African Pilot 8-2020

CIRRUS AIRCRAFT SOUTH AFRICA
(SACAA AMO 1099)

Cirrus Aircraft has been at the forefront of
general aviation since 2002,being recognised
as the bestselling single piston aircraft in the
world for the past 18 years. As the leader in
private aviation, Cirrus Aircraft leads the
way with the most modern sophisticated
use of technology in the market. As the
only Cirrus Aircraft approved partner and
Platinum Cirrus Training Centre, Cirrus
Aircraft South Africa specialises in all Cirrus
aircraft sales, training and maintenance.

From the start of Cirrus South Africa, each and every day, the profound passion for everyone
at Cirrus is to create safer airplanes, safer pilots and safer skies. Not just for Cirrus pilots but
all pilots. Flying safely will always be our most fundamental mission. The Cirrus Airframe
Parachute System is designed to protect occupants in the event of an emergency by lowering
the aircraft to the ground after deployment. CAPS revolutionised General Aviation safety
by providing an additional measure of safety to occupants, similar in theory to the role of
safety belts in automobiles. No other General Aviation aircraft manufacturer in the world
provides this safety feature as standard certified equipment. 

As an approved Platinum Training centre, Cirrus South Africa is mandated by Cirrus
Aircraft to uphold the Cirrus factory training standards. Local flight training is undertaken
in conjunction with Cirrus factory online training materials found at  www.cirrusapproach.
com. The instructor team are all Cirrus qualified Factory Training Centre Instructors and are
active in the charter and airline environment. Providing its students both highly specialised
instructor knowledge as well as real world practical experience. Cirrus training is fully capable
of handling all flight training including, PPL to ATPL, type conversion, instrument, RNAV
and turbine training.The training fleet consists of six SR20s and two SR 22s (all glass cockpits),
one BE-55 and C441 as well as two FPTII simulators. Cirrus Certified Training provides you
with a professional and safe environment in which to follow your aviation passion.

Cirrus approved AMO  

The Only Cirrus Approved AMO services all Cirrus Aircraft local and foreign in Africa
since the first SR22 landed here in 2002. Cirrus engineers are factory trained to offer the
most professional and specialised service to all Cirrus owners. Cirrus has two engineers who
are factory trained and certified by Cirrus Aircraft to service the Cirrus SF 50 Vision Jet and
will be opening an approved Jet maintenance facility, with more than 15 Jets on order we are
standing by for a very busy future.

Tel +27 (0)11 701 3835 or +27 (0)11 659 2060 99
E-mail: [email protected]

www.cirrusaircraft.co.za

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CENTURY AVIONICS
EXCELLENCE IN AVIONICS (SACAA AMO 3)

Even though 2020 was not
what was planned for the year
ahead the team at Century
Avionics adjusted to the
challenges the lockdown and
COVID-19 virus has offered
its team as the safety and health
of its employees and customers
as a main priority. Century’s
main aim is still to offer its
customers the professional,
quality service they have come
to expect of them.

Located next to Gate 5 at Lanseria International Airport Century Avionics celebrates
42 years in business this year. The company offers a wide range of general aviation avionic
solutions, including cockpit upgrades and repairs. Century Avionics excels in avionics
sales / marketing, installations, repairs / maintenance, support and certification, making
the company a one-stop avionic shop. Century Avionics is also an in- and out of warranty
service centre for Bose, David Clark and Lightspeed headsets.

Centrury is an approved dealer for a host of avionics manufacturers (Garmin, Honeywell,
Avidyne, McMurdo ELT, Genesys AeroSystems and many others), whilst they constantly
aim to offer their valued customers the widest range of products and capabilities.
Longstanding customers attest to Century Avionics professional commitment as well as
fast and friendly service.

Century Avionics online shop is a easy way to ensure our clients know all the details of the
product they are buying and that the customer have a fast and efficient way to purchase
the product they are interested in. Century’s sales team is just a call or e-mail away should
you have any specific question regarding a certain product. Century will courier any of its
products to anywhere in South-Africa.

The AMO and Design Organisation is approved in South Africa, Botswana, Kenya,
Namibia, Malawi and Zimbabwe. Century NAVCOM, the Design Organisation, along
with its qualified and experienced Certification Department, will assist with Avionics STC
application / development and / or modification approvals.

Contact Tel: +27 (0)11 701 3244
E-mail: [email protected]

www.centuryavionics.co.za

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GI 275 for Helicopter Installations

The GI 275 has completed stringent helicopter vibration and
temperature testing, demonstrating it can withstand the

harsh operating environments encountered in helicopters.

Initial variants of the GI 275 include:
- Course deviation indicator (CDI),
- Radar altimeter display(RA)
- Multi-function display (MFD)

Follow-on approval of the GI275 as a replacement for the
attitude indicator (AI) and horizontal situation indicator (HSI) is

expected via a FAA STC in the fourth quarter of 2020.

Once completed, Garmin will seek EASA validation.

SA CAA AMO:0003 DCA AMO: MI|414|2016
SADO D688 CAAB AMO: B|1A|F30

NCAA AMO:FSS|AMO|C3610 CAAZ AMO: 176|128

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+27 11 701 3244 | [email protected] | www.centuryavionics.co.za

LANSERIA FEATURE

DM AVIATION SPARES

Based inside the Cirrus Main Hangar No.24,
DM Aviation Spares was born in July 2011 and
has been in the parts industry since 1991. DM
Aviation Spares supply and stock aircraft parts,
aircraft consumables and general consumables.
Specialise in sourcing ‘hard to find’ parts for
piston, turbine and jet aircraft just to name a
few. Daniella says she provides only the best
service to all her customers as well as handing
component repairs and exchanges where
available. DM Aviation Spares is also a dealer
for Aircraft Spruce.

Contact Daniella Cell: +27 (0)82 576 8853
E-mail: [email protected] or

[email protected]

EXECUJET AFRICA OPERATIONS

(SACAA NO N996D AND I/N212 )

ExecuJet’s African operations are based at Lanseria International Airport, as well as in Cape
Town, Lagos Nigeria and Seychelles. Both South African locations offer a comprehensive
range of services encompassing corporate aircraft charter, aircraft management and
insurance, fixed base operations, aircraft sales, cargo charter, unmanned aerial vehicles
(UAVs), tours and safaris as well as full concierge services. The Nigerian facility offers
fixed base operations as well as on-site customs and immigrations with a luxury hotel and
aircraft maintenance services.

ExecuJet worldwide charter fleet represents the latest in modern technology and flexibility.All
ExecuJet’s charter aircraft comply with the latest regulatory requirements and offer the very
best in onboard amenities and luxuries, reflecting its uncompromising commitment to safety
and comfort. Executive and VIP safety, as well as the security of proprietary information, are
ensured on a private flight. ExecuJet is part of the Luxaviation Group which is one of the
largest private aircraft operators in the world.

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Contact Tel: +27 (0)82 330 7399
E-mail: [email protected]

www.execujet.com

EXECUJET SOUTH AFRICA
MRO SERVICES

(SACAA AMO 0198)

It is no secret that the COVID-19 epidemic has taken its toll on the Business Aviation
sector in Africa and ExecuJet MRO Services’ Lanseria facility has been dealing with
the challenges of the outbreak since the start of lock down. After an initial 12 days of
complete standstill, engineers were able to return to the hangar and carry out maintenance
on aircraft linked to essential services.
ExecuJet was able to complete scheduled maintenance as well as defect rectification, on a
Hawker 900XP with minimal added downtime for one of our essential service customers.
This being just one of several other essential services maintenance events the company was
able to perform during the most extreme levels of lock down.
ExecuJet now conducts business a little differently, starting with strict entrance screening
processes and control. Disinfecting of an aircraft on arrival, disinfecting of the facility and
work place at regular intervals, mandatory wearing of face masks, practicing social distancing
and following strict sanitising during handling processes of packages and shipments, are
some of the new terms we have come to deal with. Our processes and procedures follow
those prescribed by the department of health and we are committed to making our facility

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a safe and healthy environment for all staff and customers entering our premises.
ExecuJet MRO Services is a wholly owned subsidiary of Dassault Aviation and the
only approved Bombardier Aerospace ASF, Collins Aerospace dealer and Honeywell
Engine & Avionics Service Centre in Africa. ExecuJet is qualified and certified to
work on a large number of business jets and turboprop aircraft and hold SACAA
certification, EASA 145 certification and various other worldwide CAA accreditations.
The Lanseria facility is Honeywell approved, specialising in TFE731 Turbofan series
MPIs, TPE331 Turboprop repairs and up to full MPI and CAM inspections. ExecuJet
has the only authorised Honeywell and Pratt & Whitney Test cell facility in Africa.
ExecuJet consistently demonstrates the highest level of commitment to aviation safety
and quality at its facilities.

Contact Tel: 011 516 2300
E-mail: [email protected]
AOG: [email protected]

www.execujet-mro.com

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INTERNATIONAL FLIGHT
CLEARANCES

Based at Lanseria Business Park, International Flight Clearances (IFC) is an aviation
consulting company aimed at adding value and safety to flights while reducing the stress
factor for both operators and passengers. IFC has immense experience in dealing with all
types of flight operations worldwide. IFC takes personal pride in the knowledge that it is
able to suggest and plan routings that are cost and time effective while being safe. IFC strives
to add the personal touch to your flight, by so doing add efficiency and cost containment to
your operations that justifies its service. By being intimately acquainted with Africa in all
her moods, IFC knows the requirements for every country, small things which may trip your
flight up and inconvenience your passengers. The information and time required for a flight
clearance is country dependent and even varies from month to month.

Contact Tel: +27 11 701 2330 E-mail: [email protected]

www.flyifc.co.za

JOC-AIR – PROPELLER SHOP

(SACAA AMO 214)

Joc-Air Propeller Shop is one of the leading aircraft
propeller maintenance organizations in South Africa,
operating since 1992. The company strives to deliver
a safe, efficient and cost-effective service to its
customers. Joc-Air Propeller Shop is a certified aircraft
maintenance organization that provide propeller
services to piston and turbine engined aircrafts.
Joc-Air Propeller Shop holds numerous Hartzell
approvals consisting of Pitch Change Knob shot
peening, Aluminium Hub shot peening, Blade Airfoil
shot peening, Cold Rolling, Hub modifications and
bushing replacement, Composite Blade overhaul and
Erosion Shield replacement. With these Hartzell approvals Joc-Air saves its clients’ money
and time that it would take to send their propellers or blades to Hartzell in the United
States. Joc-Air Propeller Shop has a team of experienced technicians which consists of
three expert aircraft maintenance engineers. They also provide services away from base like
disassembly, assembly, flush, field repairs and dynamic balancing. Joc-Air are approved to
carry out maintenance on Hartzell, McCauley, Sensenich and now also Hamilton Propellers.

Contact Jaco Tel: +27 11 701 3114 Leon Cell: +27 82 743 0086
Andre Cell: +27 83 534 8405 E-mail: [email protected]

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EXECUTIVE AIRCRAFT (SACAA AMO 1540)
REFURBISHMENT
Cabinets refurbishment
Interior refurbishment: Stitching fabric

Give your aircraft second life with an interior Completed executive
upgrade. By refurbishing the interior, it aircraft seat
can make your aircraft feel brand new and
improve the journey for your passengers or Leather covering of seats
increase the buyers’ value.

Adding value to your aircraft can be done in
three interior upgrades, starting with the area
that shows the first wear and tear, the carpets.
The spot that wears the most is the ‘turn spot,’
where a person enters the aircraft, places his /
her foot and then turns left to the cockpit or
right to the cabin. Replacing the carpet provides
a big improvement at a relatively low cost.

The most used seats (or Chairman’s seat)
normally shows wrinkles in the seat pans,
making it look worn. Whether leather or
fabric upholstery, EAR can custom design
your seats, with the foam built to your comfort
and provide your cabin a complete overhaul.
If you are working on a tight budget, EAR can
refurbish a single component, matching the
upholstery to what you currently have.

Electronics and instruments have always
been part of the cockpit but in recent years,
electronics in the cabin has become equally
important. Some years ago, it was all about
the Sat Phone; today it is all about Wi-Fi and
staying connected. If a cabin refurbishment is
underway for other reasons, it is a good time to
replace or update a Cabin Management System.
Ready to breathe new life into your aircraft?
Then talk to the team who will put comfort,
quality and perfection into your aircraft interior.

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Exterior Painting: Beechcraft 1900 undergoing complete
exterior refurbishment
From paint stripping to a
complete respray; custom King Air 200 undergoing
line paint scheme designs complete exterior refurbishment
to customer specifications;
EAR can give your aircraft
a nose-to-tail makeover.
EAR has a large paint shop,
enough to get the job done,
state-of-the-art equipment
and an experienced team
who pride themselves in
attention to detail.

No component is too big
or too small; EAR resprays
components like wheel rim
assemblies and landing gear.
Touch-ups are undertaken
via a mobile team. Paint
colours are matched and
mixed in-house and EAR
supplies exterior decals, whilst
undertaking the application.
Every paint job is sealed with
PRC® aerospace sealants.
E-mail:
[email protected]

Contact Francois Denton Tel: +27 (0) 10 900 4149
Cell: +27 (0) 82 547 8379

E-mail: [email protected]
E-mail: [email protected]

E-mail: [email protected]

www.earefurbishment.com

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LANSERIA INTERNATIONAL AIRPORT
TRAINING ACADEMY

As a division of Lanseria International Airport, the Academy was initiated to provide internal
aviation training for all the airport’s employees. This was extended to companies within the
aviation industry both nationally and across the borders of South Africa. The main scope of
this training includes regulated security and safety programmes that are accredited by the
South African Civil Aviation Authority (SACAA).
However, due to the strong knowledge base and expertise maintained by the airport and
as well as the need from external clients, the academy offers some of the courses that do
not require accreditation but are however designed to ensure workplace compliance in line
with applicable legislative frameworks. The academy prides itself with the professionalism,
dedication and passion and skill level maintained by the training personnel.The instructors
are not just trained facilitators but experienced practitioners in their own right, well versed,
seasoned and subject matter experts with a combined 10+ years aviation and regulated
security and safety training experience from which thousands of candidates have received
world class training.

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The hosts of aviation courses offered by the academy are divided into the fields of: Aviation
security training, Dangerous goods training, Aviation operational training, Aviation
regulated firefighting training and firefighting training aligned to workplace health and
safety compliance, First Aid training aligned to health and safety workplace compliance,
Occupational Health & Safety training aligned to workplace health and safety compliance
and functional training courses to improve performance and client service for internal staff.

The greatest strength of the academy is its practical fire training facility consisting of:
on-board fire simulation, cabin crew firefighting, aircraft fire fighting, breathing apparatus
training and search and rescue training.This facility in unequalled and unique in that real-life
situations are re-enacted, and the meticulous rules of on / off airport disaster management
are followed and adhered to. This facility has been used for training of major companies
including airports and mines in South Africa and outside countries including Botswana,
Mozambique, Zambia and Rwanda.

The academy is conveniently based on the south side of the airport, making it easy for
regional and international candidates to attend. Off-site training also takes place on request.

The academy offers the following courses:

Security training:

Aviation Security Awareness, Aviation Security Level 1 (security screening staff-part
109), Aviation Security Level 2 (screening supervisors – part 109, Aviation Security Level

3 (security managers - part 109), Bomb Threats and Warning, Basic Documentation
Verification and Passenger Assessment

Dangerous Goods training:

Dangerous Goods Categories 5&8, 9,10, 11 and 12

Fire-fighting training:

Basic Fire Fighting for Ground Staff and Flight Crew, Fire Marshal training, Aircraft
Technical Overview & Construction, Aircraft Rescue and Firefighting, Driver-Pump

Operator, Fire Officer 1 & 2.

Operational training:

Aircraft Marshalling, Aircraft Pushback and Towing, Bird & Wildlife Hazard
Management, Bird & Wildlife Control Procedures, Communicable Diseases and

Wheelchair Handling Procedures.

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Safety training:

Introduction to Occupational Health & Safety, Working at Heights, on/off Disaster
Management, She Safety Rep, Introduction to Incident/Accident Investigation, Legal

Liability and H.I.R.A. (Hazard Identification & Risk Management).
It is important to note that these are non-accredited programmes but developed in line

with the relevant legislative framework.

Functional training:

Mainly for the airport staff includes, Supervisory Management Skills, Problem Solving,
Telephone Etiquette, Time Management

Based on the expertise and experience of the airport personnel, the academy has also
designed customized training courses like “Runway, Taxiway & Apron Inspection as

requested by clients.

Response to COVID-19

Since the aviation industry has been opened for business,
the academy has come out strong past the Covid19 lockdown

and managed to provide training of all the staff that has
come back to resume their duties as well as training
of clients within the airport that are back in business.
When the COVID-19 storm has subsided,
training will resume for external clients.

Contact: Business Development Manager:
Tel: +27 (11) 367 0300

E-mail: [email protected]

www.lanseria.co.za

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LAMM SAFETY (PTY) LTD (SACAA AMO 1504)

A Safety Management System consultancy service provider.
With the regulatory requirement for a Safety Management System and the National
implementation of the system, successfully transitioning from reactive to proactive and
phasing through to predictive, it is imperative to have a team that understands the regulatory
and operational requirements involved. A team that is not only catering for Airlines and
AOC’s but that can look after your AMO.
LAMM Safety has adapted and tailored SMS to suit the AMO environment, operation
and culture. Further to that LAMM caters for the size and complexity of your AMO
ensuring that your system is useable and practical. An AMO having its own unique safety
requirements covering both SMS and OHS,with years of experience in maintenance LAMM
Safety understands this.

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LAMM’s team is made up of two Safety Managers and two Safety Officers that work to
provide you with your Safety Management System requirements, to mention some below:

• SMS, ERP manuals and documentation.

• The establishment and maintenance of mandatory, voluntary and
confidential reporting systems to ensure the timely collection of information

related to potential hazards, incidents and accidents that may adversely
affect safety.

• The actioning and distribution of accident, incident and other occurrence
reports.

• The identification of latent hazards and carry out risk management
analyses of those hazards.

• The establishment and maintenance of a safety data system, either by
electronic or by other means, to monitor and analyse trends in hazards,

incidents and accidents.

• Management of change reports.

• In-house safety training as per allowances of Part 140.

• Promulgation of safety campaigns.

• Promulgation of safety bulletins / newsletters.

• Conducting meetings with all relevant personnel regarding safety matters.

• Safety audits / inspections or assessment.

For further information please Call: Lelani Jansen (Austen)
Cell: +27(0)72 024 8496 E-mail: [email protected]
Tamsin Chan Cell: +27(0)71 643 0174
E-mail: [email protected]
Brandon Dorfling Cell +27(0)63 687 8214
E-mail: [email protected]

www.lamm.co.za

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MPT AIRCRAFT MAINTENANCE

(SACAA AMO 1166)

MPT Maintenance offers maintenance, inspection and reconstruction services of
small turboprop aircraft.
The company has been operating since 2009 and have a superb reputation in the industry
due to its highly skilled and qualified engineers, as well as in-depth aviation knowledge.
Approved by the SACAA, as well as the Zambian and Madagascan authorities, MPT
Maintenance is based on the south side of LIA.

Contact Jeff McKenzie
Tel: +27 11 659 2382 Cell: +27 (0)72 603 8702

Hanger 114 Gate 13
E-mail: [email protected]

www.mptmaintenance.co.za

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MCC AVIATION (SACAA AMO 1265 AOC N751D)

Since its inception in 1998, MCC Aviation has positioned itself as a ‘can do’ operator where
no job is too complex or special occasion requirement too insignificant; around the world
and around the clock. MCC can be proud of the fact that its is one of the better established
fixed and rotor wing charter operators based at Lanseria International Airport, having been
in business for 20 years. Therefore MCC understands that you have a choice with whom
you fly, which is all the more reason for the company to provide its clients with as simple,
convenient and practical air charter solution as possible. MCC owns and operates its own
fleet of several small to large turbine propeller aircraft and turbine helicopters; all of which
are flown by first class pilots, trained to manufacturer approved standards.

Unmatched reliability

MCC Aviation can boast an impeccable on time dispatch ratio, with redundancy and backup
on all aircraft across the fleet. MCC has an exemplary safety and delivery record, having
successfully implemented countless local and international passenger and cargo flights on
both fixed wing and helicopters.

Luxury experience

The VIP protocol lounge in the main terminal building starts the experience; whether on
a family bush tour or an intercontinental business trip, MCC Aviation will exceed your
expectations on all levels. Catering options range from a basic snack box for budget conscious
travelers to gourmet meals for the VIP.

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All under one roof

MCC Aviation is uniquely certified to operate both fixed wing and rotary wing aircraft,
MCC has achieved success in the aviation sector due to its unique in-house approach to the
market: every single function, from parts to pilots, from ticketing to take-off, is performed
in-house with 100% accountability. In addition, MCC has its own Part 145 AMO for
helicopters as well as fixed wing aircraft.

Helicopter versatility

The helicopter was designed to be a versatile aircraft and the MCC range of capabilities
include:

• Fun flips or scenic flights
• VIP transfers

• Bridal deliveries
• Aerial photography

• Cargo

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• Aerial Survey
• External sling work

• Fire fighting
• Emergency Medical Services
Brand new Bell 505 helicopter

MCC Aviation took delivery of a brand-new Bell 505 Jet Ranger X helicopter in 2019. Key
features of the B505 are:

• A more powerful FADEC Engine
• MAUW of 480lbs higher

• Modern G1000 Avionics suite
• Cabin volume up by 50%

• Vastly improved all round vision
• Reduced DOC’s

• Reduced pilot workload

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Aircraft leasing

Leasing an aircraft can be an attractive alternative to outright purchase for a variety of
reasons ranging from task specific practicality to cash flow.There are a wide variety of leasing
options available, each with specific advantages. In general terms, a lease is a transfer of an
aircraft without transfer of title. The owner of the aircraft, or lessor, retains legal title to the
aircraft, but transfers possession of the aircraft to the lessee. MCC Aviation has various
aircraft on offer for leasing purposes, with or without crew. Engineers and maintenance
support infrastructure are also available. Packages can be developed based on individual
requirements, locally or on a cross border basis, on short or long term contracts.

Aircraft utilisation options

ACMIF Aircraft Full Charter

ACMI Aircraft Lease (Wet)

AMI Aircraft Lease (Dry)

Contact Tel: +27 (0) 11 701 2332
E-mail: [email protected]

www.flymcc.co.za

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NATIONAL AIRWAYS CORPORATION
(NAC) (SACAA AMO 4, AMO 27)

National Airways Corporation
(NAC) is the largest general
aviation company in Africa and
one of the largest of its kind in the
world. NAC offers a full range
of aviation products and services
to the aircraft and helicopter
markets, including new and
pre-owned sales, maintenance,
parts, charter, international
operations, air ambulance
services, aircraft leasing and
helicopter pilot and technical
training.

Established in 1946, NAC’s strength lies in the relationships it has built over seven
decades with both clients and suppliers. These robust partnerships enable NAC’s
experienced and professional staff to provide market leading, cost effective solutions
customised to our clients’ specific requirements. NAC  was the world’s first Flight
Safety Foundation BARS Gold Standard operator.

NAC is based at Lanseria International Airport in Johannesburg and operates a South
African network of offices at Rand Airport and the Ultimate Heliport in Johannesburg,
the V&A Waterfront in Cape Town and Virginia Airport in Durban.  NAC’s state of the
art Fixed Base Operation (FBO) at Lanseria International Airport (ICAO: FALA) offers
clients a comprehensive suite of services, inclusive of aircraft management on a 24/7 basis. 

NAC’s international operations business  has offices in Johannesburg and
Malta and its leasing business,  Awesome Flight Logistics  is based in
Johannesburg  and  Perth.  Specialised Aircraft Services is in Wichita, Kansas, USA.
NAC’s businesses and divisions work in close co-operation and are all supported by
central finance, human capital and IT services. On a combined basis, the NAC group
operates almost 100 aircraft.

Contact NAC Tel: +27 11 267 5000 E-mail: [email protected]

www.nac.co.za

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ROESCH AVIATION

(SACAA AMO 008)

Roesch Aviation is a SACAA approved AMO, situated at Lanseria Airport near
Krugersdorp, South Africa and has been in business since 1996. The company specialises
in sheet metal work and structural repairs domestically and in Africa. Roesch carries
out corrosion removal and prevention treatment plus service bulletins, modifications and
approved STC’s, general maintenance, storm and accident damage, insurance claims,
rebuilds and other special projects. The company has extensive experience in window
installations for all non-pressurised aircraft particularly Cessna 100-200 plus 400 series,
Piper, Beechcraft Bonanza and Baron. Its staff are trained and supervised in all aspects of
quality workmanship, which is guaranteed, whilst its safety record is exemplary.

Contact Office Tel: +27(0)11 701 3338
Cell:+27 (0) 82 881 7301

E-mail: [email protected]

www.roeschaviation.co.za

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SKYSOURCE INTERNATIONAL
SOUTH AFRICA (SACAA AMO 1427)

Skysource International South Africa, a
South African Civil Aviation Authority
(SACAA) approved Aircraft Maintenance
Organisation, as well as an approved USA
FAA approved facility, situated at Lanseria
International Airport and strives to provide
its clients with only the best quality service,
ensuring a relationship with trust, confidence,
integrity and peace of mind in a job well done.

Specialising in turboprop aircraft Skysource International SA delivers aircraft refurbishments
with an excellent lead time and quality maintenance including, but not limited to phase 1-6
inspections, annual inspections, airframe, avionics, sheet metal repairs, full paint exterior /
interior and upholstery services.

With highly skilled, experienced and professional technicians, Skysource International SA
strive to only deliver the best quality service beyond its client’s expectations. “As we have
the knowledge of the time constraints involved in aviation, we work hard to ensure we keep
to a reasonable timeframe to have your aircraft ready and serviceable when you need it” says
Mannie Farinha.

Skysource International SA not only provides top of the line maintenance, but also offers
reputable aircraft sales, and is partnered with Skysource International LLC, a USA based
Sales Company that opens up the international market. In addition, Skysource has a USA
based Aircraft Maintenance Company Skysource Aviation LLC USA that delivers the
equivalent service and professionalism. If Skysource does not have an aircraft you require at
the time within its fleet, they will source one for you.

Skysource International Group is a family owned and operated business that takes great
pride and puts great emphasis on instilling family values into how it conducts business.
Skysource International SA also offers,aircraft pre-purchase inspections,aircraft maintenance
management, aircraft recoveries, and aircraft re-weighing.

Contact Manny Farinha: +27 (0)72 036 3433
Tel: +27 (0)10 900 4300 South Africa

or USA Luke Overstreet: +1 406-698-2413
E-mail: [email protected]

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STANDARDAERO

(SACAA AMO 028)

StandardAero is one of the world’s largest independent providers of services including engine
and airframe maintenance, repair and overhaul, engine component repair and engineering
services. StandardAero serves a diverse array of customers in business and general aviation,
airline, military and energy markets.
StandardAero’s Airlines & Fleets division provides OEM-authorised MRO services for
civil aeroengines and APUs in the 900-43,100 lbs and 500-5,071 shp classes, including the
CFM International CFM56-7B, GE CF34-3/-8, Honeywell GTCP36-100/150 & RE220,
Pratt & Whitney Canada APS 2300, JT15D, PT6A, PW100 & PW150A, and Rolls-Royce
AE 3007 & RB211-535.
The company’s global network of 13 MRO facilities includes overhaul locations in the USA,
Canada, France, South Africa, Singapore and Australia, supported by 20+ Field Service
Reps and a pool of 200 lease engines. It also offers engine health monitoring services, LRU
support and engine trading solutions.
StandardAero’s Engine Services - Atlantic facility at Lanseria International Airport near
Johannesburg is a fully authorised Pratt & Whitney Canada (P&WC) Designated Overhaul
Facility (DOF) for the PT6A family of engines. Formerly opened in November 2010, the
facility is the only independent service provider in the world authorised by P&WC to

August 2020 African Pilot 123

LANSERIA FEATURE

overhaul the PT6A-140 variant (Cessna Grand Caravan EX & Blackhawk XP140).

In addition to the PT6A-140, StandardAero’s Lanseria facility is also approved to provide
full support – up to and including overhaul – for 41 other variants of the engine, including
the PT6A-10, PT6A-11, PT6A-11AG, PT6A-21, PT6A-25, PT6A-25A,PT6A-25C,
PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-35, PT6A-36, PT6A-
38, PT6A-41, PT6A-42, PT6A-60A, PT6A-60AG, PT6A-61, PT6A-64, PT6A-65AG,
PT6A-65B, PT6A-65R, PT6A-66, PT6A-67, PT6A-67AF, PT6A-67AG, PT6A-67B,
PT6A-67D, PT6A-67R, PT6A-67T, PT6A-110, PT6A-112, PT6A-114, PT6A-114A,
PT6A-121, PT6A-135, PT6A-135A, PT6A-135B and PT6A-135AG.

Engine services offered by the highly experienced team of service technicians at StandardAero’s
Lanseria facility include overhaul, hot section inspection (HSI), borescope inspections,
foreign object damage (FOD) repair, component repair, metal in oil (MIO) repair, Service
Bulletin (S/B) compliance, and engine/module performance testing, supported by an on-site
engine test cell.

In order to provide the broadest level of service to operators throughout Africa, the
Lanseria facility holds regulatory approvals from a dozen nations across the continent
and beyond, including:

• Angola (INAVIC)
• Botswana (CAAB)

• Kenya (KCAA)
• Malawi (MDCA)
• Namibia (NDCA)
• Seychelles (SCAA)
• South Africa (SACAA)
• Tanzania (TCAA)
• Zambia (ZCAA)
• Indonesia (DGCA)
• Transport Canada (TCCA)
• European Union (EASA)

124 African Pilot August 2020

No surprise pricing
No compromise on quality
No sweeping exclusions

No wonder it’s so popular!

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BIGGER. BETTER. BOLDER. August 2020 African Pilot 125

www.standardaero.com

LANSERIA FEATURE

The Lanseria facility also offers service center and mobile repair team (MRT) support for
additional Pratt & Whitney Canada powerplants, including the PW100 turboprop and
JT15D turbofan.
StandardAero also supports African operators through its service center location in Nairobi,
Kenya. Located at the Wilson Airport, this facility provides a range of services for PT6A
and PW100 powerplants, including hot section inspections (HSI), borescope inspections,
power section repairs, fuel nozzle testing, component repair and light overhaul.
With more than three decades of experience in repairing and overhauling Pratt & Whitney
Canada products, StandardAero has developed a reputation for quality workmanship,
industry leading turn-around times, exceptional customer service and competitive pricing.

Contact Jason R Gallant
Tel: +27 (0)11 701 3035
E-mail: [email protected]

www.standardaero.com

126 African Pilot August 2020

TEMRO

(SACAA AMO 1602)

Turbine Engine Maintenance Repair and Overhaul (TEMRO) is a South African based
partnership created by Turbine Engine Management Services (TEMS) and Airforce Turbine
Service (ATS) to bring a higher level of service and support to PT6A engine operators
across the region.
TEMRO provides full PT6A service support from its Lanseria based fly in hangar and repair
facility. TEMRO provides a one stop service that specializes in quick turn Hot Section
inspections and repairs. Local capabilities include fuel nozzle testing, line maintenance, hot
section inspections, heavy rework including CT disc re-blade, lathe grinding and balancing.
ATS provides TEMRO support on major repairs and overhauls with SACAA, FAA &
EASA approvals. TEMRO is committed to supporting the regional PT6 industry by
offering support to operators and engineers on the tarmac and in the field. Its local staff have
considerable level of experience in troubleshooting all types of engine problems and they are
always available to assist you as a knowledgeable resource.

Parts: TEMRO’s PT6 parts inventory consists of OEM new, overhauled, serviceable and

PMA alternatives. As an independent facility, TEMRO has the flexibility to present you
more cost-effective options and solutions. Its comprehensive parts sourcing network allows
TEMRO to competitively quote your procurement needs. TEMRO is also a competitive
buyer of parts, serviceable and core engines.

Engine Sales: In partnership with ATS, TEMRO is an active leader in the purchase,

sale and exchange of PT6A engines worldwide. TEMRO maintains one of the largest
replacement engine inventories in the industry and has the capability to quickly and fairly
evaluate your core or mid-time PT6 engine for exchange credit or outright purchase.

Contact Tel: +27 (0)11 659 2211
Hangar 109A, Gate 13, Lanseria Airport

www.temro.aero

August 2020 African Pilot 127

LANSERIA FEATURE

TURBO PROP SERVICE CENTRE (TPSC)

(SACAA AMO 076)

Located at LIA, Turbo Prop Service Centre is a privately owned and operated aviation
services company with over 25 years of business aviation experience. The dedicated
team of trained technicians provide comprehensive maintenance, repair and services,
completions and modification services for all types of aircraft. The TPSC team is
dedicated to meeting your aviation requirements to the highest standards and service
levels. Through its comprehensive scope of services and network, TPSC provides added
benefit of meeting or exceeding your expectations. Whatever your aircraft type or size,
whether it requires routine inspection, unscheduled or heavy maintenance, overhaul or
even structural repair, you can rely on TPSC to return your aircraft to you with minimal
downtime and be fully confident of a job well done.

Contact Tel: +27 (0)11 701 3210
E-mail: [email protected]

www.tpsc.co.za

128 African Pilot August 2020

LANSERIA FEATURE

WINGS ‘N THINGS

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.
Wings ‘n Things is an authorised dealer of some of the world’s premium aviation brands,
including Bose Aviation, Jeppesen, ASA and David Clark. They 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 or aviation enthusiast,
looking for a gift for someone special or just looking to spoil yourself, visit one of Wings ‘n
Things shops, or shop online at www.wingsnthings.co.za, for the widest range of aviation
related products and gifts.

Contact Tel: +27 (11) 701 3209
E-mail: [email protected] or [email protected]

www.wingsnthings.co.za

August 2020 African Pilot 129

AIRCRAFT TECHNICAL Aircraft fabric covering
– some history
By Tom Willows

Fabric covered aircraft cause various mixed reactions from
the public. From the incredulous “Are you serious? If it is
covered in cloth, I will never fly in it!” to “I am thinking of
covering my plane myself; it shouldn’t be too difficult.”

The reality is that fabric covering is not that difficult if one follows the manual meticulously
then it all comes together as planned. However, the ‘as planned’ may take a few attempts as
practice is the key ingredient.

History
From the very start of aviation, aircraft have been covered in fabric, Grade A cotton or Irish
Linen. Irish Linen is made from the fibres of the flax plant as opposed to Grade A cotton
which is obviously made from the cotton plant. Early versions were just linen or cotton,
which was prone to sagging. From 1916 Nitrate Dope was used to coat the fabric. This
protected and tightened the fabric as well as giving it a smooth durable finish. Unfortunately,
Nitrate Dope is highly flammable. This was discovered during WW1. Nitrate Dope was
then replaced with Butyrate Dope which is not as flammable.

Working with Grade A Cotton or Irish Linen is a real art compared with modern fabrics.
After applying the fabric, one had to wet the fabric to induce shrinkage. Aircraft grade
cottons / linens had to be ‘raw’ and not ‘pre-shrunk.’ Once the fabric was completely dry and
shrunk to an extent, the next step would be to apply Tightening Dope to shrink it further.
I am not going any further on the methods used with cotton or linen as these methods
are virtually obsolete. Both cotton and Irish Linen, being organic, deteriorated rapidly and

130 African Pilot August 2020

AIRCRAFT TECHNICAL

would only last five to ten years, which is not ideal or cost effective. However, it did give one
the opportunity to look inside wings and structures every 10 years or so.

Introducing polyesters
An American PHD Chemist, Wallace Carothers, working at DuPont Chemical Company
and his team can be attributed with the development of Polymers / Polyesters which led to
the invention of Nylon in 1935. Two British chemists, J. Dickson and J. Whinfield, took
Carothers work on Polyesters further and produced and patented a new Polyester Fibre in
1941 which they named Terylene™. The DuPont Chemical Company bought this patent to
manufacture in the United States and renamed it Dacron™. This led to a whole new system
of covering aircraft. However, there are other companies that manufacture Polyester Fibres
under different names.

The fabric used in many covering methods is therefore not necessarily Dacron™, but it
is Aircraft Grade Polyester. It is made in a loom to special strength weave density and is
much stronger than commercial Dacron™ / Polyester Fabric. Both Grade A cotton and
Polyesters for aircraft use, need a thread count of 80-94 threads per square inch. Ceconite™
is the name of a covering system and not just the fabric. The same applies to Polyfibre™.
These two products are the most commonly found in South Africa. There are other systems,
Superflite™ and Classic Aero for instance as well as Razorback™ which is essentially a
fiberglass fabric, still using dopes.

I am not going into too much detail here, but just to say that while Polyfibre™ fabric probably
comes from the same loom as Ceconite™, as they are both owned by Mr. J Goldenbaum.
Where they are made seems to be a trade secret and the cements and chemicals are completely
different and not compatible.

By choice I use the Ceconite™ system. I will not go into the reason why, only to
say that the choice of systems seems to be very personal and people tend to get
deeply passionate about it. Moving away from cotton and using modern (well 1950s)
covering methods and using, for
instance, Ceconite™ Polyester
fabrics, there are some important
factors to note. As I said before,
Ceconite™ is much stronger than
cotton or linen and it is lighter.
The fabric is glued on and shrunk
by calibrated heat unlike cotton
or linen. Nitrate Dope made
a comeback as Butyrate Dope
does not adhere to Ceconite™
very well. Two coats of nitrate
as primer as it bonds well to
Ceconite™. Penetration

Bottom of wing covered

August 2020 African Pilot 131

AIRCRAFT TECHNICAL

of Dope is especially important here. Butyrate Dope bonds very well with Nitrate
Dope, so there we go with the next coats of Dope. Of course, before the doping comes
the stitching or pop riveting which is aircraft type or make dependent. This can all be
read in the various manuals which are usually freely available on the internet.

Back to my first paragraph – PRACTICE!
Getting a neat job takes practice. Laying the fabric, gluing and keeping straight lines takes
a fair amount of practice. The stitching method and getting the knots correct on the lacing
cord may take a few attempts. Laying down the reinforcing tapes and other tapes in a
straight line also takes practice. It is not difficult, but neatness can be and let us not forget
to do the Aluminium Oxide UV protection part (this protects the fabric from damaging
ultraviolet rays from the sun). With all the effort and time that goes into the job it is worth
being particularly neat and having a perfect job. It typically takes between 40 and 50 hours
to cover a wing.

Another important point: Polyester fabrics and modern covering systems can last an
exceptionally long time. I have personally seen a plane that had been covered in 1964 which
was still testing 80/80 in a Fabric Tensile Strength Test in 2014 – that is 50 years! This is
not to say that your aircraft’s fabric will automatically last that long, this will depend very
much on how well it was covered in the first place as well as how well the UV protection
coats were applied and, of course, the environmental conditions. So unlike cotton or linen
covering (which I have personally seen last less than 10 years and could push holes through
it with my fingers) Ceconite™ and Polyfiber™ systems can last a long time and it is a very
good idea to make sure that everything is perfect inside before covering. It may be some
time before you get to look inside again, therefore it would be advisable to have new cables,
new bolts or re-plated bolts and other steel parts installed and carry out corrosion treatment
before covering. You don’t want to have to cut fabric to get something out of the wing that
could have been sorted out before you covered it.

Supplemental Type Certificate (STC)
Many older planes were covered
in cotton, both Ceconite™ and
Polyfibre™ have a blanket STC
to replace cotton. Many of the
older aircraft have incorporated
the new coverings into their Type
Certificates. What is important is
that whatever system one uses, it is
not permitted to depart from that
system i.e. if the last coats of colour
call for pigmented dope, then it is
not permissible to finish the plane in
Polyurethane Enamel. Apart from
it being illegal it is not advisable as

132 African Pilot August 2020 Conservator Lauren Gottshlich and volunteer
Sharon Kullander are adhering the Ceconite to the structure

AIRCRAFT TECHNICAL

the non-tightening dopes are highly elasticised and very flexible. Polyurethane is not and
even if elasticisor is added it will eventually crack and form what some call ‘ringworm cracks’
in the paint.

It is also important to note that Dopes have nasty chemicals in them that are not good for your
health. Butyrate dope for instance has Toluene,Methyl Ethyl Ketone,Ethyl Acetate,Butyl Acetate,
Isopropyl Alcohol, Acetone and many other nasty things. It is very important to make sure you
wear the appropriate Personal Protective Equipment when handling these sorts of chemicals.

Testing the fabric
This one is a bit tricky. FAA AC43-13-1B Chapter 2 calls out the method of testing fabric by
using the ‘Strip Method’ every 100 hours. This entails actually cutting out a section of fabric
1¼ inches wide and four inches long and literally pulling it apart to determine its strength.
OUCH! Doing this every 100 hours would certainly make your aircraft look like a patchwork
quilt after a number of years. This test applies to cotton, linen and polyester fabrics although it
was initially based on the organic fabrics. Now the FAA does say that the Maule fabric tester
may be used but only as a guide to discern the overall condition of the fabric, but if in doubt,
the strip method must be used. This involves clamping the test piece on one side, against
its length and hanging a weight on the other side to see if it fails, this is known as the shop
method. The weight is determined by the grade of fabric as well as the VNE and wing loading
of the aircraft. There are of course laboratories that will do this in a more scientific way.

As per the above requirement the fabric must not deteriorate below 70% of its original breaking
strength. The original breaking strength is set at 80 pounds, irrespective of type of fabric
(Organic or Polyester). For instance, fabric installed on an aircraft with a wing loading less than
nine pounds per square foot and a VNE less than 160 miles per hour can use a lighter weight
fabric with a lower breaking strength (Ceconite™ 102 – Polyfiber™ medium). Fabric installed
on an aircraft with a wing loading of nine or more pounds per square foot and a VNE of
160 miles per hour and over will require a stronger fabric (Ceconite™ 101 – Polyfibre™
heavy) which requires a minimum breaking strength of 56 pounds. Chapter 2.34 of the FAA
AC43-13-1B gives the full criteria required by FAA including the use of the Maule Fabric
Tester. The spacing between
stitching or pop riveting is also very
much dependent on wing loading
and VNE of the aircraft.

Some aircraft manufacturers Piper
and Aviat actually call out a testing
method, whereas others don’t say
anything at all. So,the way to go,when
in doubt, would be to use the testing
method prescribed in the manual for
the fabric covering system that was
used on the aircraft.

Inspecting of the covering

August 2020 African Pilot 133

Coronavirus is forcing

aviation to go digital

By Athol Franz

The global onset of the COVID-19 virus has
had a drastic impact on the way organisations
interact with their staff members, businesses,
suppliers and customers. This event is a wakeup
call for organisations on the vital importance
of digitalisation throughout every touchpoint
of their business. It is not just about the way
in which you manage your operations and
production, but digital innovation has become
critical to how you interact with your customers
and as the COVID-19 virus has shown
now, how you interact with your own staff.
This event more than any, will rapidly show
businesses which meetings and processes should
have been digitalised by now.

We live in a global world
Business can be managed anywhere and interaction needs to be fast, seamless but
also user-friendly to the point where it is easy for anyone to interact and communicate.
The complicated must become simple. Meetings no longer need to be face-to-face, nor
does customer interaction; in fact, far from it. The value of digital channels, products and
operations is now obvious to organisations everywhere.

Businesses have shut down
Over the past four months most employees have been working from their homes in the hopes
to stop the spread of the virus and flatten the curve of impact. In the ideal digital world, this
should have minimal impact on a business. The technology and solutions are already available.
Switching to a digitally enabled organisation does not have to involve a complete re-engineering

134 African Pilot August 2020

of business processes; rather it is a re-imagining
of the business processes. Businesses that can
shift technology capacity and investments to
digital now, will be able to mitigate the impact
of the outbreak and keep their companies
running now and in the long term. Not only
will businesses need to re-engineer the way
they interact with customers, they will also need
to redesign internal communication and collaboration frameworks, leveraging technology and
digitally-enabled processes to allow for business to continue as usual and have the resilience to
continue despite economic threats and challenges.

COVID-19 is having a significant impact on the global economy
This virus disrupts production, supply chains and travel. With that in mind, organisations
should consider any potential legal risks and how to protect themselves against them. Now
with the increased demand of remote working, it is crucial to simulate or create an imitation
of operations similar to the environment to which your employees are used. Businesses need
to prepare IT systems now to handle the vast increase safely and reliability in remote working
and the digital fulfilment of market demand.

The virus continues to spread and economic symptoms are emerging
Dozens of large-scale organisations have already begun announcing they will not be achieving
their financial goals. These announcements coupled with the impact of supply-chain
disruptions and dampened consumer demand will see a drastic drop in economic performance.
Organisations need to take themselves out of their comfort zone and fully embrace appropriate
technology and digital solutions to make the impossible possible.

The COVID-19 pandemic declared a national disaster in South Africa
Businesses needs to consider how they are going to maintain normal operations if employees
are quarantined or asked to stay home for whatever reason. Amidst fears of possible food
shortages and the like, businesses are considering more urgent things, such as: who will
answer the office phone if we are all asked to stay home for a few weeks? How will my call
centre keep operating if no-one is allowed into it? Technology can help, in a number of
ways. Aside from providing an option for companies looking to manage the impact of the
shutdown mobile / remote working also offers opportunities to keep employees off congested
roads during peak hours, provide them with flexible working hours that enable higher quality
of life and reduce expensive office space costs by moving some workers home permanently.

Reliable power
Can Eskom keep the lights on? Just this past month as Level 3 has come into our lives, we
have seen numerous power outages again! Did you notice that with few exceptions, none of
us experienced serious power outages during this shutdown time? What few power outages
have occurred can be mainly attributed to ageing municipal infrastructure and the lack of
maintenance over many years of the electrical distribution system. This is the time to take
advantage of solar power solutions and an abundance of other solutions on the market.

Connectivity
Mobile networks provide LTE connectivity, which is adequate for day to day business use, for
employees who do not have fibre or ADSL at home. Dongles with dedicated data SIMs can

August 2020 African Pilot 135

also be purchased and issued to keep employees’personal and business use separated and manage
costs. Managing a remote / mobile workforce is no longer the daunting task it was ten years ago.
With modern technology, many companies elect to work virtually, only meeting online or for
weekly, monthly or quarterly get togethers. For more traditional organisations this could be an
opportunity to explore more flexible work hours, to meet the needs of their employees and work
around ongoing considerations such as load shedding and high traffic volumes.

What has happened within African Pilot’s life?
Over the past four months,I have observed,as we all have,the many significant changes to what we
all knew as ‘normal.’ My personal prediction is that ‘nothing will be the same again!’Yet life will go
on post COVID-19, but things will be rather different and perhaps even better than before!

Already within the publishing business we have seen many casualties where many well-known
magazines have ceased publishing. I believe that at African Pilot, we made the correct decision
to stop printing and rather concentrate on the publishing of a high-quality digital magazine,
which in fact has been the case for the past 12 years anyway. Realistically when one looks at the
options, the on-line publication is far easier to access during these times and African Pilot has
provided all past 2020 magazine FREE of charge.

By adding the Thursday edition of APAnews that will mainly deal with regulatory and ‘breaking
news’features,I believe that AfricanPilot is providing an exceptional service to all people in aviation
as well as the many intelligent people who are interested in what is happening in our country.
This message has been endorsed by many individuals who have communicated with me over the past
two months with their individual suggestions and request for assistance as far as regulatory issues are
concerned. I need to mention the Commercial Aviation Association of Southern Africa (CAASA)
and the Aero Club of South Africa (AeCSA) for the fantastic work they have completed with the
South African Civil Aviation Authority (SACAA) to help get General Aviation back into the air.

Thank you everyone for I am personally involved in this serious conflict of interests: Normal
aviation business vs. the lockdown that has seriously damaged all our businesses. However,
there is a ‘glimmer of hope’where the High Court ruled that many of the draconian regulations
imposed on all of us by the government were un-constitutional. I would love to receive your
comments. Thank you: E-mail: [email protected]

136 African Pilot August 2020

August 2020 African Pilot 137

U-2 Dragon Lady
cockpit

For the first time in Air Force and
9th Reconnaissance Wing history,
a reservist, Maj. Jeffrey Anderson,
99th Reconnaissance Squadron pilot,
qualified to fly the U-2 Dragon Lady.
The U-2 is known as the most difficult
aircraft in the world to fly.

The U-2 Dragon Lady has been a host to less than 1,500 pilots since the first
flight in 1955 and now 65 years later the first reserve pilot makes history.
“I applied for the U-2 programme whilst in active duty and then switched to
the reserves,” Anderson said. “The last two years I have been flying for Delta
Air Lines and then I took a two-year break and now I’m back flying the U-2
as a Reservist.” Coming back to active duty from the Reserves is no easy task.
Anderson was able to come back to fly the U-2 through a commander-directed
requalification programme.

“It is really exciting to have the first qualified reserve pilot in
U-2 and Air Force history pave the way for other Reservists

to fly,” said Lt. Col. Chris Mundy, 99th RS commander.

U-2 Dragon Lady

138 African Pilot August 2020

The average training programme takes months to complete the U-2 and T-38
Talon flights, various simulators, survival training and other operations.

Anderson said: “I have been activated for 183 days and my qualifications and training
allow me to support the mission. In order to make sure I was able to come back, I had
to do rigorous training to make sure I was able to fly.” By having a Reservist that is
qualified in the aircraft, 99th RS gains more flexibility for the U-2 programme for the
future. It allows for more experience when there is a manning crisis for the pilots in
the Air Force. Many of the pilots in the U-2 community left the USAF and continued
flying careers and what we have here is a chance to get the experience from those
Reserve pilots down range,” Mundy said.

The U-2 is a single-seat, single-engine, high-altitude reconnaissance and surveillance
aircraft which delivers critical imagery and signals’intelligence to decision makers throughout
all phases of conflict, including peacetime indications and warnings, low-intensity conflict
and large-scale hostilities. Anderson continued: “Two and a half years ago when I flew my
last mission, it was sad. I have flown so long and reflected back on my time flying.

It was the right decision for my family to commit to the Reserves and I did not have the
slightest hesitation at being back here. Now, I get the chance to support this impressive
mission. It is utterly amazing.”

August 2020 African Pilot 139

The Hunter brothers

Flying a distance equal to one and a half
times around the world, the four Hunter
brothers have established a new airplane
endurance record for ambitious pilots.

Beating the old world’s refuelling endurance record by 133 hours 20 minutes, the City of
Chicago, an old model Stinson Detroiter with Wright J-6-300 motor, has stayed in the air
for 23 days, one hour, 41 minutes and 30 seconds. Imagine taking off at 15h40 on 11 June
and finally landing on 4 July after cruising at an average speed of 70 miles per hour, a total
distance of at least 38,758 miles?

The remarkable record set up by the Hunter brothers, four coal miners from Southern Illinois
who manned both the City of Chicago and the refuelling aircraft Big Ben, has again raised
the oft argued question of what a refuelling flight means to aviation, if anything. To the
public refuelling flights seem to mean that engine manufacture has reached such perfection
that motors will run indefinitely, and therefore the old bugaboo of engine failure in ordinary
operation is lifted. Actually, as any motor expert will testify, an engine carefully warmed up
and then operated continuously at a steady cruising speed should last far longer than one
that is warmed up for a short flight, allowed the engine to cool off, warmed up again, then
cooled and warmed and so on for many dozens of hops.

What the Hunter flight and all long-distance flights do prove is that plane and engine accessory
design has lagged behind the engine design.The Hunters were forced down because of trouble
with the oil strainer, the oil line, the oil gauge and the gasoline tanks. One wing tank, in fact,
had been out of commission because of leaks for nearly ten days before the flight ended.

The old Wright J-6 engine was still ticking over when the ship taxied into the hangar after
landing. Piston ring wear had progressed to the point where oil consumption was nearly

140 African Pilot August 2020

three gallons per hour, yet, if enough oil could have been sent through the engine to protect
the bearings there was every evidence the flight might have continued indefinitely.

The leak in the wing tank, which was the first serious trouble to develop, is a trouble that can
be avoided, as the army showed some years ago. At McCook field they developed a rubber
covered tank, primarily to prevent leakage and fire danger if a machine gun bullet should
pierce the tank. A gas container with a rubber cover vulcanised on the outside would be
impervious to leaks developing in the metal tank seams.The trouble with the oil lines, gauges
and strainer, which finally ended the flight, represents a problem that has been growing more
important for several years. The cure, which would not add appreciably to the weight of the
aircraft, would be a dual oiling system, so that one could be cut out of operation for repairs.

The amount of repair work done on the City of Chicago whilst in flight was considerable.
Spark plugs were changed, a magneto overhauled and even a lost bolt in the engine mount
replaced, as well as regular oiling of the rocker arms. For this purpose, a light metal catwalk was
rigged from the cabin doors to the engine on either side, whilst Kenneth Hunter, the younger
of the four brothers, made regular trips to the motor. He also clambered out of the refuelling
door in the top of the fuselage and slid back to the tail to clear away string, paper and other
debris, blown back during refuelling contacts and threatening to jam the control cables.

During the flight, the refuelling aircraft made 300 contacts, transferring gasoline, oil, food,
repair parts and other supplies. The fuel consumption totalled 7,650 gallons, an average of
13.84 gallons per hour; and the oil consumption was 380 gallons, an average of 0.685 gallons
per hour. At the start the oil consumption was around 0.2 gallons, but at the end it had risen
to three gallons.

Thousands of feet in the air,
new spark plugs were needed,
if the City of Chicago was to set
a new refueling record. One of
the Hunter brothers, defying

death, changed them.

August 2020 African Pilot 141

HISTORICAL PILOT

Was Douglas Bader

shot down by another

RoyalAirForcepilot?

Douglas Bader was one of the bravest
pilots who fought the Luftwaffe
despite suffering horrific injuries in a
peace-time flying accident. However,
now new evidence suggests that he was
almost killed by a fellow pilot from the
Royal Air Force (RAF.)

In 1940, Douglas Bader was undoubtably
one of the Royal Air Force’s most daring
pilots. As he climbed over the English
Channel on the morning of 9 August 1941,
the air-speed indicator of his Spitfire broke.

The needle slid back to zero, which
meant he would have trouble timing his
rendezvous with the rest of the RAF’s
‘beehive’ fighting formation over the
northern French city of Lille.

It would also mean a difficult landing when he returned to his airbase at Tangmere
in West Sussex, because he would not know in the critical approach how close the
aeroplane was to a stall. However, he did not have to worry about his landing. Within
the hour, Britain’s most famous fighter ace; a dashing hero who had refused to be
daunted by the amputation of both his legs following a horrific pre-war accident
was out of the action for good. He later recalled that something hit him as he tried
to break away from a dogfight with a group of German Messerschmitt fighters. His
aircraft lurched suddenly and then it was pointing straight down. He looked behind
him and saw to his horror that his fuselage, tail and fin were all gone. One of the
Luftwaffe fighters must have run into him, he later recalled and sliced off the rear of
his plane with its propeller.

What occurred next could only have happened to Bader. As he tried to bail out of the
stricken Spitfire, he found that one of the feet of his false tin legs was hooked fast in the
cockpit. He only managed to free himself by leaving his false leg behind. Drifting to earth
under his parachute, he thought how lucky he was to have detachable limbs, otherwise he
would certainly be dead. Instead, he saw out the Second World War in a Prisoner of War
(PoW) camp and lived on until 1982.

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HISTORICAL PILOT

Honoured with medals, a CBE and a knighthood, his story was told in the best-selling book,
‘Reach for The Sky’ by Paul Brickhill, which became a classic film in 1956 starring Kenneth More
and Muriel Pavlow and is rightly regarded as an extraordinary tale of human endurance. However,
there is a growing belief amongst aviation historians that the story as we know it is not completely
accurate.Bader’s account of the mid-air collision with a German fighter has long puzzled students of
the aerial conflict.Two leading experts in the field have now separately reached the conclusion that
the disabled fighter pilot was brought down by friendly fire from a member of his own squadron.
“Bader was an unusual character who inspired passionate feelings in everyone he met and was
seen as a God by some and a demon by others,” says Andy Saunders. “There were widely differing
opinions about his qualities as a leader and a pilot and in his squadron; you were either a Bader man
or you were not.However,his difficult nature has no bearing in terms of his loss in being shot down.
If it was friendly fire, no one is suggesting it was anything, but accidental.”

The son of a civil engineer working in India,the handsome young Bader went to school in Oxford
and was a prize cadet at the RAF college in Cranwell,where his confidential report described him
as ‘plucky, capable and headstrong.’ He was commissioned in 1930 and was an exceptional pilot
who was selected to fly for the RAF at the Hendon air display before a crowd of 175,000. He
also excelled at rugby and was tipped to
play for England. However, in December
1931 (aged 21) Bader crashed whilst
attempting a foolhardy roll just 30 feet
above the ground. Bader lost both his legs,
but refused to be daunted.“I will never use
a stick,” he said and within six months he
was walking unaided on his tin legs. He
took a desk job working for Shell, but was
bored and desperate to resume flying.The
RAF would not consider him, until war
broke out with Germany.

In October 1939, the RAF accepted him
back and Flight Lt Bader saw his first
action at Dunkirk in May 1940. By the
end of that year he had been awarded the
Distinguished Flying Cross and was feted
by the media as Britain’s most daring fighter
pilot. In March 1941 he became the first
wing commander flying from Tangmere
and led his three Spitfire squadrons on
offensive raids against the Germans over
France. His loss five months later was
devastating for morale in the RAF, where
it was initially assumed that he was dead.
The first account of what had

August 2020 African Pilot 143

HISTORICAL PILOT

happened came in a letter from Bader to his wife Thelma, in which he described the collision.
This immediately found its way into the papers and became the accepted version. However,
it conflicted with the story told in a post-war autobiography by the charismatic Luftwaffe
General Adolf Galland, who was adamant that none of his pilots had collided with Bader.
He assumed the British hero had been shot down, but was puzzled that none of his pilots
had claimed this high-profile ‘scalp.’ Galland insisted that this was Bader’s understanding
too. He spent a day with the British pilot after his capture and Bader specifically asked him
who had shot him down. “Was there any evidence of a collision? “No there isn’t, absolutely
none from the German side,” said US writer Donald Caldwell. “It is my belief that Bader
came up with the theory that he had collided when he was in his PoW camp as a sop to his
ego. He was violating standing orders by flying inland by himself, which he should not have
done. Then he was taken completely by surprise by a plane attacking from below and behind
him, which was embarrassing.

By matching Luftwaffe records to RAF combat reports, historians have built up a more
revealing picture of what really happened. German documents show that only one Luftwaffe
plane was shot down that day, which matches a combat report from an RAF pilot called
Nip Heppel who said he had downed a German plane. However, another pilot, Buck Casson,
wrote a private letter after the war in which he reported shooting the tail off a Messerschmitt
and watching the pilot eject at the base of the clouds. That makes two German planes
down, but it does not correspond to any Luftwaffe records. So, what if Casson mistook
a Spitfire from his own squadron for the
newly introduced Messerschmitt 109F
aircraft? The silhouettes of the two aircraft
are remarkably similar and it would have
been an easy mistake to make in the chaos
of aerial combat.

Andy Saunders says: “The description
Casson gives fits perfectly with what Bader
said happened to him. The tail came off,
the altitude is correct, the altitude where
Bader bailed out was correct; therefore,
everything stacks up very neatly. “Casson
claims to have shot down a Messerschmitt
109 and taken its tail off, but we know
that the only Messerschmitt that came
down that day had its tail on because we
found the wreckage. There is no absolute
proof that Bader was brought down by
friendly fire, but it is very compelling.”
He believes that both Bader and Casson,
who died in 2003, knew the truth.
He suggests that Bader made up the story
about a collision to cover for his fellow
pilot, who might end up as public enemy

144 African Pilot August 2020

HISTORICAL PILOT

No1 if the truth got out. “If Bader did know, it’s to his credit that he kept it quiet,” says
Saunders. “However, there did seem to be tension between the two men in later years.
Casson was airbrushed out of the film ‘Reach for The Sky’ and he was the only survivor
from the squadron not to appear when Bader was on TV’s ‘This Is Your Life’ in March 1982
with host Eamonn Andrews. The friendly fire account was also reached independently by
Dilip Sarkar, a former police detective who has become a highly regarded aviation historian
and was a close friend of Casson. He pieced the same reports together to arrive at the same
conclusion, but disagrees strongly that either Bader or Casson ever worked out the truth.
“I worked on it more than 10 years ago and suggested it was a case of friendly fire in my
book ‘Bader’s Tangmere Spitfires,’ he says. “However, I knew Buck Casson very well and
consequently I did not want to set a plague of locusts on him whilst he was still alive,
so I did not name him. His widow is devastated that it has all come out in this way now
because she had no idea and I am sure Buck did not either. “This is no cover-up. I asked
him about it; I was a CID officer, so if he was lying, I would have known.” Sarkar, who
was a consultant on the Channel 4 programme, but is unhappy with the way much of
it has been presented, has added an updated account of his friendly fire theory to his
latest book, ‘Spitfire! Courage and Sacrifice.’ However, for his part, Saunders remains
convinced that many people knew more than they were letting on.
“Buck Casson was a very well liked, a gentleman who was obviously a highly skilled and
accomplished fighter pilot. The ground crews loved him and I knew him relatively well for
about five years.I pressed him about what happened that day and he was a bit non-committal,”
he says. “However, as the news of the TV programme has spread on the grapevine, a third
party contacted us to say that when he was in the RAF, after the war, he had access to certain
files which indicated that Bader was shot down by his own side. “So, I am convinced the
RAF hierarchy did know about it, but the story was hushed up.”

August 2020 African Pilot 145

DOUGLAS

BADER

UNDOUBTABLY ONE OF THE
ROYAL AIR FORCE’S MOST DARING PILOTS

146 African Pilot August 2020

Supermarine Spitfire Mk XVI NR

Illustration by Creshenda Maraba

August 2020 African Pilot 147

BEST OF THE BEST By Athol Franz

Obituary: Jack Bally, builder of the

‘Bally Bomber.’

Jack Bally and the
Bally Bomber

Just a few years after the completion of an incredible one-third scale B-17 Flying
Fortress project and barely two years after it flew to AirVenture, Oshkosh, ‘Bally
Bomber’ creator and builder Jack Bally has died at the age of 79.

Jack Allen Bally, of Dixon, died on Sunday, 21 June 2020, at Katherine Shaw Bethea
Hospital, Dixon, Illinois. Jack worked for the local carpenters’ union for many years,
prior to his retirement.

Bally said that the idea of the ‘one-third scale B-17 project was born over ‘too many
beers’ one night with a number of buddies as they talked about what kind of airplane,
they could build that would be the only one of its kind. They settled on the B-17,
because as far as they knew, there were not any flying four-engine scale models of WWII
airplanes. They had originally intended to build a Consolidated B-24 Liberator, but
unfortunately that airplane would not scale properly. Bally spent nearly 18 years and

148 African Pilot August 2020