or damage occurs.
Unless of course you are in
South Africa.
Our Civil Aviation Authority
feels that a fee to maintain
the airworthiness certificate
is required, and as a result has
decided that an absolute mountain
of paperwork is required to be
submitted to them every year.
Every single maintenance aspect
must be re-submitted annually,
even if it is a once-off item that
is required by the manufacturer
to be accomplished, to the extent
that they require the actual Type
Certificate number to be declared
each time – in case we have
wickedly re-designed the aircraft
between submissions.
On top of a massively tedious
process, there is also a highly
likely possibility that more
than sixty days will elapse after
submission, with no sign of the
new certificate, which grounds
the aircraft.
Thus, the addition of a date to
the C of A renders the aircraft to
a Certificate of
Airworthiness (C of
A) is valid for the
entire life of the
aircraft
be non-conforming to its original
Type Design.
Another uniquely local
requirement, contained in our
regulations, pertains to how
quickly the all-knowing authority
expects a candidate to be ready
for his or her first solo flight. For
some reason, there is a restriction
that is in place which requires
a solo recommendation in the
training file prior to completing
thirty hours.
Passing this arbitrary total
requires an entire intervention
which involves the Chief Flight
Instructor and then a Designated
Flight Examiner. If forty hours
total now elapse, it becomes the
exclusive domain of the Director
of Civil Aviation to decide if this
person is allowed to continue
flying.
Without doubt, forty hours
with no solo is a significant
amount of flying without a
‘normal’ progression rate. What
is completely lacking with this
regulation, is context. If one
did twenty-five hours, ten years
ago, and now want to re-start
(probably from the beginning),
one has to be kicked out of the
nest within five hours.
Talk about legislating a major
safety hazard into the regulations.
Similarly, many years ago
in Nelspruit I had an elderly
candidate, whose retirement
mission was to attain his PPL. To
say we spent quality time together
would be an understatement. I
finally sent him on his first solo
with a total of 74 hours in his
logbook. He was so delighted
with his first landing as pilot-in-
command that he stopped on the
FlightCom Magazine 17
 AIRLINES
MIKE GOUGH

runway, with the engine idling, and did not move. BELOW; Once the Bernouilli discussion is done,
I eventually walked up the runway to see what everyone goes off to the kitchen to try the spoon trick.
was happening, and he was sitting there, with an
ear-to-ear grin, while being a thousand miles away,
utterly caught up in the moment. He went on to
complete his PPL, and flew for many years, accident
and incident free.
I have subsequently learned that this piece
of legislation will be reviewed or removed, but it
should not have been there in the first place.
It is impossible to regulate human performance
and ability through the statutes – but that doesn’t
prevent ‘authorities’ from trying.
By the way – the side slip limit is reached when
one has full rudder applied to the stop, and further
application of aileron will cause the aircraft to turn
into the direction of the side slip – also a certification
requirement.
But you knew that. 

Airbus has an absolute

bank limit of 67
degrees as that is the
2.5G maximum load.

18 FlightCom Magazine
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FlightCom Magazine 19
Defence - Des Barker
The 'Crystal' F1 built for a French expo shows the layout well.
THE F1
ENGINE UPGRADE
Des Barker writes - It is
now history (and thus no
longer classified) that local
aerospace company, Aerosud
successfully managed to re-
engine the Mirage F1 with
the MiG-29’s Klimov RD-33
engine (dubbed the SMR-95)
– a feat originally thought
impossible by Dassault.
20 FlightCom Magazine
T
HIS modification was not only aimed
at improving the aircraft’s thrust-to-
weight ratio and specific excess power,
both parameters critical to the combat
capabilities of a fighter, but also to provide the
Mirage F1CZ with improved sustained turn
performance and acceleration.
With the engine package, a new all-aspect
missile was also included in the deal, the
combination of which would have produced a
significant increase in fighting capability for the
Mirage F1CZ.
FLYING THE SMR-95 F1 It was an impressive comparative demonstration
The flight test programme for the engine for the Air Force’s Command Council, leaving many
integration programme was conducted on Mirage former F1 pilots impressed and secretly wishing to
F1AZ No. 216. As a demonstration of increased have an opportunity to ‘have a go’.
performance with the SMR-95 fitted, a comparative Further tests included climb performance, level
demonstration was flown at TFDC, AFB Overberg. accelerations to M1.8 at 25,000 ft pressure altitude
F1AZ No. 216 lined up on runway 35 next and even shutting down the engine intentionally
to No. 239, both aircraft spooled up to Mini PC at 50,000 ft to verify the engine’s ability to relight
(afterburner) against the brakes and
on the countdown to zero, released
the brakes simultaneously, selected
maximum afterburner and the
216 just leaped
challenge was on. No. 216 (18,285 lbs
static thrust) versus No. 239’s (15,888
ahead and left
lbs static thrust) pulled away from
No. 239 and had lifted-off by the time
239 ingesting
239’s nosewheel was rotating; 216
then pitched up to 25°, climbed away
216’s exhaust.
in a steep climb, with 239 trailing automatically at heights up to 50,000 ft. An added
embarrassingly far behind. bonus was the engine’s ability to be slammed open
The formation was then set up for a comparative and accelerate in 3 seconds versus the 8 seconds of
acceleration, both aircraft at 1,000 ft agl, approached the F1s Atar 09K50; an important consideration in
the airfield from the south over runway 35 at 200 third generation air-combat tactics.
KIAS; both pilots selected maximum afterburner Typically Russian, robust and effective, it would
and once again, 216 just leaped ahead and left 239 have significantly increased the combat performance
ingesting 216’s exhaust. of the Mirage F1.

BELOW: The F1's Atar 09k50 engine had 3000 lbs more thrust than the Mirage 111
and the Klimov SMR-95 further dramatically improved on the Atar 09k50.

FlightCom Magazine 21
 FITTING THE ENGINE
Writing on Russian News site NARKIVE, David
E. Powell, provided the following information:
“[Installing the MiG-29’s Klimov RD-33 engine (the
SMR-95)] wasn’t as simple as making a few changes
to MiG engines. The project was started while South
Africa still had an arms embargo against it, which
The [Russian]
RD-33 did not
comply with the
requirements for
a single engined
fighter
really limited the number of possible candidates.
The main reason the upgrade program was initiated
was to get some improvement in specific fuel
consumption (SFC) by going to a turbofan instead of
a pure turbojet (the ATAR-09K50 is a pure turbojet),
and the RD-33 also offered additional thrust when
in afterburner.
The Snecma Atar 09K50 engine
was replaced by the lighter
and more powerful Russian
SMR-95. Image: Martin Pole
22 FlightCom Magazine
As I said, the mods were major and included
“straightening” the engine, as there is a “kink” in
the engine as installed in the MiG. The [Russian]
RD-33 was specifically designed for installation in a
twin-engined fighter, which meant it did not comply
with the requirements for a single engined fighter.
For this reason, a fairly extensive range of more
subtle changes were needed, but the most
major one was probably repositioning of
the gearbox. There were also attempts to
reduce the amount of smoke produced
by the engine (not quite achieved on the
SMR-95) and a substantial increase in
time between overhaul (TBO).
The installation in Mirage F1AZ #216
was very mature, and if it wasn’t for the
end of the arms embargo allowing us to
purchase new aircraft, the mod would
probably have been done on the whole
fleet. 216 Is still occasionally flown for
demo purposes and there are still some hours left
on the engine. The Cheetah installation, on the other
hand, was far from mature and a lot of work was still
needed at the time when the project was cancelled.
It also seemed that the Cheetah installation was
not going to be of as much benefit as it was for the
Mirage F1. 
 Where romance meets nature
Located in South Africa’s Safari hub of Hoedspruit,
CONTACT:
Safari Moon is a boutique base from which to discover bookings@safarimoon.co.za
the wonders of South Africa’s Lowveld region. Explore 083 449 5868
a range of nearby attractions from the famed Kruger
National park to the scenic Panorama Route, or simply
chose to relax and unwind in nature, making the most of
your private piece of Wildlife Estate wilderness. FlightCom Magazine 23
 Airlines
N orton R ose F ulbright

Can airlines navigate the legal minefield

of Covid-19 risks to passengers?

Can Passengers
SUE Airlines if they
get Covid-19?

T
his article explores the extent to which
A DEEP DIVE INTO
carriers may be considered guarantors
INTERNATIONAL of the safety of their passengers and how
AVIATION LAW AND the law classifies contamination that is
proven to have occurred on board an aircraft.
PRECEDENT SHOWS
The article will further delve into whether the
THAT AIRLINES MAY BE law classifies COVID 19 as an “accident” in terms
LIABLE IF A PASSENGER of Article 17 of the Warsaw Conventions and the
Montreal Agreement and whether air carriers may be
GETS INFECTED BY
held liable for contamination associated with a flight.
COVID-19 ON A FLIGHT. First, some background definitions:

24 FlightCom Magazine
ARTICLE 17
Article 17 of the Warsaw Conventions and the
Montreal Agreement impose strict liability on
carriers for damage sustained in the event of the
death or wounding of a passenger or any other
bodily injury suffered by a passenger that is caused
by an accident and the injury so sustained took place
on board the aircraft or in the course of any of the
operations of embarking or disembarking.
ARTICLE 14 OF THE CHICAGO
CONVENTION
The 1944 Convention on International Civil
Aviation (the Chicago Convention), recognises
plague and other communicable diseases such as
cholera, typhus (epidemic), smallpox, yellow fever,
and ratifying States must specifically take steps to
prevent these diseases from spreading by means of
air transportation. The Chicago Convention makes
it mandatory for air carriers to comply with the
pertinent provisions of the International Health
Regulations (2005) of the WHO.
Under Article 14 of the Chicago Convention
each contracting state is required to take effective
measures to prevent the spread of communicable
diseases and to keep in close consultation with those
international agencies concerned with international
regulations relating to sanitary measures applicable
to aircrafts.
ACCIDENT
Both conventions require an “accident” to have
caused the illness and to have taken place on board
the aircraft or in the course of the operation of
embarking and disembarking.
An “accident” has been defined as an unusual or
unexpected event that is external to the passenger,
and which results in physical injury to the passenger.
Bodily injury includes the “physical infliction of
physical injury during the flight even though not
already manifested at the time of the conclusion
of the flight, for example a disease or illness
contracted upon the aircraft (resulting from) food
(contamination)” as defined in Air France v. Saks,
Is it an accident if a
passenger gets infected
with Covid-19 on a flight ?
FlightCom Magazine 25
 470 U.S. 392 (1985).
In In re Crash at Little Rock, Arkansas 231 E.D.
Ark. (2002), the court broadened the scope of the
interpretation of the Convention and confirmed
that a party can claim for mental and psychological
injuries to the extent that they are caused by and
approximately flow from the physical injury caused
by the accident.
Thus a claimant must prove that an “accident”
A party can
claim for
mental and
psychological
injuries
occurred within the meaning of Article 17 in order
to succeed with a claim for liability against a carrier.
DEEP VEIN THROMBOSIS
A form of injury that has been associated with air
carriage is the deep vein thrombosis (DVT) which
is a serious condition that occurs when a blood clot
forms in a vein located deep inside the body.
The aviation industry has seen a number of claims
associated with DVT. However, current medical
studies have not proven that air transportation
increases the risk of developing DVT and this is a
topic currently being researched by the World Health
Organisation.
The point of contention facing air carries
concerned with DVT litigation is whether the
condition can be classified as an “accident” in
terms of Article 17 of the Warsaw Convention. A
claimant must provide any admissible evidence that
he developed DVT as a result of an unexpected or
26 FlightCom Magazine
unusual event or happening external to the passenger.
In Blanset v. Continental Airlines 204 S.D. Tex.
(2002) a passenger developed DVT and instituted
proceedings against Continental Airline for alleged
injuries sustained while on board the carrier. The
claimants alleged that the carrier failed to warn
them of the risk of developing DVT during air
transportation and failed to take adequate precaution
to inform the claimants of the risk of developing
DVT.
The claimants alleged that the defendant violated
a custom or procedure amongst international air
carriers by failing to warn passengers of contracting
DVT on board an aircraft and that this could lead to
an “accident” within the meaning of Article 17 of
the Warsaw Convention.
Continental Airlines then moved to dismiss this
claim on the basis that developing DVT was not
an “accident” under Article 17. Continental was
unsuccessful in its attempt. The court held that a
failure to carry out established routine procedures
can be an “accident”.
However, the court left open the question of
whether warning passengers about the risk of DVT
specifically is an established custom or procedure
within the aviation industry.
In Air France v. Saks, 470 U.S. 392 (1985) the
court held:
“If… nothing happens during an ordinary or
unremarkable flight that involves the actions of
anyone except for the passenger himself or herself
and his or her atypical reaction to a normal and
unremarkable flight, there had been no unexpected
or unusual event or happening. The only basis upon
which liability could arise in such circumstances
would be for a court to hold that a culpable act or
omission is always an unusual or unexpected event or
happening, so that wherever negligence is established,
or known risks are ignored, an “accident” must have
occurred. But that ignores the fact that the culpable
act or omission cannot necessarily be described as
an unusual event or happening in itself.”
The questions to ask are:
• Is there an accident as required by the
Conventions;
• Is there admissible evidence of the occurrence
of the accident;
• Is there an awareness of a risk; and
• Did the carrier warn passengers of established
routine procedures or provide necessary
information relating to the risk.
Case law reveals that while not advising
passengers of the risk associated with DVT a carrier
may be held as negligent, this negligence is not in
itself an accident within the meaning of Article 17
in that DVT sustained by a passenger is not linked
to an unusual and unexpected event external to them
as a passenger.
SEVERE ACUTE RESPIRATORY
SYNDROME (SARS)
Severe Acute Respiratory Syndrome (SARS) is a
contagious and sometimes fatal respiratory illness
that has been the subject of litigation for air carriers.
In May 2003, the WHO issued an Emergency
Travel Advisory to passengers and airlines advising
that, while there was a low in-flight transmission
rate of passengers, parties should be alert to the
symptoms associated with SARS. Recommendations
were set-out to restrict travel and minimise in-flight
transmissions.
A Scottish decision, King v Bristow Helicopters
2001 SLT 126, confirmed that the bodily injury
induced by an accident in terms of the Convention
does not have to manifest during or at the conclusion
of the flight as it is sufficient for the injury, illness
or disease to have been contracted upon the aircraft
through the contamination of the aircraft’s air supply.
Similar to DVT liability claims, the Conventions
require an “accident” to have caused the damage to
take place on board the aircraft or in the course of
operation of embarking or disembarking. The current
litigation on DVT will further assist in determining
whether an airline’s failure to warn passengers of
SARS and/or to take steps to isolate a passenger
with SARS symptoms or honour requests by other
passengers for alternative seating might possibly
amount to an accident as an unexpected or unusual
event or happening.
COVID-19
Locating or tracing of passengers after flights to
enable airlines to ascertain those likely exposed to
risk is complicated as passengers on disembarkation
would have dispersed widely. In the projected two
to fourteen days’ incubation period before the
COVID-19 may fully manifest, the airline should
ensure that they have sufficient and correct data of
passengers to give to airline medical staff and health
authorities.
In the 21st century, however, technology has
played a major role in enhancing contact tracing of
The Conventions
require an
“accident” to
have caused
the damage
communicable virus such as COVID 19, presenting
individualised tracking as a reliable way to trace
the movement of individuals who are infected
and to identify individuals with whom the former
came into contact during the period in which they
were contagious. Mobile location data has been
proposed as a helpful method to identify potentially
exposed individuals as some governments and the
FlightCom Magazine 27
 private sector have heavily relied on data-driven
technologies to help contain the novel COVID 19.
Thus technological measures have become a
critical solution for contact tracing, quarantine
enforcement, tracking the spread of the virus,
and allocating medical resources. However, these
practices raise significant human rights concerns
as measures taken that limit people’s rights
and freedoms must be lawful, necessary, and
proportionate.
The airlines’ legal duty thus appears to be limited
to collaborating with contracting states to determine
whether any passenger’s condition poses a direct
threat to public safety relying on directives issued
by public health authorities.
Carriers must comply with international health
regulations and the laws of the countries to and
from which they operate services. If they ignore
passengers who look unwell or present symptoms,
they may be exposed to penalties.
In Dias v. Transbrasil Airlines, Inc., 26 Av. Cas.
(CCH) 16,048 (S.D.N.Y. 1998). the court ruled
that the poor cabin air quality due to the aircraft’s
air filtration system not working properly which
resulted in an injury to the passenger constituted an
“accident”. Thus emphasising the strict obligation
that air carries owe to passengers and their safety.
When determining whether a carrier may be held
liable for the possible transmission of COVID 19 on-
board, WHO examines the following risk factors:
Did the carrier deny a passenger check-in
boarding who has COVID 19 symptoms or take any
precautionary steps to check that the passenger is
medically fit to fly?
• Did the carrier isolate a passenger who
exhibited COVID 19 symptoms during
the flight or await on medical authorities at
destination before disembarking passengers?
• Did the carrier trace fellow passengers where
it was notified that a passenger on one of its
flights had COVID 19?
28 FlightCom Magazine
• Was there a failure in the cabin ventilation
system? or
• Was there a failure to follow prescribed
regulatory protocols to screen passengers
when boarding or other precautions required?
WORLD HEALTH ORGANISATION
The International Civil Aviation Organisation
(ICAO) works closely with WHO and other
international health and aviation bodies to assist
in containing the spread of communicable disease
in aviation. The ICAO has developed Standards
and Recommended Practices (SARPs) to ensure a
coordinated response.
The aviation sector’s primary role is to
minimise travel of individuals who have contracted
a communicable disease to other jurisdictions
through passenger screening procedures. These
procedures are performed at airports and through
the presentation of health certificates or the famous
‘yellow card’ indicating vaccinations against certain
communicable diseases where mandated.
BURDEN OF PROOF
The burden of proof rests with the claimant to
prove that they suffered an illness as a result of
contamination on the carrier. Since the source of
contamination of COVID 19 has been proven to
be nearly impossible to trace, more so that such
manifestation of the contamination occurred during
a flight, it will be difficult for a claimant to prove that
the occurrence of an accident within the definition
of Article 17.
It is both a legal and factual question whether
passengers will be successful in claims for the
contamination of COVID-19 aboard a flight and
whether, as with DVT, issues will arise as to what is
an accident – as the event itself must be the cause of
the accident rather than the illness.
Article 20(1) of the Warsaw Convention states
that the carrier is not liable if they can prove that they
and their agents have taken all necessary measures to
avoid the damage or that it was impossible for either
party to take such measures. The Montreal Convention
adopted this defence but changed the wording.
Article 21(2) of the Montreal Convention states
that the carrier is not liable for damages arising under
Article 17 to the extent that:
• such damage was not due to the negligence or
other wrongful act or omission of the carrier or
its servants or agents; or
• such damage was solely due to the negligence
or other wrongful act or omission of a third
party.
Notably, even in circumstances where a passenger is
able to prove that they contracted COVID-19 on board
an aircraft or while embarking or disembarking, the
passenger’s claim may be limited by the limits often
highlighted in the contract of carriage, and terms
contained on the air ticket.
Is it up to passengers to
clean their own area?
VOLUNTARY ASSUMPTION OF RISK
Where an air carrier has taken all necessary
precautionary measure to mitigate infections, Article
20 of the Montreal Convention provides a defence,
where the Air Carrier proves that the damage was
caused or contributed to by the negligence or other
wrongful act or omission of the person claiming
compensation.
The defence of voluntary assumption of risk is
based on the concept that no wrong can be done to
one who consents. Consequently, where a passenger
is deemed to have agreed to assume all the inherent
risks involved with flying aboard an aircraft during
a pandemic, the air carrier may be absolved of the
responsibility for injuries arising from flying in an
aircraft that did not result in an accident from the act
or omission of the carrier.
Where a passenger decides not to heed the advice
against traveling and by so doing, contracts the
COVID-19 on board an aircraft, either before or
during embarking or disembarking the aircraft, the
express or implied agreement by the passenger to
assume both the physical and legal risk may absolve
the airline from all future liability claims that may
be made by the passenger provided the carrier is not
negligent.
It must be noted that the principle of “voluntary
assumption of risk” falls solely under the Montreal
Convention and not the Warsaw Convention. The
Warsaw Convention does not limit liability for
passengers against air carriers.
CONCLUSION
In conclusion, a passenger may be successful in
pursuing a claim for liability against an air carrier
for contracting Covid-19 on board the aircraft if they
can prove negligence (“accident”) on the part of the
carrier or their agents or sub-contractors.
However, where the air carriers have taken all
reasonable measures by complying with all the
prescribed health procedures and where a passenger
is infected by a fellow passenger who has Covid-19
but is asymptomatic, the passenger would not be able
to sustain a claim that the air carrier is liable for the
transmission of Covid-19 to the claimant.
The air carrier may also be absolved from all
liability on the basis that passengers, who contracted
Covid-19 on board an aircraft, voluntarily assumed
the physical and legal risks, whether expressly or
impliedly, in boarding a flight during the well-
publicised risks of the pandemic. 
FlightCom Magazine 29
 WHY SA FLYER IS THE BEST VALUE
PROPOSITION?

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A: BY ADVERTISING ON SA FLYER’S MANY DIGITAL

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• We are also the only magazine to do hands-on ‘from the cockpit’ flight
tests where we actually fly the aircraft. And we bring our readers invaluable
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Our value proposition to you, the advertiser:

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For more information call Wayne
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him at: wayne@saflyermag.co.za FlightCm
African Commercial Aviation
 MINI AAD FOR
LANSERIA IN 2021
The Aerospace and Defence Trade
Show 2021 will be held at Lanseria
International Airport from 24 to 26
March 2021.
ORGANISERS say that the Aerospace and Defence
Tradeshow 2021 (ADTS 2021) is set to bring together
approximately 150 exhibitors consisting of 80% local
industry and 20% international industry including
the Defence and General Aviation industry, Airports,
UAV/Drone operators, Security System Operators
(Cybersecurity, Crowd Control, etc), Medical Supply
Companies , Support and Logistic services to name
but a few.
This experience gives the South African and
International defence and general aviation industries
an opportunity to showcase their products and
services, while also engaging in dialogue and
discourse on what is pertinent to their industries. 
WISHING YOU A HEALTHY
& HAPPY NEW YEAR
GIB House - 3 West Street, Houghton, Johannesburg
Tel: +27 (11) 483 1212 | aviation@gib.co.za | www.gib.co.za
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FlightCom Magazine 31
 Rodger Foster
FACE TO FACE
WITH
AIRLINK -
THE WAY AHEAD
It is said that in times
of crisis, only the fittest
survive. Airlink has
demonstrated that it is
indeed one of the fittest
by emerging from the
Covid-19 pandemic in a
better position than it was
before the crisis began.
Guy Leitch asks Rodger
Foster how Airlink did it
and what its future plans
are.
32 FlightCom Magazine
GL: IN THE PAST YOU SPECIALISED IN FEEDER
ROUTES. BUT NOW YOU HAVE BEEN SUCCESSFULLY
OPERATING THE HIGH DENSITY AND FREQUENCY
JOBURG - CAPE TOWN ROUTE SINCE THE DOMESTIC
LOCKDOWN ENDED. YET YOU USE SMALL GAUGE
98 SEAT EMBRAERS WHILE YOUR COMPETITORS
OPERATE MORE ECONOMICAL 185 SEAT BOEING 737-
800S?
RF: While loads are recovering the smaller gauge
aircraft present lower economic risk as their trip cost is
significantly lower than the Boeing or Airbus trip cost.
And it doesn’t matter much if our seat cost is slightly
higher as we are not trying to compete in the low-cost
carrier market. Airlink has a competitive advantage in
that it has a comprehensive airline network system where
our customers can connect to myriad destinations within
our network and they have access to the global networks
of our commercial partner airlines. Our Economy Class
fares include a 20kg free checked-in luggage allowance
Airlink CEO Rodger Foster - now decoupled from the SAA franchise and pushing upwards strongly.

plus a 15kg sporting equipment allowance. Onboard, NONETHELESS, THERE IS TALK THAT YOU ARE

we provide a light meal, refreshments, generous TRYING TO OPPOSE THE EMERGENCE OF GIDON

leg room and a choice of aisle or window seat, as NOVICK’S NEW AIRLINE LIFT THROUGH AN

our flights do not have middle seats. Our “Intra- APPLICATION TO THE AIR SERVICES LICENSING

continental Business Class” service is available on COUNCIL?

selected flights operated by our Embraer E-jets,
and includes complimentary meals and beverages,
a 30kg check-in luggage allowance and priority
boarding, as well as access to business class lounges
at select airports.
No, that is not the case. I understand that Lift is
essentially a marketing operation on the back of the
Global Airways AOC and Air Services licenses. I
have every confidence that Global has their house
in order and that the arrangement with Lift is above
board. So we have no objection.

FlightCom Magazine 33
 WITH THE RETURN TO FLYING OF KULULA.COM
AND MANGO PRESUMABLY CONTINUING ON
THE SO-CALLED GOLDEN TRIANGLE OF JOBURG
- CAPE TOWN, AND POSSIBLY DURBAN, IT
BECOMES EVEN MORE HEAVILY TRADED AND
THUS COMPETITIVE. DO YOU IMAGINE THAT
YOU WILL CONTINUE TO BE ABLE TO COMPETE
AGAINST THE LOW COST CARRIERS? OR WILL
YOU WITHDRAW FROM THIS ROUTE?
Not at all. We have every intention of continuing
with the trunk routes as they are very much part of
our broader network strategy. Since we no longer
have our franchise agreement with SAA we have to
build our own wide connectivity network, and that
includes Cape Town.
HAS YOUR ROUTE NETWORK PHILOSOPHY
THEREFORE CHANGED SINCE YOU UNCOUPLED
FROM SAA?
Yes, to some extent in that we now need to have
our own wide network. We have already expanded
to over 60 routes across the sub-region and we are
adding destinations such as Lubumbashi in the DRC
and Dar Es Salaam in Tanzania. However, our core
values are unchanged, and that is to be the best that
we can in terms of our own network system.
WITH THE LOSS OF THE SAA FRANCHISE
AGREEMENTS HAVE YOU HAD TO GO OUT AND
AGGRESSIVELY REPLACE YOUR INTERLINING
AND CODESHARE AGREEMENTS?
Our commercial partners have recognised the
allure of Airlink’s expansive network of destinations
and have worked closely with us to speedily emplace
these new relationships, because they’re the ones who
most benefit from our ability to feed our network
into their long haul routes. We are also expecting
that our current interlining contracts will gradually
be upgraded to codesharing, which will provide a
completely seamless interface for travellers wanting
34 FlightCom Magazine
to get from an International destination to one of the
many regional destinations we serve.
HOW SIGNIFICANT IS THE LOSS OF THE SAA
FRANCHISE TO YOUR BUSINESS?
SAA only carried about 15% of the international
market to SA before going into business rescue, so
it is not critical. But replacing the SAA franchise
agreements is just a first step and we will continue to
expand our interlining agreements with many other
airlines. We are especially looking forward to the
increase in long haul connectivity being provided
by other players. For instance, United has already
announced that it will be providing flights from
New York’s Newark to Johannesburg from March
and we have heard of a number of other airlines also
planning new direct flights into South Africa.
ONE OF THE CONSEQUENCES OF THE
DECOUPLING FROM SAA HAS BEEN THE NEED TO
REBRAND YOUR BUSINESS AND YOUR FLEET. I
SEE THAT THE FIRST AIRCRAFT HAS NOW BEEN
REBRANDED.
Yes, we are doing the repainting as the aircraft
come in for major maintenance, so it will be a
protracted process. We have made the new brand
distinctive and yet we have kept our key emblem; the
sunbird, which we like because it is both endemic
to our region and fulfils many of our own ideals in
being nimble, agile and small. We have also changed
our corporate name to Airlink (Pty) Ltd.
ARE YOU PLANNING TO FURTHER EXPAND YOUR
ROUTE NETWORK, ESPECIALLY WITH THE SPACE
CREATED BY THE DEMISE OF SA EXPRESS?
Yes. We have however had to battle for designation
or traffic rights on some routes such as for instance
Windhoek. However, we have resolved the legacy
issues and are making steady progress as regards
procurement of foreign operator’s permits.
WILL YOU BE EXPANDING YOUR FLEET TO IF YOU EVER DID DECIDE TO SWITCH TO BOEING

ACCOMMODATE THE ROUTE GROWTH? OR AIRBUS, WOULD YOU OUTSOURCE YOUR

Not at the moment as the lack of international MAINTENANCE ON THOSE?

travellers means that we are still not operating at No. We believe that it is absolutely vital to our
a 100% of capacity. But yes, once international success that we manage our own maintenance, that
travellers start returning then we will have to look at we have it under our control if our standards are to be
expanding our fleet. maintained.

IF YOU CONTINUE TO OPERATE ON THE LOW AND THESE STANDARDS PRESUMABLY INCLUDE

COST CARRIERS’ ROUTES WOULD YOU CONSIDER ON TIME PERFORMANCE (OTP) – A CRITICAL

MOVING TO AIRBUS OR BOEING PRODUCTS WITH PERFORMANCE AREA FOR A FEEDER AIRLINE.

HIGH DENSITY SEATING?
Probably not. We find our Embraer relationship
extremely good and it is difficult and quite costly to
change to another fleet or type, as we discovered with
the change from the RJ-85 to the Embraer EJet fleet
a few years ago.
Yes, I am, very proud that our On Time
Performance is still the best with year to date at
96.06%. In October it improved to a fantastic 97%
which is significantly better than FlySafair’s still very
creditable 95.25% for the year to date and 96.48%
for October. So I am comfortable that we will soon
be growing again, and that we are still doing the key
things best. 

Airlink is steadily expanding

its route network - and
moving into space left by
the demise of SA Express.

FlightCom Magazine 35
 FLIGHT SCHOOL LISTING
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Email: dale@alpiaviation.co.za

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36 FlightCom Magazine
 Dale de Klerk
Cell: +27825563592 Fax: 0866058948
Skype: dale_de_klerk

LEARN TO Email: dale@alpiaviation.co.za

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FlightCom Magazine 37
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38 FlightCom Magazine
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FlightCom Magazine 39
SERIES: Views on:
THE STATE OF AFRICAN AVIATION

IATA: Alexandre de Juniac

on Africa's Aviation Crisis
IATA’s Director general
Alexandre de Juniac
provided an online
address to the AFRAA
52 annual assembly.
His address provides a
concise assessment of
the challenges facing
the African air transport
industry – and the way
forward. This summary
of the key points of his
presentation provides
a useful marker for the
future as to where the
industry found itself at the
end of 2020.

IATA's Alexandre de
Juniac says that the
airline industry will take
years to recover from
the Covid-19
40 pandemic.
FlightCom Magazine
W
E are in the middle of the
biggest crisis our industry has
ever faced. Airline revenues
have collapsed. Fleets are
grounded. And you are taking extreme actions just
to survive.
We all support efforts to contain the COVID-19
pandemic. It is our duty and we will prevail. But
policymakers must know that this has come at a
great cost to jobs, individual freedoms and entire
economies.
ECONOMIC OUTLOOK FOR AFRICA
For aviation in Africa the numbers are
staggering:
• Traffic is down 89%
• Revenue loses are expected to reach $8
billion.
But the impact is much broader. The
consequences of the breakdown in connectivity are
severe:
• Five million African livelihoods are at risk
• And aviation-supported GDP could fall by
as much as $37 billion. That’s a 58% fall.
We have a health crisis and it is evolving into
a jobs and economic disaster. Fixing it is beyond
the scope of what the industry can do by itself. We
need governments to act. And act fast to prevent a
calamity.
IATA calls on governments to address two
top priorities:
1. The first is unblocking committed financial
relief. Airlines will go bust without it.
Already four African carriers have ceased
operations and two are in administration.
Without financial relief, many others will
follow. Over US$31 billion in financial
support has been pledged by African
governments, international finance bodies
and other institutions, including the African
Development Bank, the African Union
and the International Monetary Fund.
Unfortunately, pledges do not pay the bills.
And little of this funding has materialised.
And let me emphasize that, while we are
calling for relief for aviation, this is an
investment in the future of the continent.
It will need financially viable airlines
to support the economic recovery from
COVID-19.
2. The second priority is to safely re-
open borders using testing and without
quarantines. People have not lost their
desire to travel. Border closures and travel
restrictions make it effectively impossible.
Forty-four countries in Africa have opened
their borders to regional and international
air travel. In 20 of these countries,
passengers are still subject to a mandatory
14-day quarantine. Who would travel
under such conditions? Systematic testing
before departure provides a safe alternative
to quarantine and a solution to stop the
economic and social devastation being
caused by COVID-19.
CONCLUSION
Our customers need to do international business
that aviation facilitates. And they long to reunite
with family and loved ones. Our industry will, no
doubt, be changed by this crisis. But flying will
return. Airlines will be back in the skies. The
resilience of our industry has been proven many
times. We will rise again.
We are the business of freedom. For Africa that
is the freedom to develop and thrive. And that is
not something people on this continent will forget
or lose their desire for. 
FlightCom Magazine 41
SERIES: Views on:
THE STATE OF AFRICAN AVIATION

AASA: Chris Zweigenthal

Addressing the AfRAA AGM

and in an interview with
African Aerospace, Chris
Zweigenthal – the CEO of
the Airlines Association of
Southern Africa discusses
what airlines need to do
to return to their previous
growth trajectory.

Chris Zweigenthal of
AASA says African
states have propped up
their own airlines - but
not the private ones.

42 FlightCom Magazine
S
OUTH Africa’s state president Cyril
Ramaphosa opened South Africa to
all international tourists in October.
Zweigenthal notes that “The decision
marks the culmination of an intensive effort by
industry, led by the Tourism Business Council
of South Africa, AASA and partner bodies, to
persuade the South African government it could
safely resume international air travel without
compromising its efforts to contain the COVID-19
pandemic in the country.
Under the relaxed restrictions, tourists from
all nations may visit South Africa as long as they
present valid COVID-19 test certificates.
AASA welcomes this positive step forward
and urges all other SADC countries that have
also reopened their borders to harmonise the
implementation of the ICAO Council’s Aviation
Recovery Task Force’s (CART) guidance for the
safe resumption of air travel and tourism.
These measures and standards were prepared in
conjunction with the World Health Organisation.
They are designed to be adopted systematically
worldwide in order to eliminate inconsistencies and
the need for arbitrary measures such as quarantines
and the discrimination of travellers according to
meaningless lists of countries classified by risk.
States that still classify countries into risk
profiled lists should scrap them. Tourists will be
reluctant to travel with the risk that their country
of origin may suddenly be placed on a restrictive
or banning list. All that is required is for testing
and screening prior to departure and the diligent
application of layered biosecurity and basic hygiene
measures including wearing masks, sanitising and
social distancing.
Crucially, their harmonised implementation will
also avert confusion which deter travel and will
hamper economic recovery.
THE CRISIS OF CONFIDENCE
More than ever, consistency and certainty are
needed to restore confidence in air transport. This
crisis of confidence is the biggest challenge facing
our industry’s survival and the region’s entire
air transport and tourism eco-system, including
public and private airlines, airports, air navigation
services, ground handlers, safety regulators and
allied businesses. Not a single aviation industry
stakeholder has been spared. Every organisation
relying on revenue for airline operations and
passengers is affected, with traumatic social and
financial consequences.
Saving the industry – and securing its vital
socio-economic contribution - requires close
cooperation and ongoing short-term emergency
relief by governments.
Emergency relief could be provided to both
public and private organizations through cash
infusions, government-backed loans and through
relief mechanisms such as waivers and reductions
on taxes and charges. If State owned enterprises are
provided support, some of this should be filtered
through into relief on taxes and charges which
airlines and passengers have to pay. Governments
could also safely prevent prolonging the economic
harm and distress by adopting clear and consistent
measures for the safe resumption of regional and
international travel in all categories.
The crisis calls for direct engagement between
industry and government Directors-Generals and
Ministers, on an open door and open mind basis.
We are pleased that such engagements are now
taking place in South Africa. This is essential if we
are to address strategic, policy and practical issues
that will ensure the ongoing safe restart of airline
operations and the region’s economic recovery,
without compromising public health and safety.
While governments must assist communities
FlightCom Magazine 43
 and other enterprises that are also desperate for The CART guidelines advocate harmonised
financial relief, they should not ignore the vital role regulations between states. The problem is
that aviation, travel and tourism will play in driving that many states are not using CART but are
Southern Africa’s economic recovery through the introducing their own individual restrictions and
jobs they create - directly and indirectly - and the that is making passengers think twice before they
millions of people whose livelihoods are dependent decide to travel.
upon it. from an economic perspective, it’s absolutely
essential that we get aviation travel and tourism
AIRLINES IN CRISIS going to the fullest extent, so that we can help the
I don’t expect there will be any profitable economic recovery. Around the world, 50% of the
airlines this financial year in Southern Africa. economic contribution of aviation to the economy
The lockdown is at risk.
on domestic and
international
travel has created
Quarantine In Africa
the state is the
predominant
a liquidity crisis
because revenue
is however airline owner.
The state, has
stopped almost been able to
entirely. In the
region, we’re going
not the way prop up their
own airlines but

to go
to have a loss of
around about a
billion US dollars
for this year
compared to about a 200 million US dollar loss last
year.
However positive moves that are starting to
happen, for example, they’re looking at introducing
antigen tests, which are tests requiring about 15
minutes before you will know the result, whether
it’s positive or negative.
Quarantine is however not the way to go
because it is absolute a 100% deterrent on travel.
For global tourists the average stay is around about
10 to 12 days. So if you’re required to do a 14-day
quarantine on arrival in a country, then there’s
absolutely no incentive for you to travel to that
particular country and wait for the quarantine to
end.
privately owned
airlines have been
disadvantaged.
AASA made
requests to government for financial relief for all
airlines in South Africa, both public and private.
However we haven’t had their responses yet.
For the immediate future, I think the recovery
has been remarkably good which is why South
Africa has, for example, said all African States
can fly to South Africa. Intra-African travel has
started, and we need to find ways to actually ramp
up that travel.

44 FlightCom Magazine
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FlightCom Magazine 45
SERIES: Views on:
THE STATE OF AFRICAN AVIATION
AFRAA:
Abdrahmane Berthe
Speaking on the side-lines to African Aerospace at the
African Airlines Association (AFRAA) Annual General
Meeting, the Secretary General, Abdrahmane Berthe,
shares his thoughts on the recovery of the African air
transport industry.
C
OVID-19 was declared a pandemic
on 11 March 2020. This brought the
African airline industry to a halt.
Since July, the lockdown has been
gradually lifted but the level of activity is still very
low. African airlines have not yet attained 50% of
traffic compared to 2019. The airlines have been
without any revenues for many months so now the
real challenge is a liquidity crisis.
The scale of the losses suffered by the African
airline industry is huge. AFRAA calculates that
airlines may lose $9 billion dollars of revenues in
2020, compared to 2019.
African airlines are restarting flying, but
they are making losses on the routes they are
operating. Only 73 routes have been reopened since
September, which further limits air connectivity.
Hubs are not being fully used, so AFRAA has set
46 FlightCom Magazine
up a route network coordination meeting to address
intra African connectivity gaps.
This impact on connectivity has also set back
the progress being made to implement the Single
African Air Transport Market (SAATM). Although
34 countries committed to SAATM, only 18
countries have actually modified their bilateral air
service agreements to implement the SAATM.
The COVID-19 pandemic is an opportunity for
all states to better implement SAATM. It is a huge
opportunity for a network reset.
The immediate future will be very tough for
African airlines. The restart of flying is still very
slow. Load factors are very low, revenues per
passenger are low too, and the cost of operations
remains high, so the airlines will lose more money.
For that reason, the states and shareholders need to
support their airlines.
 We know that some states have put in place of health screening protocols across the continent.
financial support to their airlines, but we are asking We still have some very high health testing costs, so
them to go further. In April, AFRAA made an AFRAA is advocating to reduce the PCR test cost
assessment of indebtedness of our airlines for
2020, 2021, for the United Nations Economic
Commission for Africa. We found that for the 16
The COVID-19
members who responded, the indebtedness level
was $3.2 billion. So we are working with African
pandemic
Union and the financial institutions to put in place a is a huge
fund of $25 billion to support the industry, not only
airlines, but also airports, air navigation service opportunity for
providers. We think that by January 2021 we will
have this fund in place and it will help restart the a network reset.
business.
We also need to bring back confidence of within Africa, and also to harmonize the protocols
passengers to travel, because the current situation is and to have mutual recognitions of protocols across
very difficult in Africa. We need the harmonisation the continent. 

AFRAA's Abdrahmane
Berthe says Covid-19
has set back SAATM.

FlightCom Magazine 47
 BACKPAGE DIR
DIRECT
ECTORY
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Comporob Composite Repair & Manufacture
Felix Robertson
A1A Flight Examiner (Loutzavia) Alpi Aviation SA 072 940 4447
Jannie Loutzis Dale De Klerk 083 265 3602
012 567 6775 / 082 416 4069 082 556 3592 comporob@lantic.net
jannie@loutzavia.co.za dale@alpiaviation.co.za www.comporob.co.za
www.loutzavia.co.za www.alpiaviation.co.za
Corporate-Aviators/Affordable Jet Sales
Adventure Air Apco (Ptyd) Ltd Mike Helm
Lande Milne Tony/Henk 082 442 6239 Flying Frontiers
012 543 3196 / Cell: 066 4727 848 + 27 12 543 0775 corporate-aviators@iafrica.com Craig Lang
l.milne@venture-sa.co.za apcosupport@mweb.co.za www.corporate-aviators.com 082 459 0760
www.ventureglobal.biz www.apcosa.co.za CraigL@fairfield.co.za
C. W. Price & Co www.flyingfrontiers.com
AES (Cape Town) Aref Avionics Kelvin L. Price
Erwin Erasmus Hannes Roodt 011 805 4720 Flying Unlimited Flight School (Pty) Ltd
082 494 3722 082 462 2724 cwp@cwprice.co.za Riaan Struwig
erwin@aeroelectrical.co.za arefavionics@border.co.za www.cwprice.co.za 082 653 7504 / 086 770 8376
www.aeroelectrical.co.za riaan@ppg.co.za
Atlas Aviation Lubricants Dart Aeronautical www.ppg.co.za
AES (Johannesburg) Steve Cloete Jaco Kelly
Danie van Wyk 011 917 4220 011 827 8204 Foster Aero International
011 701 3200 Fax: 011 917 2100 dartaero@mweb.co.za Dudley Foster
office@aeroelectrical.co.za Sales.aviation@atlasoil.co.za 011 659 2533
www.aeroelectrical.co.za www.atlasoil.africa Dart Aircraft Electrical info@fosteraero.co.za
Mathew Joubert www.fosteraero.co.za
Aerocore ATNS 011 827 0371
Jacques Podde Percy Morokane Dartaircraftelectrical@gmail.com Gemair
082 565 2330 011 607 1234 www.dartaero.co.za Andries Venter
jacques@aerocore.co.za percymo@atns.co.za 011 701 2653 / 082 905 5760
www.aerocore.co.za www.atns.com DJA Aviation Insurance andries@gemair.co.za
011 463 5550
Aero Engineering & PowerPlant Aviation Direct 0800Flying GIB Aviation Insurance Brokers
Andre Labuschagne Andrea Antel mail@dja-aviation.co.za Richard Turner
012 543 0948 011 465 2669 www.dja-aviation.co.za 011 483 1212
aeroeng@iafrica.com info@aviationdirect.co.za aviation@gib.co.za
www.aviationdirect.co.za Dynamic Propellers www.gib.co.za
Aero Services (Pty) Ltd Andries Visser
Chris Scott Avtech Aircraft Services 011 824 5057 Gryphon Flight Academy
011 395 3587 Riekert Stroh 082 445 4496 Jeffrey Von Holdt
chris@aeroservices.co.za 082 555 2808 / 082 749 9256 andries@dynamicpropeller.co.za 011 701 2600
www.aeroservices.co.za avtech1208@gmail.com www.dynamicpropellers.co.za info@gryphonflight.co.za
www.gryphonflight.co.za
Aeronav Academy BAC Aviation AMO 115 Eagle Aviation Helicopter Division
Donald O’Connor Micky Joss Tamryn van Staden Guardian Air
011 701 3862 035 797 3610 082 657 6414 011 701 3011
info@aeronav.co.za monicad@bacmaintenance.co.za tamryn@eaglehelicopter.co.za 082 521 2394
www.aeronav.co.za www.eaglehelicopter.co.za ops@guardianair.co.za
Blackhawk Africa www.guardianair.co.za
Aeronautical Aviation Cisca de Lange Eagle Flight Academy
Clinton Carroll 083 514 8532 Mr D. J. Lubbe Heli-Afrique cc
011 659 1033 / 083 459 6279 cisca@blackhawk.aero 082 557 6429 Tino Conceicao
clinton@aeronautical.co.za www.blackhawk.aero training@eagleflight.co.za 083 458 2172
www.aeronautical.co.za www.eagleflight.co.za tino.conceicao@heli-afrique.co.za
Blue Chip Flight School
Aerotric (Pty) Ltd Henk Kraaij Elite Aviation Academy Henley Air
Richard Small 012 543 3050 Jacques Podde Andre Coetzee
083 488 4535 bluechip@bluechip-avia.co.za 082 565 2330 011 827 5503
aerotric@aol.com www.bluechipflightschool.co.za info@eliteaa.co.za andre@henleyair.co.za
www.eliteaa.co.za www.henleyair.co.za
Aircraft Assembly and Upholstery Centre Border Aviation Club & Flight School
Tony/Siggi Bailes Liz Gous Emperor Aviation Hover Dynamics
082 552 6467 043 736 6181 Paul Sankey Phillip Cope
anthony@rvaircraft.co.za admin@borderaviation.co.za 082 497 1701 / 011 824 5683 074 231 2964
www.rvaircraft.co.za www.borderaviation.co.za paul@emperoraviation.co.za info@hover.co.za
www.emperoraviation.co.za www.hover.co.za
Aircraft Finance Corporation Breytech Aviation cc
Jaco Pietersen 012 567 3139 Enstrom/MD Helicopters Indigo Helicopters
+27 [0]82 672 2262 Willie Breytenbach Andrew Widdall Gerhard Kleynhans
jaco@airfincorp.co.za admin@breytech.co.za 011 397 6260 082 927 4031 / 086 528 4234
www.airfincorp.co.za aerosa@safomar.co.za veroeschka@indigohelicopters.co.za
Bundu Aviation www.safomar.co.za www.indigohelicopters.co.za
Aircraft Maintenance @ Work Phillip Cronje
Opelo / Frik 083 485 2427 Era Flug Flight Training IndigoSat South Africa - Aircraft Tracking
012 567 3443 info@bunduaviation.co.za Pierre Le Riche Gareth Willers
frik@aviationatwork.co.za_ www.bunduaviation.co.za 021 934 7431 08600 22 121
opelonke@aviationatwork.co.za info@era-flug.com sales@indigosat.co.za
Celeste Sani Pak & Inflight Products www.era-flug.com www.indigosat.co.za
Aircraft Maintenance International Steve Harris
Pine Pienaar 011 452 2456 Execujet Africa Integrated Avionic Solutions
083 305 0605 admin@chemline.co.za 011 516 2300 Gert van Niekerk
gm@aminternational.co.za www.chemline.co.za enquiries@execujet.co.za 082 831 5032
www.execujet.com gert@iasafrica.co.za
Aircraft Maintenance International Cape Aircraft Interiors www.iasafrica.co.za
Wonderboom Sarel Schutte Federal Air
Thomas Nel 021 934 9499 Nick Lloyd-Roberts International Flight Clearances
082 444 7996 michael@wcaeromarine.co.za 011 395 9000 Steve Wright
admin@aminternational.co.za www.zscai.co.za shuttle@fedair.com 076 983 1089 (24 Hrs)
www.fedair.com flightops@flyifc.co.za
Air Line Pilots’ Association Cape Town Flying Club www.flyifc.co.za
Sonia Ferreira Beverley Combrink Ferry Flights int.inc.
011 394 5310 021 934 0257 / 082 821 9013 Michael (Mick) Schittenhelm Investment Aircraft
alpagm@iafrica.com info@capetownflyingclub.co.za 082 442 6239 Quinton Warne
www.alpa.co.za www.@capetownflyingclub.co.za ferryflights@ferry-flights.com 082 806 5193
www.ferry-flights.com aviation@lantic.net
Airshift Aircraft Sales Capital Air www.investmentaircraft.com
Eugene du Plessis Micaella Vinagre Fireblade Aviation
082 800 3094 011 827 0335 010 595 3920 Jabiru Aircraft
eugene@airshift.co.za micaella@capitalairsa.com info@firebladeaviation.com Len Alford
www.airshift.co.za www.capitalairsa.com www.firebladeaviation.com 044 876 9991 / 044 876 9993
info@jabiru.co.za
Airvan Africa Century Avionics cc Flight Training College www.jabiru.co.za
Patrick Hanly Carin van Zyl Cornell Morton
082 565 8864 011 701 3244 044 876 9055 Jim Davis Books
airvan@border.co.za sales@centuryavionics.co.za ftc@flighttrainning.co.za Jim Davis
www.airvan.co.za www.centuryavionics.co.za www.flighttraining.co.za 072 188 6484
jim@border.co.za
Algoa Flying Club Chemetall Flight Training Services www.jimdavis.co.za
Sharon Mugridge Wayne Claassens Amanda Pearce
041 581 3274 011 914 2500 011 805 9015/6 Joc Air T/A The Propeller Shop
info@algoafc.co.za wayne.claassens@basf.com amanda@fts.co.za Aiden O’Mahony
www.algoafc.co.za www.chemetall.com www.fts.co.za 011 701 3114
jocprop@iafrica.com
Alpha One Aviation Chem-Line Aviation & Celeste Products Fly Jetstream Aviation
Opelo Steve Harris Henk Kraaij Kishugu Aviation
082 301 9977 011 452 2456 083 279 7853 +27 13 741 6400
on@alphaoneaviation.co.za sales@chemline.co.za charter@flyjetstream.co.za comms@kishugu.com
www.alphaoneaviation.co.za www.chemline.co.za www.flyjetstream.co.za www.kishugu.com/kishugu-aviation

48 FlightCom Magazine
Kit Planes for Africa MS Aviation Skyhorse Aviation
Stefan Coetzee Gary Templeton Ryan Louw United Flight Support
013 793 7013 082 563 9639 012 809 3571 Clinton Moodley/Jonathan Wolpe
info@saplanes.co.za gary.templeton@msaviation.co.za info@skyhorse.co.za 076 813 7754 / 011 788 0813
www.saplanes.co.za www.msaviation.co.za www.skyhorse.co.za ops@unitedflightsupported.com
www.unitedflightsupport.com
Kzn Aviation (Pty) Ltd North East Avionics Skyworx Aviation
Melanie Jordaan Keith Robertson Kevin Hopper Unique Air Charter
031 564 6215 +27 13 741 2986 kevin@skyworx.co.za Nico Pienaar
mel@kznaviation.co.za keith@northeastavionics.co.za www.skyworxaviation.co.za 082 444 7994
www.kznaviation.co.za deborah@northeastavionics.co.za nico@uniqueair.co.za
www.northeastavionics.co.za Sky-Tech www.uniqueair.co.za
Landing Eyes Heinz Van Staden
Gavin Brown Orsmond Aviation 082 720 5210 Unique Flight Academy
031 202 5703 058 303 5261 sky-tech@telkomsa.net Nico Pienaar
info@landingeyes.co.za info@orsmondaviation.co.za www.sky-tech.za.com 082 444 7994
www.landingeyes.com www.orsmondaviation.co.za nico@uniqueair.co.za
Sling Aircraft www.uniqueair.co.za
Lanseria Aircraft Interiors Owenair (Pty) Ltd Kim Bell-Cross
Francois Denton Clive Skinner 011 948 9898 Van Zyl Aviation Services
011 659 1962 / 076 810 9751 082 923 9580 sales@airplanefactory.co.za Colette van Zyl
francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.airplanefactory.co.za 012 997 6714
www.owenwair.co.za admin@vanzylaviationco.za
Lanseria International Airport Solenta Aviation (Pty Ltd) www.vanzylaviation.co.za
Mike Christoph Pacair Paul Hurst
011 367 0300 Wayne Bond 011 707 4000 Vector Aerospace
mikec@lanseria.co.za 033 386 6027 info@solenta.com Jeff Poirier
www.lanseria.co.za pacair@telkomsa.net www.solenta.com +902 888 1808
jeff.poirier@vectoraerospace.com
Legend Sky PFERD-South Africa (Pty) Ltd Southern Energy Company (Pty) Ltd www.vectoraerospace.com
083 860 5225 / 086 600 7285 Hannes Nortman Elke Bertram
info@legendssky.co.za 011 230 4000 +264 8114 29958 Velocity Aviation
www.legendsky.co.za hannes.nortman@pferd.co.za johnnym@sec.com.na Collin Pearson
www.pferd.com www.sec.com.na 011 659 2306 / 011 659 2334
collin@velocityaviation.co.za
Litson & Associates (Pty) Ltd Pipistrel Southern Rotorcraft cc www.velocityaviation.co.za
OGP, BARS, Resources Auditing Kobus Nel Mr Reg Denysschen
& Aviation Training 083 231 4296 Tel no: 0219350980 Villa San Giovanni
karen.litson@litson.co.za kobus@pipistrelsa.co.za sasales@rotors-r-us.com Luca Maiorana
Phone: 27 (0) 21 8517187 www.pipistrelsa.co.za www.rotors-r-us.com 012 111 8888
www.litson.co.za info@vsg.co.za
Plane Maintenance Facility Sport Plane Builders www.vsg.co.za
Litson & Associates Risk Management Johan Pierre Van Der Walt
Services (Pty) Ltd. eSMS-S/eTENDER/ 083 300 3619 083 361 3181 Vortx Aviation
eREPORT/Advisory Services pmf@myconnection.co.za pmvdwalt@mweb.co.za Bredell Roux
karen.litson@litson.co.za 072 480 0359
Phone: 27 (0) 8517187 Precision Aviation Services Starlite Aero Sales info@vortx.co.za
www.litson.co.za Marnix Hulleman Klara Fouché www.vortxaviation.com
012 543 0371 +27 83 324 8530 / +27 31 571 6600
Loutzavia Aircraft Sales marnix@pasaviation.co.za klaraf@starliteaviation.com Wagtail Aviation
Henry Miles www.pasaviation.co.za www.starliteaviation.com Johan van Ludwig
082 966 0911 082 452 8194
henry@loutzavia.co.za PSG Aviation Starlite Aviation Operations acrochem@mweb.co.za
www.loutzavia.co.za Reon Wiese Trisha Andhee www.wagtail.co.za
0861 284 284 +27 82 660 3018/ +27 31 571 6600
Loutzavia Flight Training reon.wiese@psg.co.za trishaa@starliteaviation.com Wanafly
Gerhardt Botha www.psg aviation.co.za www.starliteaviation.com Adrian Barry
012 567 6775 082 493 9101
ops@loutzavia.co.za Rainbow SkyReach (Pty) Ltd Starlite Aviation Training Academy adrian@wanafly.net
www.loutzavia.co.za Mike Gill Durban: +27 31 571 6600  www.wanafly.co.za
011 817 2298 Mossel Bay:  +27 44 692 0006
Loutzavia-Pilots and Planes Mike@fly-skyreach.com train@starliteaviation.com Windhoek Flight Training Centre
Maria Loutzis www.fly-skyreach.com www.starliteaviation.com Thinus Dreyer
012 567 6775 0026 40 811284 180
maria@loutzavia.co.za Rand Airport Status Aviation (Pty) Ltd pilots@flywftc.com
www.pilotsnplanes.co.za Stuart Coetzee Richard Donian www.flywftc.com
011 827 8884 074 587 5978 / 086 673 5266
Loutzavia Rand stuart@randairport.co.za info@statusaviation.co.za Wings n Things
Frans Pretorius www.randairport.co.za www.statusaviation.co.za Wendy Thatcher
011 824 3804 011 701 3209
rand@loutzavia.co.za Robin Coss Aviation Superior Pilot Services wendy@wingsnthings.co.za
www@loutzavia.co.za Robin Coss Liana Jansen van Rensburg www.wingsnthings.co.za
021 934 7498 0118050605/2247
Lowveld Aero Club info@cossaviation.com info@superiorair.co.za Witbank Flight School
Pugs Steyn www.cossaviation.co.za www.superiorair.co.za Andre De Villiers
013 741 3636 083 604 1718
Flynow@lac.co.za SAA Technical (SOC) Ltd andredv@lantic.net
SAAT Marketing The Copter Shop www.waaflyingclub.co.za
Marshall Eagle 011 978 9993 Bill Olmsted
Les Lebenon satmarketing@flysaa.com 082 454 8555 Wonderboom Airport
011 958 1567 www.flysaa.com/technical execheli@iafrica.com Peet van Rensburg
les@marshalleagle.co.za www.execheli.wixsite.com/the-copter- 012 567 1188/9
www.marshalleagle.co.za SABRE Aircraft shop-sa peet@wonderboomairport.co.za
Richard Stubbs www.wonderboomairport.co.za
Maverick Air Charters 083 655 0355 Titan Helicopter Group
Chad Clark richardstubbs@mweb.co.za 044 878 0453 Zandspruit Bush & Aero Estate
083 292 2270 www.aircraftafrica.co.za info@titanhelicopters.com Martin Den Dunnen
Charters@maverickair.co.za www.titanhelicopters.com 082 449 8895
www.maverickair.co.za SA Mooney martin@zandspruit.co.za
Patrick Hanly TPSC www.zandspruit.co.za
MCC Aviation Pty Ltd 082 565 8864 Dennis Byrne
Claude Oberholzer samooney@border.co.za 011 701 3210 Zebula Golf Estate & SPA
011 701 2332 www.samooney.co.za turboprop@wol.co.za Reservations
info@flymcc.co.za 014 734 7700
www.flymcc.co.za Savannah Helicopters Trio Helicopters & Aviation cc reception@zebula.co.za
De Jager CR Botha or FJ Grobbelaar www.zebula.co.za
MH Aviation Services (Pty) Ltd 082 444 1138 / 044 873 3288 011 659 1022
Marc Pienaar dejager@savannahhelicopters.co.za stoffel@trioavi.co.za/frans@trioavi.co.za
011 609 0123 / 082 940 5437 www.savannahhelicopters.co.za www.trioavi.co.za
customerrelations@mhaviation.co.za
www.mhaviation.co.za Scenic Air Tshukudu Trailers
Christa van Wyk Pieter Visser
M and N Acoustic Services cc +264 612 492 68 083 512 2342
Martin de Beer windhoek@scenic-air.com deb@tshukudutrailers.co.za
012 689 2007/8 www.scenic-air.com www.tshukudutrailers.co.za
calservice@mweb.co.za
Sheltam Aviation Durban U Fly Training Academy
Metropolitan Aviation (Pty) Ltd Susan Ryan Nikola Puhaca
Gert Mouton 083 505 4882 011 824 0680
082 458 3736 susanryan@sheltam.com ufly@telkomsa.net
herenbus@gmail.com www.sheltamaviation.com www.uflyacademy.co.za

Money Aviation Sheltam Aviation PE United Charter cc
Angus Money Brendan Booker Jonathan Wolpe
083 263 2934 082 497 6565 083 270 8886
angus@moneyaviation.co.za brendanb@sheltam.com jonathan.wolpe@unitedcharter.co.za
www.moneyaviation.co.za www.sheltamaviation.com www.unitedcharter.co.za

FlightCom Magazine 49
 BOEING 737 MAX
RETURNS
After having been grounded for
21 months the Boeing 737 Max
has finally been approved for a
return to service by the FAA.
T
HE FAA has now approved the
comprehensive changes and testing
of the now infamous MCAS system.
American Airlines as said the date for
the return to service of the Max has been set at 29
December, 21 months after the plane was grounded
worldwide in the aftermath of a pair of accidents
that killed 346 people.
The 737 Max with its CFM Leap 1-B engines
was introduced into service in May 2017, but until
the two crashes, there hadn’t been any widespread
understanding of the issues surrounding a new
system, MCAS, which automatically enhances the
stability of the plane to compensate for the changes
the new, larger engines made to its flight envelope.
Boeing developed the new model in record time
in order to give it a plane to compete with Airbus’
improved single-aisle A320neo, which boasted
best-in-class fuel efficiency, and was gaining orders
fast.
As a result of the two crashes, questionable
practices by Boeing and the FAA were brought to
light, with Boeing allegedly doing a poor job of
50 FlightCom Magazine
There is still uncertainty as
to the fate of the 8 Comair
Boeing 737 Maxes.
communicating its changes internally and with the
FAA failing to properly oversee the certification
of the Max. In late November the US House of
Representatives unanimously approved legislation
that will reform the FAA aircraft certification
process.
The House committee responsible for
investigating the airplanes issued a preliminary
report in March that identified errors and failures in
multiple areas on the part of Boeing and the FAA.
In June senators introduced the Aircraft Safety and
Reform Act of 2020 to reform the FAA’s aircraft
certification process and give the FAA more
authority over the process. In September the House
Transportation and Infrastructure Committee
issued a report determining that both Boeing and
the FAA were at fault in certifying and developing
the 737 MAX.
After the Ethiopian crash in 2019, the Max was
grounded worldwide, resulting in hundreds of jets
being parked around the world.
Before an airline can start operating the 737
Max again, it needs to get their new training
programs approved and implemented. The only
South African operator for the Max was Comair
and it is still in negotiation with the lessors about
the fate of the 8 Maxes on order and the one which
has been delivered. 
 FlightCm
African Commercial Aviation

AV I AT I O N
CO M PA N Y
PROFILES
G U I D E 2021
INDEX:
• 208 Aviation - Aircraft Maintenance • Conveyor and Industrial Supplies (Titanium AIR )

• Aerios Global Aviation Cubby Aircraft

• Adventure Air - Interior & Exterior refurbishment • CW Price & Co - Airport Support Equipment

• Aero Engineering & Powerplant - Engine • Dennis Jankelow & Associates - Aviation

Overhaul Insurance

• Aerospace Electroplating • Diepkloof AMO - AMO, aircraft maintenance

• Aeronautical Aviation - Avionics / Electrical / • DM Aviation Spares - Aircraft parts and

Instrumentation / Autopilots consumables

• Aerocolour - Aircraft Refurbishment • Dynamic Propellers - Propeller Specialists

• Aeronav Academy - Pilot Training • Emperor Aviation - AMO, refurbishments, rebuilds

• Aerotric P/L - Electrical, Ignition, Instruments • Executive Aircraft Refurbishment - Aircraft

• AES - Electrical and avionics workshop Refurbishment

• AIFA - Flight Training • F Gomes - Aircraft Upholstery

• Airbus Helicopters - Aircraft Sales, Maintenance, • GIB Aviation Insurance Brokers P/L

Training • International Flight Clearances - Aircraft Handling

• Aircraft Assessing & Clearance/Permit Specialists

• Aircraft General Spares • Jemax Aviation (Pambele) - Air Charter

• Algoa Flight Club - Flight Training / Hire and Fly • JHB Flying Academy - Flight Training

• Alpi Aviation - Pilot Training • KZN Aviation - executive charters

• APCO • Leading Edge Aviation - Helicopter Firefighting

• Armscor - gateway to defence solutions and Heavy Lift Operations

• Ascend Aviation - aircraft sales  • Merchant West - Aircraft Finance

• Astwood Aircraft - electrical spares and Repairs • Mistral Aviation

• Avdex - Software Maintenance Tracking • Namagri - Robinson Dealer

• Aviation Rebuilders • Pilot Flight Training - Flight Training

• Aviation Direct - Airfield Information, • SABRE Aircraft

Flight Planning & Navigation • Skyhawk Aviation - Flight Training

• Avisys • Starlite Aviation Aerosales - Operations -

• Avtech Contract Work and Emergency Services/

• Beegle Tracker - Tracking, flight following Helicopter, Aeroplane and Drone Pilot Training/

• Benveroy - Fuel Protection and Enhancement Aircraft Sales/Local and International Charters/

• Blue Chip Flight School - Aircraft Maintenance

Our Pilots become Captains! • Turtle-Pac

• Border Aviaiton - Flight Training and Hire & Fly • Wagtail Aviation

• CAMOSA • Wings 'n Things - Pilot Supplies

1
 TAKE TO THE SKIES
2 0 8 A VIA TION
tion specialises in Blackhawk engine
es for Beechcraft King Air Series and
Cessna Caravan.
208 AVIATION
Aircraft Maintenance
an approved Blackhawk Dealer and
Installation Facility,
HANGAR 59, WONDERBOOM AIRPORT
1148 Established in 2007, 208
Aviation cc is a South African
privately-owned company that
strives to provide a broad range
of maintenance and inspection
services.
Now in our twelth year of
operation, we have become a
key player in aviation operations
on the African continent. Our
speciality is the Cessna 208
Caravan, Beechcraft King Air
series, Quest Kodiak, Daher
TBM and Eclipse 500 aircraft
maintenance and technical
support.
Over the years, we have
earned a reputation for
providing superior quality and
workmanship. Doing things right
is how we do business. We
consider it our responsibility to
go above and beyond when it
comes to aviation safety and
customer satisfaction.
208 Aviation is also an
authorised Quest Kodiak and
Daher TBM Service Center
as well as a very proud
Blackhawk® installation facility.
Contact Ben Esterhuizen
+27 83 744 3412 Email:
ben@208aviation.co.za
AERO ENGINEERING AND
POWERPLANT
Engine Overhaul
Based at hangar number four,
at Wonderboom Airport, Aero
PRETORIA. SOUTH AFRICA
Engineering’s services include
www.208aviation.co.za
+27 83 744 3412
the overhaul, maintenance,
service, and repair of Lycoming
and Continental aircraft piston
engines and associated
components.
Aero Engineering and
Powerplant comprises of the
following divisions:
A) ENGINE DIVISION:
Overhaul of Lycoming &
Continental engines,
Carrying out shock-load
inspections,
Bench-testing of engines,
Re-boring and honing of
cylinders,
Repair on starter clutch gears.
B) COMPONENT DIVISION:
The overhaul of all engine
components, including:
McCauley, Hartzell, PCU
5000 and Woodward Constant
speed units(CSU),
TCM & Bendix Fuel systems,
TCM, Romec, Fuel pumps,
Marvel Schebler carburettors,
Garrett & HET turbo-
controllers,
Overhaul & servicing of
magnetos.
C) PROPELLER DIVISION:
The supply of new & second
hand Hartzell and McCauley
variable pitch propellers, as
fitted to piston & turbine engine
aircraft,
The supply of new McCauley
& Sensenich fixed pitch
propellers,
Propeller dynamic Balancing.
D) PARTS DIVISION:
The parts division specialises
in the sourcing of all piston
engine, component, & propeller
parts, either from local
distributors or from overseas
distributors & OEM.
Their client base includes
local & over-border operators,
and owners, of piston & turbine
engined aircraft, as well as local
& over-border maintenance
organizations.
The business was founded in
1996 and was taken over in 2006
by partners Andre Labuschagne
and Derek van der Westhuizen.
They have seven qualified
engineers and a loyal clientele.
Contact Andre Labuschagne
on:
Tel: 012-543-0948
Email: aeroeng@iafrica.com
Website:
www.aeroengineering.co.za
2

ADVENTURE AIR
Interior and Exterior refurbishment
Adventure Air was established in November
2010 and operates from the purpose built; positive
pressure aircraft painting facility fully refurbished
to our exacting standards. Using our own process,
paint and quality experts together with state-of-
the-art electro-static equipment, Adventure Air
offers our customers a reliable and high-quality
service.
Adventure Air offers the following services:
Aircraft interior and exterior paint repair, Aircraft
exterior complete strip and repaint, Aircraft exterior
wash, Aircraft Valet and polish
We also specialize in 49% building assistance
on the VANS’RV range and MPI’s
Adventure Air is now able to offer the aircraft
industry a complete high-quality, top-class aircraft
refurbishment and assembly service for small to
medium-sized aircraft.
In October 2019 Adventure Air and Zenair
signed an agreement to grant Adventure Air the
rights to have the only professional-build facility In
South Africa.
In July 2020, Adventure Air was approved and
granted the Part 24 Type Approval in terms of the
South African Civil Aviation Regulations under
Category, Production Build (LSA) Under type, and
model designation: Zenair CH STOL 750 / CH
STOL 750 Cruzer and CH STOL 750 Super Duty.
This Aircrafts type was developed and approved
under the guidelines and requirements of SACAA
Regulation 24.02.10. We are also a Manufacturing
Organisation under part 148.
Contact Lande Milne +27 012 543-3196 or
email l.milne@venture-sa.co.za
3
AERIOS GLOBAL AVIATION – AGA
HELICOPTERS
Helicopter operations, maintenance,
cargo and medical evacuations.
AGA specialises in offshore and land based
helicopter operations, providing full flight
operations and maintenance support, carrying
both passengers and cargo and medical
evacuations.
AGA operates from its facility at Cape Town
Airport and has operated for UN WFP and is OGP
(Oil, Gas and Petroleum) Industry APPROVED,
with its EC145 twin engined 2x pilot operations, as
well as being a member of SAOGA (South African
Oil and Gas Alliance).
AGA has over the years serviced a number
of contracts in a number of African countries,
(Uganda, Kenya, Mozambique, Namibia, South
Sudan, Swaziland, Madagascar, DRC, Liberia), as
well as in the Middle East and Afghanistan.
AGA operates its own Helistop, in the Port
of Cape Town, Customs and Immigration area,
which is SACAA Approved for Day and Night VFR
operations. This enables them to offer a full OPL
(Off Port Limits) service to the Shipping Industry
and Emergency Maritime Services (Search
and Rescue and Medevac), with our industry
partnerships in Cape Town and internationally.
AGA’s experienced crews and personnel, supply
on deck landing, hoist and cargo slinging services,
including Ship Pilot Services, landing on oil rigs, oil
and gas tankers, FPSO’s and bulk cargo carriers,
while they are still sailing.
AGA provides Flight Operations through our
Aerios Global Aviation Part 127 and Part 138 AOC,
as well as Maintenance through our FliteTech AMO
at our Cape Town International Airport facility, in
support of our AIRBUS type helicopters.
Contact: e-mail: opsmanager@aeriosglobal.
co.za Cell: +27 76 420 9100 t : +27 21 934 9127
AEROCOLOUR
Aerocolour cc. was founded in
2005 and has been based at Lanseria
Airport, Hangar M5, South Africa ever
since.
We are a privately owned Aircraft
Refurbishment facility in Southern
Africa and have the confidence of a
wide variety of Aviation Customers.
Our hard-won reputation is built
on excellent workmanship, after
sales service and product support as
well as personal customer relations,
which have earned the confidence of
manufacturers and customers alike.
Our core business is made up
of private and corporate general
aviation aircraft owners as well as
aviation service providers and sales
companies to whom we provide
aircraft refurbishment. We proudly
provide the service that our clients
have come to expect from Aerocolour
cc. Aerocolour cc’s broad base of
customers stretches throughout South
Africa and Southern Africa, as well
as UAE and certain Northern African
countries.  Aircraft Manufacturer (OEM)
Aerocolour is a trusted service
provider throughout the aviation
industry for Respray of Complete
Aircraft Exterior as well as panels /
parts, touch up and repair of parts or
specific areas on aircraft and various
other refurbishment requirements.
Please contact Alfred Maraun on
082 775 9720 for any queries and
quotes.
AERONAUTICAL AVIATION
Avionics / Electrical /
Instrumentation / Autopilots
Aeronautical Aviation, based
at Lanseria International Airport,
is an African leader in the
repair, installation and overhaul
of aircraft Instrumentation,
Avionics, Electrical, Autopilots
and accessories since 2005. We
provide superior, reliable, and
cost effective services for a broad
spectrum of the aviation industry,
including general/commercial/
corporate aviation, helicopter
operations, and government and
military customers.
We are committed to providing
our customers with outstanding
quality and service. Our company
was built on integrity, honesty,
and excellence in every aspect of
the services we have to offer. We
also believe in keeping the cost
reasonable, while maintaining
exceptional quality that either
meets or exceeds Original
specifications.
When Clinton Carroll started
the company in 2005, he noticed
a huge gap in the market when
it came to the understanding of
what a Pilot needs versus what is
economically viable. Most Avionics
shops try and sell high, where
as we at Aeronautical Aviation
take a different look, before the
client spends money. We need
to consider cockpit workload,
client requirements, legislative
requirements, over capitalisation
and down time. We truly believe a
client must walk away after using
our services and feel he was sold
the right goods, at the right price
with high quality, good turn around
and exceptional service.
Over and above this, who
better for an aircraft owner to
deal with than a Pilot and Aircraft
Owner. Clinton understands
the challenges in the cockpit,
regulatory requirements and
certification issues so he can give
informed advise accordingly. An
upgrade is not something to take
lightly.
At Aeronautical Aviation, your
success and safety is our number
one priority.
Company Contact details:
Tel: 011 659 – 1033 / 083 459
6279 Fax: 011 659 – 1035
Physical Address: Hangar 202,
Gate 7, Lanseria International
Airport. Email: Sales@
aeronautical.co.za
Website:
www.aeronautical.co.za
Social Media: Twitter:
@AeronauticalIns
Facebook:
@AeronauticalAviation
Instagram:
@aeronautical_aviation
LinkedIn: aeronautical-aviation
4

 
AERONAV ACADEMY
We
 are
 situated
 at
 30B,
 Build
AEROSPACE ELECTROPLATING
Pilot Training Call
 
Aircraft Des
 on
 011
 
Refurbishment, 827
 7535
 or
 
Aircraft
Maintenance
Aeronav Academy is committed to providing or
 Peter
 on
 081
 775
 2434
 or
 
top-level flight training utilising the most modern Aerospace Electroplating, SACAA AMO 506,
equipment available. This not only gives our clients For
 
has been all
 your
 
operating at RandAAirport,
ircraft
  and
 Allie
Germiston
an enjoyable training experience but also provides

 
since 1965 and has served the aircraft industry
Aeronav the ability to conduct flight training in a with distinction and produce high quality surface
manner that ensures that student pilots will be finished products.
ready and well equipped to enter the aviation The company is owned by Mistral Aviation
industry of the future. Services and run by Oliver Trollope and a highly
Aeronav Academy is proud to offer a dynamic professional and qualified team of electroplaters.
fleet of aircraft, including Diamond DA20s, Cessna Our highly qualified team are available to
182s and the Diamond DA42 Twinstar Multi-engine advise you on the perfect solution to all your
trainer. The Academy’s latest acquisition is the electroplating plating needs and solutions to
impressive Alsim ALX-65 flight simulator. The perfectly re-finish your aircraft components to the
amazingly realistic graphics feel of the controls manufacturer’s specifications.
and response make training in this flight simulator Our processes are approved by SACAA, Denel,
a truly first class experience. Airbus Europe, Rolls Royce, Pratt & Whitney and
The school is based at Lanseria Airport. A Allison Doil.
controlled airspace provides students with an We offer a wide range of services for aircraft
excellent grounding in procedures and gives them owners and general industry, and through our
the experience needed to cope with operating in a partnership with Mistral Aviation Services, we can
busy airline orientated environment. Whether you offer engineering and NDT services.
choose to fly for pleasure or wish to make aviation
your career, Aeronav can provide you with an We look forward to the future with a range
approved course tailored to your needs. of innovative services to continue servicing the
Tel No: + 27 11 701 3862 aircraft industry.
Email: info@aeronav.co.za Tel: 011 827 7535
Website: www.aeronav.co.za Email: petasus@mweb.co.za

5
 AERO ELECTRICAL SOLUTIONS (AES)
AES is an Aircraft Maintenance Organisation,
AMO1011, established in October 2004 and
operating initially from Lanseria airport. The
AEROTRIC
company is growing strongly and has expanded to
Electrical, Ignition, Instruments
Cape Town International.
AES prides itself on providing quality and
Aerotric (Pty) Ltd is based at Wonderboom
reliable service on most aircraft, including electrical,
Airport and has grown from strength to strength
instruments, avionics, compass systems and all
since opening their doors in May 2012.
aircraft components.
The Company prides itself on providing
AES can do your Ni-cad, Lead Acid main
quality and reliable services such as overhauling,
batteries, Emergency Batteries, ULB Batteries and
installing and repairing all electrical, ignition,
ELT batteries at both Branches.
instruments and avionics that is efficient and at an
AES has recently acquired the Agency for ACK
affordable rate.
ELT’s.
Aerotric is a small company with big heart that
AES can do your Inspections and defects away
strives to maintain relationships with all customers.
from base at affordable rates.
Consisting of seven staff members Aerotric
AES states that the company is committed to the
maintains a policy of high standards and keeping
principles of honesty, excellence and dedication.
up with the latest technology and trends in aircraft
All staff at AES are committed to provide its
maintenance.
clientele with quality service time after time, because
Contact Aerotric on:
flying isn’t JUST flying!
Office Tel: +27 87 802 1347
Contact:
Email: admin@aerotric.com or
Erwin Erasmus (Cape Town)
Richard@aerotric.com
Cell: 082 494 3722
Email: erwin@aeroelectrical.co.za
or
Danie van Wyk (Lanseria)
Cell: 083 269 8696
Email: danie@aeroelectrical.co.za
Website: www.aeroelectrical.co.za

6
 AIFA
Flight Training
AIFA is the AVIC International Flight Training
Academy (Pty) Ltd
AIFA is accredited with both the SACAA and
the CAAC (China) as a Part 141 Air Training
Organisation. The School provides world-class
training from modern facilities on a modern fleet
of aircraft, state-of-the-art aircraft simulators and
operates from three training bases in South Africa,
namely George Airport in the Garden Route,
Oudtshoorn in the Little Karoo and Beaufort West
in the Great Karoo.
AIFA was formed after the acquisition of the
former Cape Flying Services during April 2011.
AIFA is backed by AVIC-International, a large
scale state-owned conglomerate with aviation
products and technology import and export as
its core business. Headquartered in Beijing,
With its total assets of up to RMB 24 billion and
accumulated import and export volume of US $24
billion thus far, AVIC-International ranks among the
first 20 of China’s top 500 enterprises for import
and export. Test Flying Academy of South Africa
(TFASA) is our other shareholder, a company with
long and successful business relationships with
AVIC-International and COMAC in China.
AIFA combines the experience of world-class
instructors, the beauty of our surroundings,
excellent South African weather and the passion
for aviation of our personnel to afford our students
a modern learning experience which will open
doors to an exciting career in the aviation industry
anywhere in the world. Our commitment to
upholding a very high standard of aviation safety is
one of the cornerstones of AIFA.
Contact: Oudtshoorn Base: Tel: +27 (44) 272
5547. George Base Tel: +27 (44) 876 9217
7
ALPI AVIATION
Pilot Training
Not ‘just another’ flying academy. A childhood
dream and a great passion for all things aviation
led to the founding of this company. Alpi Aviation is
headed by avid aviation enthusiast, Dale de Klerk,
who is an accomplished hangglider, microlight,
glider and fixed-wing pilot.
Dale has won several regional and national
competitions, becoming world Rally Flying
Champion in 2003. Dale also earned his
Springbok Flying colours in Rally and Precision
flying from 1995 through to 2004, and continues
to challenge his considerable aviation capabilities
in a wide range of aviation techniques, styles and
aircraft.
ALPI Aviation SA was established after
the demand arose for an accredited training
organisation to cater for those who don’t want to
be, ‘just another pilot’. The intention was to build
an accredited Flight School, certified to CAA
standards, using experienced instructors with an
ethos of respect toward all their students.
At Alpi Aviation, we value the individuality of
each student, and we will do our utmost to hone
their capabilities and enhance their passion.
No one is ‘just another student pilot’. It is with
this credo in mind that we invite you to personally
experience how our broad background of solid
aviation experience and expertise can take your
flying career to new heights.
Contact Alpi Aviation on:
Tel: +27 82 556 3592
Email: dale@alpiaviation.co.za
Website: www.alpiaviation.co.za
AIRBUS
Aircraft Sales, Maintenance, Training
AIRCRAFT ASSESSING COMPANY
Airbus Southern Africa (Pty) Ltd has maintained
Maintenance, appraisals
a presence in South Africa since 1994 and
Aircraft Assessing Company (AAC) was
is headquartered at Grand Central Airport in
registered in 2002 in response to a growing need
Midrand, South Africa. The Grand Central base is
from the regional (Continent of Africa) aviation
home to the company’s regional Helicopters and
industry for unbiased and professional evaluations
Defence & Space businesses.
of fixed wing and rotor wing aircraft.
As a world-leading aerospace company,
In satisfying the industry's needs, AAC’s
Airbus offers the most comprehensive range of
client base has grown to include local, regional
passenger airliners, military transport and special
and international aircraft fleet owners, airlines,
mission’s aircraft, helicopters, rocket-launchers
government agencies, corporations, Insurers, legal
and satellites.  It also provides a comprehensive
practioners, financial institutions, individual aircraft
array of aviation, space and geo-intelligence
owners and other interested parties.
systems and solutions to government and civilian
All appraisals are carried out to international
customers.
Uniform Standards for Professional Appraisal
Airbus Helicopters provides the most efficient
Practice (USPAP) standards by AAC’s owner and
civil and military helicopter solutions to Sub
Senior Certified Aircraft Appraiser, Paul Leaker
Sahara Africa customers who operate an in-
NSCA who is well experienced as an Appraiser
service fleet of around 340 turbine helicopters,
of narrow body airliners, heavy lift helicopters and
to serve, protect, save lives and safely transport
everything in between. Paul has carried out in
passengers in highly demanding environments.   
excess of 3000 aircraft appraisals and is required
This arm of the business also supports customers
by AAC’s governing body to undergo re-certification
from its branch in Nairobi.
training and examination in the USA every 3-years.
Airbus Defence and Space is responsible for
In addition to certified appraisals, AAC provides
sales and support of military transport aircraft in
a broad range of technical and associated services
service with the SA Air Force and other armed
to the industry which include pre, mid and post
forces in the SADC region.  It also supplies
lease aircraft assessment, maintenance oversight,
satellite images, geo-intelligence and space data
maintenance record and log book audits, post
solutions to government, research and commercial
repair assessment, cost review, legal expert witness
customers.
services and aircraft sales.
Worldwide, including South Africa, Airbus
Aircraft Assessing Company (Pty) Ltd remains
employs a workforce of around 135,000 people.
the only company in Africa specialising in its
Contact:  contact.marketing.ahza@airbus.com
chosen field.
Telephone: +27 (0) 11 266 2600
Contact Paul Leaker on:
Fax: +27 (0) 11 266 2628
Cell: 083 310 8588
Web: www.airbushelicopters.co.za / www.
Tel: 011 659 1127
airbus.com
Email: paull@aacglobal.co.za

CLICK HERE Website: www.aacglobal.co.za

8

AIRCRAFT GENERAL SPARES
Aircraft Maintenance
Eric Erasmus, the owner and founder of Aircraft
General Spares, gained his extensive experience
in the industry as a parts store manager at
PLACO.
When the company closed in 2017 Eric bought
the entire inventory and Aircraft General Spares
(AGS) was born.
AGS are conveniently situated at the main
entrance to Rand Airport. In addition to stocking
a large variety of off the shelf items, AGS also
specialises in assisting clients with hard to
find items which will be sourced and imported
according to the client’s requirements.
With their large variety of spares, AGS have
a well-earned reputation for being the one stop
for anything needed in the light aircraft industry.
Their range of spares includes Alclad, tyres, tubes,
hoses, 4130 tubing, rivets, O-rings, seals, engine
parts, gaskets, bearings, glue, sealants, sick bags,
funnels, ducting, air filters, oil filters, spark plugs,
aircraft logbooks and a vast range of fasteners.
AGS are also an official distributor of the full range
of Aeroshell oil and grease products.
AGS may be found at: Building B7: Rand
Airport, Germiston. Call Eric on Tel: 067 154 2147.
Email: eric@acgs.co.za or visit: www.acgs.co.za
9
ALGOA FLYING CLUB
Flight Training / Hire and Fly
We provide all forms of flying training and
self-fly hire with the specific goal of making flying
accessible to as many people as possible, within
a friendly environment where members, students
and their guests can relax after their flights.
The Algoa Flying Club is a not for profit
organisation of flying enthusiasts with the aims and
objects of promoting flying and flying training in
all its facets and to the highest standards. It’s the
shared experience that helps to make the Algoa
Flying Club the right place to earn your wings.
We boast a fleet of Cessna 152’s, Cessna
172’s, a Cessna 172Rg, a Sling 2, a Piper
Comanche, a Piper Seminole and a SACAA
Accredited Elite Evolution S812 (FNPT 11)
Simulator, which offers Multi Engine Piston based
on the Beech Baron B58 and a Single Engine
Piston based on the Cessna 172RG.
Contact:
Telephone +27 41 581 3274
Email info@algoafc.co.za
AIRCRAFT POWERPLANT COMPANY
Aircraft Maintenance, Engine Overhaul
Aircraft Powerplant Company (APCO) was born
in 2001 as a result of the management buyout of
the PLACO Engines Division. Under the guidance
Tony Rodrigues and Henk Joubert, both equipped
with a wealth of experience and knowledge, APCO
has earned a reputation for excellence within the
aviation community.
APCO’s Team of highly qualified factory
and locally trained technicians have developed
full in-house capacity to perform all required
maintenance and turn key repair services,
including bench testing on both Lycoming and
Continental Engines. In addition APCO have an
in-house component division, engine hose shop,
machine shop, aluminium welding shop and also
offer cadmium engine plating.
The newly introduced NTC engine shop
specialise in the repair and overhaul of many
brands of NTC engines including Gypsy, Lycoming
and Superior Kit Engines to name but a few.
As an optional extra they offer a balancing and
porting service as well as many types of corrosion
protective applications, ranging from polyurethane
base paints to the more lavish and durable
ceramic coatings.
Hangar 5A, Wonderboom Airport, Pretoria
North
tonyrodrigues@mweb.co.za
+27 82 558 9388
henkjoubert@mweb.co.za
+27 83 258 5272
ARMSCOR PROVIDES COST EFFECTIVE
DEFENCE SOLUTIONS
Defence
The Armaments Corporation of South Africa
SOC Ltd (Armscor) is the acquisition agency for the
South African Department of Defence and other
organs of State. Its primary mandate is to provide
armed forces with state-of-the-art defence materiél
required to provide safety and security for South
Africa, its citizens and the continent.
Through its Aero Systems Division, Armscor
plays a key role in providing the South African Air
Force (SAAF) with the necessary equipment and
support required for mission readiness, which
includes but not limited to conducting humanitarian
operations in African countries. Armscor provides
cost-effective and safe provision of aircraft product
systems and logistic support that creates defence
capability.
Aero Systems capabilities offered at Armscor
include:
• Contract and project management expertise
• Providing maintenance and storage
management
• Holistic over view of the life cycle of
equipment
• Technical (systems and logistic engineering)
expertise
Tel: +27 12 428 1911
Contact: info@armscor.co.za
www.armscor.co.za
Follow us: ArmscorSOC
10
 ASCEND AVIATION
ASTWOOD AIRCRAFT ELECTRICAL
Aircraft Sales
Electrical and avionics workshop
‘Trustworthy Sales, Airworthy Excellence’
Astwood Aircraft Electrical has grown steadily
With 25 years of experience in aircraft sales
since its opening as a one man business in 1996.
Maartin Steenkamp established Ascend Aviation in
The company is a fully accredited AMO with the
early 2014.
SACAA, providing specialist services regarding most
Aviation sales specialists must not only possess an
electrical/ignition components associated with light
exceptional understanding of their field and products,
aircraft and helicopters up to small jets and turbine
but also of the customers’ needs and experience in
aircraft.
aviation.
Located on the south side of Grand Central
Acquiring an aircraft is an emotive as well as a
Airport in a prefab building (close to the fuel bay), the
practical decision.
owner Shaun Lombard-Chibnall and his team offer a
Maartin’s market knowledge and track record
personal and professional approach to the needs of
is greatly respected in the industry and Ascend
aircraft owners and other AMOs needing electrical or
Aviation’s customers can be assured that they are
ignition work.
getting the most honest, independent, objective
Shaun completed his training in Zimbabwe and
solutions to their present and future requirements.
has been a licenced AME since 1980. Based on
Ascend Aviation has assembled a team with the
his wealth of experience and knowledge, Astwood
experience and abilities to streamline the entire
provides aircraft owners with the highest industry
process for buyers, from selection, budgeting and
standards for repair, servicing and overhauling of
finance, through long-term performance and cost
alternators, starters, magnetos, motors, starter-
expectations, to ongoing advice and support, thereby
generators and wiring. Shaun has kept the company
making aircraft acquisition and ownership a rewarding
small to offer a more personal service.
and pleasing experience.
We are proud to say that we have customers from
Ascend Aviation believes personal attention,
all around South Africa and the SADC countries.
relationship building and integrity is key to service
The Astwood team has an efficient spares system
excellence, and provides a comprehensive range of
in place, supplying clients local and overseas, and
services to the aviation industry:
is the sole agent for B&C Specialty Products, a
• Aircraft Sales
specialist company in light weight electrical systems
• Acquisition mandates
for the professional and the home builder. We will go
• Aircraft Valuations
out of our way to help locate and provide spares and
• Aircraft Management
components.
• Aircraft Finance
Astwood also offers their valued customers a
• Aircraft Insurance
travelling deal if the need arises – we will come to
• Aircraft Ferry including Importation and
you. We are only a call away.
Exportation
Contact Astwood Aircraft Electrical on:
Contact Ascend Aviation on:
Tel: +27 (0)11 315-9605
Tel: +27 (0)11 064 5624
Cell: +27 (0)83 263-6413
Email: sales@ascendaviation.co.za
Email: astwood@mweb.co.za
Website: www.ascendaviation.co.za
11
AVIATION DIRECT (PTY) LTD
Airfield Information, Flight Planning &
Navigation
The internet has opened the world, but for many of
us it is still preferable to talk to someone who has the
experience and knowledge of local conditions, right?
Well, AviationDirect has been around for over 20
years, and we are in the forefront of providing airfield
and aeronautical information for Southern Africa within
our various products.
We have the most comprehensive database of
airfields for this part of the world, receiving first-hand
information from active pilots and operators in the
field.
Our exciting range of products for pilots flying in
Southern
Africa are designed to make the pilot’s task easier,
safer and more comfortable. Added to that, we provide
excellent customer support.
Products that we are particularly well known and
respected for
are:
• The Airfields Directory for Southern Africa and
Africa, available in printed and electronic format
• EasyPlan, the flight planning software for desktop/
laptop PC with Win OS, an easier way to do flight
planning, print out flight logs and maps
• EasyCockpit, Southern Africa’s most used in-
flight navigation app for Apple or Android Mobile
Devices, there to enhance situational awareness,
and, together with Easy-Weather overlays of
radar, satellite and winds, to provide additional
safety and peace of mind
• Logbooks (electronic and printed) which have
been devised according to SACAA requirements.
Contact Andrea Antel on:
Tel: +27 11 465 2669 | Mobile: (0)72 340 9943
Email: info@aviationdirect.co.za
Website: www.aviationdirect.co.za
AVDEX
Software Maintenance Tracking
Avdex currently renders two leading services:
the maintenance tracking of aircraft and
management of the administrative functions of
any AMO. Our products are user friendly and full
training and support are provided.
With more than 25 years of experience in
the industry and staffed by committed aviation
professionals, Avdex strives for nothing less than
service excellence.
AMP is an online aircraft maintenance tracking
service. It has a central aircraft maintenance
scheduling system, which means no schedule
building required on the client’s side. AMP’s
accurate usage tracking means less down time
for the aircraft and more productivity for the AMO.
AMP offers a variety of helpful features:
• Full aircraft status reports based on live
maintenance data
• Work packs
• Tracking of component movement
• SBs, ADs and Manual Revisions tracked by
Avdex and notified to client when the AMP
Schedule is updated
• Tracking usage of an aircraft
• Online recording of maintenance compliance
AMS is a feature rich AMO administration
programme, which takes care of the administrative
tasks, such as:
• Purchase orders, Inventory control and
traceability
• Labour and time sheet control
• CAA and statutory reporting
• Tracking cost of sales
Contact Avdex on:
Tel: (011) 954-1536
Email: info@avdex.co.za
Website www.avdex.co.za
12
 AVTECH AIRCRAFT SERVICES
Aircraft Maintenance
Avtech Aircraft Services based at Wonderboom
National airport maintains Beechcraft, Piper,
Cessna, Bellanca and Aerostar aircraft. With over
28 years of operation, the family-owned business
has a vast experience in aircraft maintenance
and meets the highest standards, still under the
guidance of Riekert, Sr.
Avtech Aircraft Services component shop
specialises in the overhaul and repairs of
Continental fuel systems, carburettors and constant
speed units, which include Woodward, McCauley,
Hartzell & PCU5000. This division is run by Andre
Botha, AKA Proppie, who also has many years’
experience in his field.
The Avtech team have collectively over 170
years of experience, between just four people.
Avtech is therefore a wise first stop for all your
general aircraft maintenance requirements.
For more information contact PJR Stroh, Sr, on
082 555 2808 or PJR Stroh, Jr, on 082 749 9256.
Visit them at Hangar 6 Wonderboom Airport.
Email: avtech1208@gmail.com
13
AVIATION REBUILDERS
Aviation Rebuilders is an SACAA approved
category B and X5 Aircraft Maintenance
Organisation, number AMO 188, based in the
Showroom right that the entrance to Rand Airport,
Germiston. Established in 1997, Aviation Rebuilders
is your competitive and reliable option when it comes
to of all your sheet metal, welding and flight control
cable assembly requirements. No repair is too big or
too small for our enthusiastic team who are always
keen and up for a challenge. Our highly experienced
technicians provide excellent quality and turn-around
times for your maintenance requirements.
Our flight control cable assembly facility offers all
standard MIL-SPEC cable and end fittings, ranging
from 1/16” to 3/16”, with cables assembled per
sample or specification. Our welding facility offers
weld repairs using TIG methods to aluminium alloys,
carbon steel and corrosion and heat resistant steels.
The Aviation Rebuilders sheet metal facility boasts
an extensive range of tooling and equipment which
enables us to offer an excellent repair service to
keep your aircraft flying.
Contact Aviation Rebuilders on:
Tel: +27 (0)11 827-2491
Cell: +27 (0)82 872-4117
Email: lyn@aviationrebuilders.com

AVISYS AVIATION SYSTEMS
Aircraft Maintenance
AviSys Aviation Systems is an established
Maintenance Organisation (AMO 1089) with SA
CAA, and other African CAA accreditation to
perform component maintenance and overhaul
capabilities under its Category B rating.
Currently, AviSys is equipped to cater for our
clients’ needs as per the SA CAA Approved
Capability List and Operational Specifications on the
following:
• Aircraft Braking Systems repair and full
overhaul capability with SA CAA Component
• Release to Service (Authorised Release
Certificate) on the following OEM Makes;
• ABSC, Honeywell / Bendix, Goodrich and
Meggitt Aircraft Braking Systems.
• Aircraft main and nose wheel assemblies for
the above makes, to repair and overhaul.
• Landing Gear Repair and Overhaul
• Helicopter Servo Actuator Repair and
Overhaul
• Flexible Hose Build-up
• Engine Fire Bottles HPT, Service, Fill and Re-
charge
AviSys Aviation Systems is committed to deliver
service excellence and quality workmanship at
market related prices, carried out with years of
cumulative aviation experience in our field by means
of dedicated hand-picked staff members.
AviSys looks forward to establishing long and just
relationships with our client base, in order to meet
our high standards of customer satisfaction.
Hangar 17 Wonderboom Airport
Email: dewald@avisys.co.za
Phone: +27 (0) 83 442 5884
Fax: +27 (0) 86 618 6996
Website: www.avisys.co.za
BEEGLE TRACKER
Tracking, flight following
Designers and manufacturers of Iridium-based
satellite tracking solutions since 2002. Our devices
are used for a wide range of applications, including
aircraft, watercraft, vehicles, birds, animals,
personnel and bespoke applications. Our customers
include governments, conservation organizations,
aircraft charter companies, aviation schools and
private pilots.
Beegle aviation trackers are battery powered and
fully automatic. They are placed on the dashboard
and require no pilot input to turn on or off. Position
update frequency is done automatically depending
on the phase of flight so that an accurate trace of
your flightpath is recorded. The battery lasts for
approximately 40 flight hours before recharging is
required.
Ground personnel are kept up to date with real-
time flight progress using our online tracking portal,
and optionally via text message for take-off, landing
and emergency events. This assists customers in
effective trip planning, whilst providing an important
safety function by drastically reducing the time to
locate an aircraft, especially in remote areas without
cellphone reception. 
Furthermore, our trackers can easily be moved
from one aircraft to another as needed.
www.beegletracker.com
info@beegletracker.com
+27 (0)21 438 1888
14
 BENVEROY
A Division of Khubenker Energy (PTY) LTD–
BIOBOR AFRICA
Fuel Protection and Enhancement
Benveroy a division of Khubenker Energy , a
privately owned South African company, based
in Johannesburg, South Africa, focuses on
developing environmentally sustainable solutions
for fuel consumption reduction, reduction of carbon
footprint, and reduction of harmful exhaust gases.
Benveroy offers a complete fuel enhancement
product package and the related implementation
of product injection blending and product dosing
systems, for individual aviation companies, and
airport infrastructure. This includes high level fuel
quality management.
Biobor JF ® became the first biocide tested and
approved by FAA, airlines, aircraft manufacturers,
and aircraft engine manufactures, for the treatment
and prevention of microbial contamination in
aviation fuels, and aircraft fuel tanks. Biobor JF
® is also the only biocide that not only fights
microbial growth, but replaces lubricity lost in
ultra-low sulphur fuels. After 50 years, Biobor
JF ® continues to be the most recognized and
recommended biocide for all hydrocarbon fuels,
bio fuels, transmission and hydraulic fluids, etc.
Other aviation products offered are Biobor EB,
Lubribor, and Turboline.
Benveroy’s company directors have combined
more than 60 years of experience in the
Engineering, Petrol-Chemical, and Aerospace
Industries.
Contact Benveroy for all BIOBOR family of fuel
additives on:
Tel: 011 482 3650 / 011 726 7162
ben@benveroy.com / 071 453 1517
vernon@benveroy.com / 079 524 1461
www.benveroy.com / www.khubenker.co.za
15
BLUE CHIP FLIGHT SCHOOL
Flight Training
Our Pilots Become Captains!
Blue Chip Flight School has 25 years of
experience, training professional and recreational
pilots from over 30 countries. Situated at
Wonderboom National Airport, we provide flight
training from PPL to ATPL. Blue Chip has an
accredited in-house examination centre, a modern
fleet of aircraft as well as an SACAA approved
FNPT II simulator.
We offer a web based, paperless electronic
booking, authosheet and student file system.
Hour building is with a difference; we host
fly-aways and cross country trips that provide
unique opportunities to be exposed to unfamiliar
environments, and our instructors are always close
at hand for guidance.
There is no substitute for a personal visit. Every
day is open day at Blue Chip. Better still, talk to
people in the aviation industry, former Blue Chip
students are in sought after positions worldwide.
Contact Blue Chip Flight School on:
Tel: 012 543 3050
Email: admin@bluechip-avia.co.za
Website: www.bluechipflightschool.co.za
BORDER AVIATION CLUB & FLIGHT
SCHOOL
Flight Training and Hire & Fly
Border Aviation has been training pilots since the
1940’s.
We offer diverse training, from Weight-shift
microlights to Warbirds, historical aircraft and
everything in between.
We carry out Ab-Initio Training (PPL and NPL)
, Commercial Pilot Training, Conversion to type
training, Hour building for Commercial Students,
Renewals, Short field landings & take offs,
Instrument Flight (IF) Training and Hire & Fly. We
now also offer Helicopter Training – PPL to CPL.
What makes us unique is that our dedicated team
of instructors work with each student on a one-on-
one basis, offering them tailored training specific to
their needs.
We also offer our Training out of three bases;
Our East London Airport base allows for
Instrument flight training (IF Training). Our Wings
Park base is situated just outside East London and
allows for Short field training. Our third base is at
Queenstown Airfield which gives our students an
opportunity to do Mountain flying.
We welcome any aviation enthusiast from
teenaged Ab-initio students to the casual weekend
flyer to pursue their aviation passion.
Border Aviation’s fleet consists of a Cessna 150,
a modern glass-cockpit Sling 2, a Piper Archer
181, a Mooney M20, a Beechcraft Baron (BE58), a
Savannah XL and a Helicopter.
We are a non-profit organisation that truly
believes that aviation is a career that brings a new
adventure over every horizon. If you are interested
or would like to find out more, please feel free to
contact us on:
Tel: +27 43 736 6181
Email: admin@borderaviation.co.za
Website: www.borderaviation.co.za
Find us on: Instagram & Facebook
CUBBY AIRCRAFT
Plane Sales
Based in the picturesque village of Barrydale near
Swellendam in the Western Cape, Cubby Aircraft
manufacture an 80% scale copy of the Piper Super
Cub, with a variety of engine choices.
The latest development is the Cubby Renegade
which may be flown solo from the front seat and is
substantially larger than the basic Cubby.
With modern materials and technology, the
performance has been vastly improved. The
purchase price is remarkably low and operational
costs are kept to a minimum due to the use of
automotive fuel as opposed to expensive and
sometimes hard to find Avgas. The price is
dependent on the choice of engine.
The Cubby can be registered as a Light Sport
aircraft or a non-type certified light aircraft.
Undercarriage can be either tri-gear or a tail dragger
configuration
The Cubby is available in kit form, fast built and
basic kit. It is also available as ready to fly or fully
built, but without engine, radio and instruments.
Jean Crous welcomes visitors at his factory on
Route 62 and can be contacted on 072 671 6240.
16

CONTINUED AIRWORTHINESS MAINTENANCE
ORGANISATION -
SOUTH AFRICA
A CAMO is an ICAO recognized organisation, mandated
in the European Union and other countries, for the purpose
of administrating the control of an aircraft’s airworthiness.
We have emulated this structure into a business model that
offers these services to owners in countries that have not
yet mandated this into law.
In many countries, the roll of airworthiness control is
left to the owner / operator, who is reliant on maintenance
organisations to review and prescribe what has to be done.
There is no independent verification of the work scope or
the legality of the final documentation. Furthermore, the
cost control of a maintenance event is left up to the owner’s
employee’s who often have little experience in this field.
Many aircraft are enrolled on maintenance programmes
to assist with the control of cost but are not always used
to their fullest extent. Warrantees are seldom tracked and
ongoing system issues that can ground an aircraft, are not
properly addressed.
Our team of experienced maintenance and
operational personnel are able to provide operators with
comprehensive support, irrespective of their geographical
location. We independently source the best products and
service for your operation and control costs through our
fleet programs.
Whether you own an aircraft or are planning the
purchase of a new or pre-owned aircraft, CAMOSA will
review it’s specifications & inspect the records or perform
a comprehensive Pre-Purchase Inspection, giving you the
opportunity to make informed choices.
CAMOSA will simplify and manage your aircraft’s
maintenance requirements and support the aircraft
throughout its entire life, leaving you, as the operator, with
full operational control.
Continued Airworthiness Maintenance Organisation –
South Africa. 1275 Willem Botha Avenue, Eldoraigne,
Pretoria, 0157 info@camosa.co.za
+27 82 555 3555
17
C W Price & Co
C.W. PRICE AND COMPANY
Airport Support Equipment
C.W. Price and Company has been
involved in aviation and meteorological
instruments for over 71 years. They also
import aircraft ground power units and
aircraft towing and push-back equipment.
Based in Midrand, C.W Price are the
appointed agents for airport support
equipment from aircraft ground power to man
portable rugged Redbox power packs for
aircraft starting.
They are also agents for Eagle All Wheel
Drive aircraft tow tugs for regional, corporate
and military applications.
They are also importers of Precision
Airmotive fuel injector parts and overhaul kits
along with some starter generator spares.
Weather stations stand alone for regional
airports or their well established online
VitalWeather system for remote or sms
monitoring of small airports is a specialty of
theirs.
Contact Kelvin on:
Tel: 011-805-4720
Email: cwp@cwprice.co.za
Website: www.cwprice.co.za

D.M. AVIATION SPARES
Aircraft Parts and Consumables
D.M. Aviation Spares is situated on the north
side of Lanseria, Unit 2, next to Century Avionics,
Gate 5. The company stocks aircraft parts, aircraft
consumables and general consumables.
D.M. Aviation Spares was started in 2011 by
Daniella Mawson who has been in aviation since
1980 and in the aircraft parts industry since 1990.
She therefore has extensive knowledge of parts
and their sourcing.
D.M. Aviation Spares’ aim is to make life easier
for the smaller AMOs at the airport by holding fast
moving stock.
Daniella goes out of her way to source parts
that others say are not available. D.M. Aviation
imports parts as well as sourcing hard to find
aircraft components. They provide clients with the
best prices and service possible. Furthermore,
they are agents for Aircraft Spruce and others.
For more information, contact Daniella Mawson
on:
Tel: 082 576 8853
Email: dmaviationspares@gmail.com
DIEPKLOOF
AIRCRAFT
MAINTENANCE
DIEPKLOOF AIRCRAFT MAINTENANCE
AMO, AIRCRAFT MAINTENANCE
With 70 years of experience, Diepkloof Aircraft
Maintenance (AMO SACAA 1398) are one of
the leaders in aircraft maintenance as well as
the preferred choice for many clients. Based at
Diepkloof airfield, Malmesbury, Diepkloof Aircraft
Maintenance is a South African Civil Aviation
Authority approved AMO.
It is your one-stop AMO facility that offers
a wide range of services that include general
aviation aircraft maintenance, Non-Type Certified
maintenance as well as specialized services.
General Aircraft Maintenance:
• All single engine Piper & Cessna &
Beechcraft series
• All Air Tractor, Thrush, Dromader, AG Cat,
Piper Brave & Piper Pawnee
• All Lycoming, Teledyne Continental engines
• All Pratt & Whitney -Turbine & Radial
engines.
• Non-Type Certified (NTCA):
• All NTCA Aircraft work - Homebuilt,
Ultralights etc…
• Specialist Services:
• Hartzell & Mc Cauley Propellers
• Licenced for complete rebuilds
• Specialised Sheetmetal work
• Fabric covering and interiors
• Aircraft weighing
• Welding
• Propeller balance
Contact details:
E-Mail: diepkloofamo@gmail.com
Nick Kleinhans: +27 83 454 6366
Pieter v Aswegen: +27 82 784 7133
18

DJA AVIATION
Aviation Insurance
DJA Aviation was formed over 40 years ago by
Dennis Jankelow and to this day remains South
Africa’s foremost specialist aviation insurance
brokerage, offering the greatest concentration of
aviation insurance experience and expertise on the
African continent and continuing to lead the market
in the areas of product innovation and technical
development.
DJA Aviation creates aviation insurance
programmes for its clients that are perfectly
balanced in the critical areas of cost, coverage,
service and security. In addition, DJA Aviation’s long-
standing and close relationships with the insurers
who underwrite its products – locally, regionally and
internationally – ensure that a DJA Aviation client is
in the best possible hands when losses occur.
DJA Aviation is an authorised Lloyd’s
correspondent and has conducted aviation insurance
business at Lloyd’s for more than 40 years, a
relationship that is strengthened by regular visits to
the Lloyd’s market by DJA Aviation’s key personnel.
DJA Aviation is an Authorised Financial Service
Provider (FSP No 15808) and a proud member of the
iCapital Group. DJA Aviation’s social responsibility
programme includes on-going support for the
South African Guide Dogs Association for the
Blind.
Contact DJA Aviation on:
Tel: 0800FLYING (0800 359-464)
Email: mail@dja-aviation.co.za
Website: www.dja-aviation.co.za
19
DYNAMIC PROPELLERS
Propeller Specialists
Established in 2008, Dynamic Propellers
specialises in the overhauling, repair and
maintenance of propellers for commercial and
privately owned aircraft.
With a staff compliment with a total of around
130 years propeller overhaul experience, Dynamic
Propellers overhaul and maintain all Hartzell,
McCauley, MT, Hoffmann, Sensenich and Hamilton
propellers and is the only enterprise in South Africa
that provides comprehensive repair and maintenance
services on Dowty and Whirlwind propellers.
All of which is done to the highest standards as
stipulated by the various propeller manufacturers.
Dynamic Propellers’ repair services are
performed both in-house in a state of the art aviation
engineering workshop, or in the field.
Highly skilled engineers will travel domestically
or to neighbouring countries and abroad to cater for
customers’ propeller requirements.
Dynamic Propellers is an SACAA Authorised
Service Centre, AMO 1150, and is the sole
McCauley Authorised Service Centre for the
African continent.
Contact Details:
Pero Visser
Tel: +27 79 492 0592
Email: pero@dynamicpropeller.co.za
Andries Visser
Tel: +27 82 445 4496
Email: andries@dynamicpropeller.co.za

EMPEROR AVIATION
AMO, Refurbishments, Rebuilds
Emperor Aviation is a fully licensed Aircraft
Maintenance Organisation
(AMO NR 1226) based at Rand Airport,
specialising in the
maintenance of Bell and Robinson helicopters.
We have a state of the art component overhaul shop
and can assist you with any helicopter
sales needs. We also specialise in helicopter
refurbishments ranging
from total refurbishment (interior and exterior) to
helicopter rebuilds.
Emperor Aviation is an approved Robinson
Service Centre and
also the official LORD Distributor for 206B and
206L TT-straps in Africa as well as an agent to
supply LORD replacement parts.
If you’re looking at buying a new or used
helicopter, Emperor
Aviation can assist you to find the helicopter best
suited to your needs.
We carry out pre-purchase inspections all over
the world to ensure our customers has options of
purchases not only in the African market but
worldwide. With more than 50 years’ combined
experience in the helicopter industry, Paul, Jarrett,
Trevor and their team of qualified engineers and
admin staff look forward to welcoming you to the
Emperor Aviation
family!
Contact Emperor Aviation on:
Tel: +27 11 824 5683
Email: reception@emperoraviation.co.za
Website: www.emperoraviaiton.co.za
EXECUTIVE AIRCRAFT REFURBISHMENT
Interior and Exterior refurbishment
“Quality is our Passion”, this is the mantra that we
live by at Executive Aircraft Refurbishment. We are
an Aircraft Interior and Exterior refurbishment facility,
based at Lanseria International Airport, quality
workmanship and service excellence, combined with
knowledgeable staff has earned us the reputation
of No.1 Aircraft Interior and Exterior refurbishment
facility
Complete aircraft exterior paint strip and resprays
are done all under one roof, designing paint scheme
lines, logo’s to customer specifications. We also offer
a mobile touchup service to our customers ensuring
their aircraft stays in mint condition.
Our interior shop also specializes in complete
interior refurbishments such as the refurbishment
of overhead stowage bins and seating, Roof-liners,
cockpit glare-shields, cabinets and galleys, wool
carpets, textile and non-textile floor covering,
refurbishment of seats and foam building in varying
modern styles. We manufacture interior window sun-
shields and aircraft exterior ground covers, EAR also
re-web and re-certify aircraft safety belts.
Executive Aircraft Refurbishment are the right
choice for interior and exterior refurbishments of your
aircraft from interior refurbishment to exterior spray
painting, we do it all.
Entrust your fleet to Executive Aircraft
Refurbishment for a new fresh look and we promise
to have your aircraft ready and serviceable when you
need it. 
Tel: +27 (0)10 900 4149 | Mobile: +27 (0)82 547
8379 Info@earefurbishment.com | Francois@
earefurbishment.com
Hangar 11 (interior shop) and 31(paint shop)
Lanseria International Airport South Africa, Gate
5, North Side
20
 F. GOMES UPHOLSTERS
PILOT FLIGHT TRAINING SERVICES
Aircraft Upholstery
Flight training
F. Gomes Upholsters is a family based
upholstery company. Established in 1979, the
FTS is a flight school that operates out of Grand
company specialises in aircraft, as well as motor
Central Airport’s main terminal building.
vehicle, boat and furniture upholstery.
The company has an impressive fleet of over 10
F. Gomes Upholsters will refurbish your aircraft
aircraft which include Cessna 172s, Piper PA28s,
interior to look like new, giving it the class it
Cessna 172RG and the PA-30 Piper Twin Comanche
deserves. They use only the best quality materials,
for advanced multi-engine training. These aircraft are
and their craftsmanship is outstanding. Mr Gomes,
all used for basic and advanced instruction.
the founder of F. Gomes Upholsters, has been
Flight Training Services offers a comprehensive,
in the upholstery business for close on 40 years
state of the art, training service starting from entry
and as such brings many years of experience and
level Private Pilot Licence (PPL) through to Airline
professionalism to the company.
Transport Pilot (ATP) licence.
F. Gomes Upholsters provides an expert re-
Browse through their site and have a look at the
upholstery and upholstery service that caters to
services on offer.
any upholstery need. No job is ever too small or
For the forthcoming CPL & ATPL ground school
too large.
contact FTS on: 011 805 9015 or Email: fly@fts.
F. Gomes Upholsters is based in Johannesburg.
co.za to book your seat.
For exceptional craftsmanship at the best prices,
For more information contact Amanda Pearce on:
contact F. Gomes Upholsters on:
Tel: 011-805-9015/6
Tel: (011) 614 2471
Email: amanda@fts.co.za
Fax: (011) 614 9806
Website: www.fts.co.za
Email: gomesuph@netactive.co.za

21
 International Flight
Clearances
Africa's aircraft handling and Co
clearance company

INTERNATIONAL FLIGHT CLEARANCES

Aircraft Handling & Clearance/Permit
GIB AVIATION INSURANCE
Specialists
Integrity, Intelligence, Energy at your
Service
International Flight Clearances are Lanseria
based aviation consultants whose aim is to add
Utilising the finest insurers worldwide, GIB NEW ADDRESS 24 HOUR CO
value and ensure safety to international flights
arrange both simple and complex insurance and Unit 32, Falcon Lane, Lanseria +27 11 701 2
anywhere in the
Business world,
Park, while reducing
Lanseria Ext 26, the stress
flightops@flyifc
reinsurance solutions for General Aviation, Airline
factor for bothJohannesburg,
operators andGauteng
passengers. Website: www
and Airport Owners, Operators, Maintenance
They have immense experience in dealing
Facilities, Manufacturers, and Financiers
with all types of flights, both regionally and
throughout Africa and beyond.
internationally. They assist in cost efficient and
GIB Aviation have always taken pride in the
safe route planning, whilst adding a personal
fact that they do not only serve all their customers
touch. By being intimately acquainted with Africa in
insurance needs, but also develop close and long
all her moods, and being familiar with the vagaries
term relationships with them. This enables their
of every country, they have the expertise to plan
highly skilled team to understand their unique and
with the detail necessary to bypass avoidable
exact requirements and to tailor make insurance
inconveniences, ensuring a trouble free trip for
programmes by selecting the appropriate cover,
passengers.
provide accurate contractual advice and very
importantly negotiate effective time sensitive
Contact International Flight Clearances on:
claims settlement.
Tel: +27 11 701 2330 or +27 76 983 1089 (24
GIB House
hours)
3 West Street, Houghton, Johannesburg
Email: flightops@flyifc.co.za
+27 (11) 483 1212
Website: www.flyifc.co.za
aviation@gib.co.za
www.gib.co.za

FSP License No. 10406

22
JOHANNESBURG FLYING ACADEMY
Flight Training Facility
Johannesburg Flying Academy established
in 1984, are an SACAA approved Flight Training
Facility situated South of Johannesburg. Due
to our unique location at Panorama airfield, no
time is wasted flying to and from the general
flying area or on the ground waiting for flight
clearances.
Johannesburg is an ideal location for flight
training, owing to our year-round favourable
flying conditions.
JFA offer professional training by dedicated
and qualified instructors for National Pilot
Licence (NPL) Private Pilot Licence (PPL),
Commercial Pilot Licence (CPL), Instructors
rating, Night rating, Renewals, Conversions,
Endorsements, in a relaxed, professional
environment.
Training is carried out,7 days a week, on our
modern fleet of 2-seater, Sling Aircraft and is
tailored to your individual needs. The course
includes all required lectures, briefings and
course materials.
Our accredited Exam centre ensures that
exams can be written to suit your schedule.
Contact us for more information.
Office: (+27) 064 756 6356
Email: info@jhbflying.co.za
Address: Panorama Airfield, Kromvlei road,
Alberton, 1448
23
KZN AVIATION
Executive Charters
KZN Aviation is an established BEE compliant
multi-taskedaviation company, based at Virginia
Airport in Durban North. We are licensed in terms of
the South African Civil Aviation Authority and the Air
Service Regulations.
KZN Aviation own and operate both fixed-wing
aircraft and helicopters, offering a range of services
that include helicopter and fixed-wing VIP charter
work, contract work, tourism flights, powerline and
pipeline inspections, aerial photography, vehicle
searches, traffic surveillance and patrols to name a
few applications.
KZN Aviation has a hand-picked team of
professional and dedicated staff who are available
24/7 to offer assistance, advice and provide cost
effective quotations. We have vast experience in the
charter and contract market and have been actively
involved in aviation for decades.
KZN Aviation pride themselves on ensuring that
high quality services, tailor-made to meet customer
requirements are provided efficiently and effectively
without compromising safety. Our rigorous safety
standards are maintained by highly experienced
flight crews and are constantly reinforced through
the highest levels of professionalism and integrity
displayed. Our crew receive recurrent training
to ensure performance remains consistently
exemplary.
Contact KZN Aviation on:
Tel: 031 564 6215
Email: mel@kznaviation.co.za
Website: www.kznaviation.co.za
LEADING EDGE AVIATION
Helicopter Firefighting and Heavy
Lift Operations
Leading Edge Aviation is an SACAA
approved Aircraft Maintenance Organisation
(AMO 261) based at Nelspruit Airfield in
Mpumalanga.
Leading Edge Aviation (LEA) caters
to numerous fields including firefighting,
external lift operations, wildlife conservation
and refurbishing and restoring of aircraft
interiors and exteriors, including fitment of
SACAA approved windows.
Utilizing their UH-1H and UH-60
helicopters, LEA are perfectly positioned
to meet your utility helicopter requirements.
Whether you need supplies moved,
wildlife relocated, natural disaster support,
construction equipment lifted or fire
suppression carried out, LEA are available
to assist. With lifting capabilities up to
3000kg’s, we use the latest equipment and
vast experience to meet our clients needs.
In addition, LEA has the only SACAA
approved painting booth in the Lowveld
and carries out all painting using Boeing
and Airbus approved products across the
Cessna, Piper and Embraer and Beechcraft
range. Our interior refurbishment division
carries out the finest leather and upholstery
work. All painting and leather work includes
CRMAs for the applicable aircraft. Peter,
Zeph, Sipho, Alfred and Lucas, along with
the team, will ensure all your refurbishment
expectations are met and exceeded.
Feel free to contact Leading Edge
Aviation with any queries:
Tel: +27 13 7413654
Email: office@leaviation.co.za
Website: www.leadingedgeaviation.co.za
MERCHANT WEST
Fixed Wing and Helicopter Purchases
Avionics Upgrades
Engine Overhaul
Aircraft Rebuilds
Merchant West is one of the largest privately-
owned financial institutions in South Africa. We
provide alternative business funding outside of the
commercial banks.
As an agile business with an entrepreneurial
approach, we pride ourselves in structuring flexible
and innovative finance solutions that meet the
industry requirements of our clients.
Our financial solutions are operated as
independent business units headed up by skilled
and experienced executives who have surrounded
themselves with industry experts.
Merchant West has become a key partner in
the Aviation industry in South Africa specializing
in Aircraft finance including purchases, avionics
upgrades as well as engine overhauls. We pride
ourselves in our unique view of the industry,
specialised support, knowledgeable staff and the
products we offer.
Contact: Shayne Wright
shaynew@merchantwest.co.za
+27(11)-305-9490
+27(71)-373-8825
24
 MISTRAL AVIATION SERVICES NAMAGRI AVIATION
Aircraft Maintenance Robinson Dealer

Mistral Aviation was founded in 2002 with

the aim of addressing the high cost of operating
aircraft thousands of miles from the original
equipment manufacturers. (OEM).
Mistral continues to add to its capability and has
just added Machining and NDT.
Our experience has grown and we are about
to embark on training of our staff to take up the
challenge of new equipment.
Contact Details
Telephone: (27) 81-755-2534
Fax: (27) 11- 395 1291
E-Mail: Peter@mistral.co.za
Website: www. mistral.co.za
Address
Safair Campus
Northern Perimeter Road,
OR Tambo International
Bonaero Park
Kempton Park
Gauteng
South Africa
STYLE GUIDE
Namagri Aviation is a privately-owned Namibian
company, based in Windhoek since 2008 Namagri
Aviation are official dealers and service center
appointed by Robinson Helicopters in Namibia.
We provide clients with quality and experienced
assistance with the purchase and maintenance of
new and pre-owned helicopters.
Our aviation department is divided in a
helicopter and fixed wing. We sell new and
second-hand helicopters. We deliver Aerial Works
services in the Agricultural sector and also offer
specialised equipped airplanes to clients for
application of de-bushing granules during rainy
season. Namagri De-Bushing Services was the
1st legal entity in Namibia that attended to bush
encroachment through aerial applications. At
Namagri you will find a group who are dedicated,
passionate and committed to provide the best
service to our customers in making every aviation
dream take flight.
Contact:
www.namagri.com
+264 81 1286821
alex@namagri.com
+264 812166910
adri@namagri.com

25
 PAMBELE FONT: ITC Avant Garde Gothic
PAMBELE FONT COLOUR: 60% Black PANTONE: Cool Gray 9c

SABRE
AIRCRAFT
www.pambele.aero

c = 90
m = 50
y=0
k=0
Pantone 285c

SABRE AIRCRAFT
PAMBELE AVIATION
Plane Sales
Air Charter

Sabre Aircraft are the exclusive importers of the

Pambele Aviation has its primary base of
Polish built full-composite Ekolot JK-05 and Topaz
operations located at Grand Central Airport
LSA high wing aircraft.
(Midrand). Pambele Aviation is a dependable air
To complement their stable Sabre Aircraft
charter company operating throughout Southern
have also secured the distributorship for the low
Africa providing light aircraft transport services.
wing all-metal Direct Fly Alto TG which is expertly
We have been operating in the South African air
manufactured in the Czech Republic and available
charter market since 2006 and have fourteen
in either kit form or ‘ready to fly’. All aircraft are
years’ experience providing charter flights for
powered by the Rotax 912 series engines using a
the private and business sectors, transporting
Ukrainian manufactured full composite ground or
business leaders, tourists and VIP’s.
in-flight adjustable propeller from a company called
The primary aircraft being operated are a
NR Propellers for which Sabre Aircraft is the newly
Beechcraft King Air B200 and a Cessna Grand
appointed South African agent.
Caravan 208B.  A number of light piston engine
Although all these factory built aircraft are very
aircraft are available for smaller group sizes, or for
well-appointed, customers have the flexibility to
those who are budget conscious.
choose from several additional cost options to
The passenger charter services are ideally
suit their specific needs and budget. Even with
suited for customers requiring access to remote, or
our constantly fluctuating exchange rate Sabre
poorly serviced destinations.
Aircraft is still able to offer real  value in Rand terms
A satellite base of operation is located at Kruger
against anything produced locally with comparable
Mpumalanga International Airport serving the
performance and/or specification levels.
Lowveld region of the country.
With an ever-increasing worldwide dealer footprint
Pambele Aviation holds license N892D and a
both Ekolot and Direct Fly continue to produce
Part 135 AOC.
beautifully crafted LSA aircraft with spectacular
Email: fjoubert@pambele.aero OR lowveld@
performance, proven reliability and established after-
pambele.aero
sales support. We call it ‘affordable brilliance’.                     
 RICHARD STUBBS
Tel: 27-11 467 3103/3193 083-655-0355 or
email: richardstubbs@mweb.co.za or visit: www.
aircraftafrica.co.za

26
 SKYHAWK AVIATION
Flight Training
Skyhawk Aviation was established by Mike Gough
(Airbus Training Captain and SA Flyer columnist) in
2008. Well established as the dominant operation
in the flight training environment at Lanseria
International Airport, Skyhawk Aviation offers all the
resources required for the successful completion of
all CAA licences and ratings.
As a Designated Flight Examiner (DFE 1) as well
as an Airbus Training Captain, Mike is able to assess
student’s progress, and conduct final flight tests
presenting realistic scenarios. We are also approved
to conduct the full type rating for the Airbus 320, as
well as proficiency checks and ATP revalidations.
Aimed specifically at developing the professional
pilot, we specialise in both the full turn-key contract
clients as well as individuals starting out on the road
to flying for a living. Part of our services include
accommodation, transport and visa services.
Skyhawk is associated with the Sakhikamva
Foundation, and offers programs to high school
learners to expose the kids to aviation and spark
interest in maths and science through this medium.
Come and see our Boeing 737 nose section kitted out
as a classroom!
If you need a reality check about the sometimes
hard truth about becoming a career pilot, then you
can’t go far wrong by dropping in at Hanger 30, Gate
5 at Lanseria. Send an email to Mike beforehand
to get welcomed to the demanding, but infinitely
rewarding world of Commercial Aviation.
Contact Tracey Gough on:
Tel: 011 701 2622
Cell: 072 484 7984
Email: mikegough@mweb.co.za
Website: www.skyhawk.co.za
27
TITANIUM AIR
Aircraft Charter Training
Titanium Air is a private, boutique-style
Aircraft Charter, Training company based out
of Lanseria Airport.
Flying with a private charter company
offers you complete privacy and luxury, while
minimising your waiting time at the airport
and have you flying within minutes of your
arrival.
Titanium Air has an unblemished safety
record and their pilots have extensive
knowledge and experience of all types of
aircraft.
Titanium Air caters to corporate and
leisure travellers alike and specialises in
bush and hunting lodge transfers where small
aircraft are needed to land on and take-off
from dirt runways.
Titanium Air is dedicated to its clientele
and makes every experience a memorable
one, from first point of contact to the safe
touch-down at your destination. www.
titaniumair.co.za
 TURTLE-PAC
STARLITE AVIATION GROUP
Air cargo tanks
Operations - Contract Work and Emergency
TURTLE-PAC from Australia has
Services/Helicopter, Aeroplane and Drone Pilot
developed a unique range of mini long
Training/Aircraft Sales/Local and International
range collapsible tanks for light aircraft.
Charters/Aircraft Maintenance
Turtle-Pac’s Commercial and military
Starlite is a diverse, solution driven company, offering
side of tanks include:
a wide range of aviation services and products. We have
• Collapsible Ferry Tanks for aircraft
operated on 5 continents, in over 30 countries worldwide, in
and Air Cargo Tanks for fuel.
the most hostile and austere environments. Starlite has a
These include both in-fuselage
proven track record of successes and is a trusted, long term
and underslung for helicopters.
partner to corporates, the military and governments.
They make possible a doubling of
www.starliteaviation.com
revenue runs for aircraft operators.
• Flexible Marine Fuel Tanks for
Starlite Aviation Operations
offshore small vessels and Super
Starlite Maintenance Johannesburg AMO 927
Bush Collapsible Diesel Tanks for
Helicopter and Fixed Wing
trucks and off-road vehicle use.
Hennie Pietersen: +27 82 822 5376
• Turtle-Pac manufactures a large
Contract and Emergency Services
range of underwater airlift bags for
henniep@starliteaviation.com
the oil and gas offshore industry
Fiona McCarthy: +27 82 552 3813
and naval use. This includes mine
fionam@starliteaviation.com
recovery and helicopter flotation
Starlite Aviation Training Academy
bags.
Starlite Charters
Turtle-Pac are tools that pay for
Helicopter, Aeroplane and Drone Pilot Training
themselves in a very short time in remote
Helicopter and Aeroplane Aircraft Hire :
areas.
Arme Birkholtz: +27 31 571 6600
Sizes range from 66 Gallon to 529
corporate business, tourist travel, passenger
Gallons. All models collapse and fold up
train@starliteaviation.com and cargo transportation
compactly. They are light weight to carry
Jennifer de Lange: +27 82 977 1847
empty on the return flight.
charters@starliteaviation.com
The products are unique and combine
Starlite Aero Sales
extremely ease use with lightweight yet
Dealers in new and pre-owned aircraft
tough construction. Delivery to South
Klara Fouché: +27 83 324 8530
Africa is within 3 working days by DHL.
klaraf@starliteaviation.com
Visit: http://www.turtlepac.com
Starlite Maintenance Durban AMO 824
Third party Maintenance and Spares
Emmanuel Mhungu: +27 82 402 7117 CLICK HERE
emmanuelm@starliteaviation.com
28
 WAGTAIL
AVIATION
WAGTAIL AVIATION
Gyrocopter, Trojan
Wagtail Aviation specialises in the designing
and manufacturing of custom-made Gyrocopter
to satisfy the end-user requirement. Gyro’s are
inexpensive to own and maintain, are stable, easy
to operate, has a short take-off and landing, and
can fly comfortably at very slow speeds.
Gyrocopter’s uses:
• Patrolling of livestock and farm observations
• Surveillance, including fire management
• Aerial Agricultural application
• Support for anti-poaching operations
• Recreational
• Aerial oversight
Our Trojan with its innovating engineering
makes rough terrain landing possible and
is powered by 260HP Subaru EJ 25 Turbo
powerplant. With an empty weight of 420kg, she
can carry a payload of 300kg. She has a cruising
speed of 120-140km/h and a slow speed of
56km/h. All these features make the Trojan your
“bakkie’ of the sky”, you will soon not understand
how you ever got around without it.
Contact: Braam Hechter
Cell: +27 (84) 697 7703
E-mail: marketing@wagtail.co.za
www: www.wagtail.co.za
29
WINGS ‘N THINGS
Pilot Supplies
Wings ‘n Things is a specialist pilot supplies
shop based at Lanseria and Grand Central
airports, catering for all levels of aviation
enthusiasts and is the preferred supplier to many
aspiring and professional pilots.
We are authorised dealers of some of the
world’s premium aviation brands, including
Jeppesen, David Clark, Bose, and ASA. We are
also resellers of Pooley’s, Garmin, Icom, RAM
Mounts and many more local and international
aviation brands.
So, whether you are a professional or
recreational pilot, student pilot, aviation enthusiast,
looking for a gift for that someone special or just
looking to spoil yourself, visit one of our shops at
Lanseria or Grand Central, or shop online, for the
widest range of aviation related products and gifts.
Visit our website to see the full range of products
that we carry.
Contact Wings ‘n Things on: Tel: +27 (11) 701
3209
Email: lanseria@wingsnthings.co.za or info@
wingsnthings.co.za
Website: www.wingsnthings.co.za
 A Message to All Our Loyal Readers
The Covid-19 powerful yet easy to use e-zine reader allows
pandemic has thrown us to fully exploit the wonderful opportuni-
ties created by digital publishing in linking
the aviation videos to our articles. And we have made the
font and layout much easier to read on a tab-
publication business let or computer monitor.

into turmoil. So now – not only is SA Flyer and FlightCom

available for free – it offers so much more!
Our means of reaching our readers may
have changed, but at SA Flyer and Flight-
Com we remain committed to our core prin-
QUESTION: ciples of quality journalism and insightful
WHY CAN I NOT FIND SA FLYER ON thought-leadership. Our key objective is to
THE SHOP SHELVES AND IN MY POST inform and entertain our readers, which we
do thanks to the world-class contributors we
BOX?
have nurtured. These include:

ANSWER: • Peter Garrison’s unrivalled insights into

aerodynamics and accidents
T HECOVID-19PANDEMICHAS
EFFECTIVELY FORCED ALL THE • Jim Davis’s years of instructing experi-
ence
AVIATION MAGAZINES TO STOP
PRINTING. BUT THE GOOD NEWS IS • George Tonking’s unique helicopter in-
THAT THERE IS NOW FAR MORE TO sights.
ENJOY! • At the same time we are nurturing young
writers such as Johan Walden and the

C
OVID-19 has brought the entire print publication
industry to its knees. One of the impacts of this has
been the closure of our retail distribution to shops
and our inability to deliver subscriptions. For this reason,
we have moved to a purely digital offering.
Our new value proposition to you, our loyal reader:
We now provide not just the magazine, but 3 different
ways for you to get your flying fix – and not just monthly
– but with new material every day!
1. Our all new digital pdf magazine - available for
free on our website www.saflyer.com
2. Our Facebook page - with by far the biggest avia-
tion following in Africa
3. Our brand-new state of the art website - visit www.
saflyer.com
And best of all! We provide all three of these platforms
for free!!
wonderful Dassie Persaud van der West-
huizen who qualified as an architect and
then became a flight attendant to fund her
flying training – all the way to the cockpit
of an Airbus A320.
We are also the only magazine to do hands-on
‘from the cockpit’ flight tests where we actu-
ally fly the aircraft. And we bring our readers
invaluable information, such as where to get
the cheapest fuel – thus saving you thousands
of Rands!
We live in challenging times and it will be
extremely interesting to see what the avia-
tion publication market looks like in a year’s
time. But in the meanwhile, we are confident
that we are still by far the most liked and re-
spected aviation magazine in Africa.
Thank you for your support!

Guy Leitch
The core our offering remains the magazines, which, as
purely digital PDF publications use an excellent ‘e-zine’
reader. Click on: https://issuu.com/saflyermagazine for
your free copy of SA Flyer and FlightCom. This very

30
52 FlightCom Magazine