GLOBAL November 2018 • Vol 10 / No.

11

MILITARY / COMMERCIAL / CHARTER / BUSINESS / TRAVEL R34.50

No turning back
Commercial Aircraft
to Replace Current
Satellites

AAD 2018
32 minutes of Panic!
Sopwith Camel
20th anniversary and the weatherman got the memo to Harrier Jet
um
For
al

• The lack of means to service engines could take a toll on industry

nic

NAMIBIA $N33.90
ech

• London Oxford Airport welcomes Children’s Air Ambulance

018
ry T

• Philippine Coast Guard becomes Philippines’ first H145 operator

for parapublic missions
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• Wrenelle Stander to head Comair’s airlines division

al M

• Hi Fly’s “Turn the Tide on Plastic”Aircraft

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circumnavigates the globe

1
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Global Aviator November 2018 / Vol.10 / No. 11

www.globalaviator.co.za • www.globalmilitary.co.za • on-line: www.magzter.com
Inte
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 GLOBAL

Looking
forward
PO Box 72416, Parkview, 2122 Johannesburg, South Africa
33 Bovoney Road, Barbeque Downs, Midrand 1684
Tel: +27 (11) 701 5058 www.globalaviator.co.za

in 2018 Publisher/Editor: Mike de Villiers - +27 (0) 82 466 7757

mike@globalaviator.co.za
Web design: Cesaré de Villiers - +27 (0) 82 297 7444
cesare@globalaviator.co.za
Africa Aerospace has come and gone. Good weather, albeit hot Accounts: Tessa de Villiers - +27 (0) 82 824 7548
tessa@globalaviator.co.za
to scorching hot the first two days, made a pleasant change Travel Editor: Charmaine de Villiers- Cell: 082 551 4377
to the rain or extremely windy conditions the show has charmaine@globalaviator.co.za
experienced in the past. Sad to see only a few visiting military Contributors: Charmaine de Villiers (SA), Cesaré de Villiers (SA),
aircraft but the C130 fitted with snow skies was a welcome Mike Wright (SA), Dr Guy Gratton (UK), Richard
Browne (SA), Helen Krasner (UK), Peter Kerckhoffs),
addition to the USA’s display. For the first time we saw Mario Vergottini (SA), Jean van der Riet (SA).
Advertising:
an aerial display of microlights at AAD although there
Mark Harris Sales Executive
were a few mutterings of “at a military show?” mark@globalaviator.co.za +27 (0) 60 792 5633
Mike de VIlliers Sales Director
There were noticeably few media events giving us more mike@globalaviator.co.za +27 082 466 7757
time to actually go through each hangar instead of rushing from
Editorial Enquiries mike@globalaviator.co.za
one presentation to the other. The sheer number of weapons on
Subscriptions Tessa de Villiers
display was of interest to visitors but to my mind it also showed tessa@globalaviator.co.za
just how ‘war hungry’ the world has become. With world leaders Published Monthly on the 25th of each month
seemingly determined to outdo each other in the weapons Distribution RNA (Republican News Agency), 253 000 on-line,
department. Earth has become a very insecure place to live. LinkedIn, Facebook, www.magzter.com,
www.globalaviator.co.za www.globalmilitary.co.za
Speaking of a dangerous world, it appears that space is Banking: Global Aviator
First National Bank,
becoming increasingly attractive, especially of Richard Branson’s Parktown - 250455
plans for the Virgin Galactic flights are anything to go by. Account number 62108220584
Swift code: FIRNZAJJ
According to Branson the launch of commercial space travel
Disclaimer: The publisher and editor of Global Aviator give no warranties, guarantees, or
is imminent as the spacecraft will be launched within weeks assurances, and, make no representation regarding any goods or services
advertised in this issue.
not months and that he will be on a flight within “months not
Copyright: Global Aviator. All rights reserved. No portion of this publication may be reproduced
years”. Virgin Galactic pilots have been flight-testing VSS Unity, in any form without the prior written permission of the publisher of Global Aviator.
Global Aviator will not be held responsible for any unsolicited material contained
with the intention of carrying passengers up to 100 km above within this issue. Global Aviator reserves the right to refuse material offered for
the Earth. The cost of a ticket – a mere US$250 000 although publication if it is found to be discriminatory, offensive or defamatory.

Branson is hoping to reduce this down to about $50,000 per seat.

The Airlines Association of Southern Africa held its annual

assembly in Livingston, Zambia, during October where IATA's
Snr Vice President, Member & External Relations, Paul Steele,
pointed out some interesting facts regarding aviation in Africa.
With unemployment on the continent so high, air transport alone
supports 6.2 million jobs with aviation directly employing over
415 000 persons in Africa. $18.8 billion dollars’ worth of goods
carried as cargo every single day. The figures are staggering yet
Africa’s growth in the aviation industry can improve especially
in terms of affordable air travel for Africans themselves. It is a sad
fact that it is cheaper to fly from a Europe to a destination in Africa
than it is to fly from one country to another within the continent.
This is something that needs to change if this continent is to
reach its full potential in the competitive world of air transport.

Talking of air transport, with the Christmas holidays

just around the corner there is little time left to arrange for
those tickets if they have not already been booked. With
temperatures in South Africa rising by the day, I for one
would be very happy to spend the holidays in some northern
country where the snow lies thick on the ground. •

Charmaine de Villiers
Global Aviator November 2018 / Vol.10 / No. 11 3
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4 Vol.10 / No. 11- November 2018 Global Aviator

Global Aviator November 2018 / Vol.10 / No. 11 5
 ????????and about
Around
LAA Sywell
The beginning of
September I found myself
touring Ireland for a short
break, the Guinness really
is better there, and I have
found a new love whilst
standing by a braai fire.
My mate Nick who has featured
in a few stories of late rang me up
to say there was the annual LAA
Rally in Sywell and would I like to
go. They say this is the UK’s answer
to OshKosh and decided it would
be great to head over there and see
how they did it on Mud Island.
My Wife and I flew from Dublin
to Leeds on Ryanair, met up with Nick
and then drove to his home near York. I
used to enjoy the idea of “Now anyone
Buchon 109
Miles Messenger
can fly” but then I did just that on
Europe’s premier low-cost and worked
out rapidly that we don’t want “just
anyone” to roam freely. It was good to
see Nick and Isobel once again however.
Nick has a 1947 Miles Messenger
named Blossom, it’s a real nostalgia
machine and a delight to fly. I was
6 Vol.10 / No. 11- November 2018 Global Aviator
By Richard Browne
taken with its size at first, she’s a large
four-seater which adds to the stability
in control and cross-wind handling.
I am not too clued up on the origins
and pedigree of the type, but I did
see a twin-engine version of Blossom
Mew Gull
which is equally as beautiful.
The engine preparation is akin to
a radial whereby the prop is turned
through a number of times to spread
the oil as the engine, a Gipsy Major,
is fitted upside down. There is also
a unique priming system under
the cowl involving a wobble type
system. Once the in-line six starts
up it really does sound beautiful.
Taxing is simple enough although
accomplished only from the left due to
the hand lever style brakes. This aircraft
is incredibly comfortable to be in, the
trailing link gear make ground handling
soft and spongy and, in the air, the
long wings offer a gentle ride indeed.
I was interested to see how simple
a VFR flight from Breighton to Sywell
would be. My reason is all the congested
airspace in the UK and the multitude
of controlled zones that are placed
everywhere. Lifting off from base we
swung south east towards Scunthorpe
to avoid Doncaster, which according
to Nick wouldn’t be an issue to fly
through. He was avoiding ATC, and this
became apparently very simple after we
turned south for destination, he tracked
a straight line and only spoke to the
temporary approach controller at the
rally when in range. I was astounded.
The arrival procedure was
published by the organisers and was
followed exactly by everyone, such
a pleasure to fly in a “professional”
experimental environment. Safety was
paramount and the pilots there seem
to keep this culture in prime focus.
We turned over a water-works before
swinging back west to call on final for
the grass field. Ground marshalling
was excellent, and we parked on
the hard-stand and shut down.
LAA Sywell
There were hundreds of aircraft
already there, people who had made
the trip for the weekend and were
camping under their wings. The
registrations on the various aircraft
covered most of Europe, the bulk
being from the UK and then l would
have said France coming in second.
There were mostly older styled
aircraft on display which I found in
contrast to South Africa. For the most
part I find the type certified fleet at
home is old, yet the experimental
section is new and flourishing.
The Europeans love history and I
think this shows through with the
choices of aircraft and investment.
At one stage of my life I was keen
to build a Europa with a tail-wheel
configuration. I am not too keen on the
single wheel variant as I prefer more
conventional designs. There were rows
of Europa’s on the grass and each one
of them finished off so differently.
A low growl that grew in volume
from the north could be heard and on
final approach to the tarmac strip the
unmistakeable shape of an outward
positioned landing gear tail dragger
became apparent. An Me109 floated
onto the ground and pop-popped it’s
way to the fuel bays where a plethora
of camera lenses was waiting for it.
This was however not a German built
one, it is a Buchon 109 of Spanish
NEW RV14
FOR SALE
R1,9 MILLION EX VAT
origin. The production line there
only ended in 1958. This particular
machine is owned by the Grace family
who also have a dual seat Spitfire.
An interesting aircraft was the
original Mew Gull that Alex Henshaw
set the London-Cape Town record in. I
believe since broken by a South Africa.
Then there was the Cri-Cri,
something I’d seen only in pictures.
The pilot hand starts the two
engines with a rope pull, no unlike a • New Lycoming IO-390 Engine, 210 Hp • Hartzell
lawnmower. He then climbs in and 2-blade Constant Speed Propeller • 2 X D1000
flies away in the single-most tiny flying Dynon Sky View Touch 10” Display • EMS 220 Full
contraption I’ve even witnessed.
Lunch was taken in the airport
Engine Monitoring System with Fuel Flow • 2 X
cafeteria, typical type fare of pies and Dual Back up Batteries with 1 hour endurance •
chips or burgers. However, and I do Dual ADHRS installed Dynon Auto Pilot • Dynon
find, that on hotter days in Europe, GPS 250 and Dynon Mode S Transponder •
the buildings are all stifling as there Garmin GTR 200 VHF Radio • PMA8000BT Audio
is not consideration given to air- Panel • Cabin Light and LED NAV/STROBE Lights
condition but to heating in winter. • HID Landing and Taxi Light
The flight back was exactly
the route in reverse and joining the
patter on a left base leg Nick sat
the aircraft down beautifully in a VISIT US AT HANGAR 49, WONDERBOOM
stiff cross breeze. We pushed her AIRPORT AND ENJOY A GOOD CUP OF
in the hangar and left for York. COFFEE WHILE WE PREPARE YOUR
It had been a lovely day out but QUOTATION OR FINISH YOUR AIRCRAFT!
purely for enthusiasts. I have done shows
on both sides of the pond now and the
Americans are further ahead with the
entertainment value of these things. In Contact: Lande Milne - General Manager
the USA there is more for everyone to Tel: +27 (0) 12 543 3196 / 0106 | Cell: +27 (0) 66 472 7848
do whereby I felt in the UK it wasn't’ a Fax: + 27 (0) 86 731 6397
E-mail: L.Milne@venture-sa.co.za
Address: Adventure Air, Hangar 49, Wonderboom Airport
www.adventureair.co.za
????????
Next generation car/aircraft
Is it a The PAL-V Liberty in flight
is a gyrocopter, on the
helicopter? ground it is a three-wheeled
Is it a motorcycle thereby providing
owners with the best of two
motorcycle? worlds – transport in the sky
and on the ground without
the price tag for two.
As a gyrocopter it has a foldable
pusher propeller providing forward
thrust and a free-spinning rotor providing
lift. Directional stability is ensured
by twin boom-mounted tailfins. The
PAL-V (Personal Air and Land Vehicle)
reaches speeds of up to 180km/ph at
an altitude of 1 220m. Converting to a
Actually it is motorcycle takes a short 10 minutes
Technically it's not a car - it's a
neither but three-wheeled motorcyle that transforms
into a gyrocopter - but it is legal to drive,
both!
and fly, and switches between modes in
just 10 minutes. Once the engine stops,
JETcopter to test innovative propulsion
system and to build next generation copter
JETcopter, a VTOL ducts to four end points, that could be
vectored in any direction. This layout will
aviation startup, has enable the enclosed rotors housing area
announced the launch to create a lifting force and unload rotors
of tests of a new type in horizontal flights like airplane wings.
The compact enclosed rotors propulsion
propulsion system system will be safer in urban areas than
for VTOL aircraft. helicopters, and the achieved bigger
airflow speed could improve performances
This consists of two centrifugal air of next-generation VTOL aircraft.
turbines in enclosed housings, each 200 JETcopter will start tests on a mobile
cm (6.6 feet) in diameter, that will rotate platform shortly to measure generated
in opposite directions at a high RPM to airflow parameters, like speed, volume
create thrust similar to 11 meters (36 feet) and sound at various RPM, and to test
diameter helicopters rotors. The airflow airflow vectoring possibilities. Aircraft
from the turbines will be diverted by air with this propulsion system could open a
8 Vol.10 / No. 11- November 2018 Global Aviator
the propeller folds itself automatically
into the driving position. A simple
push of a button is all that is needed to
lower the rotor mast into the horizontal
position but the blades and tail need
to be stowed away by the driver.
How it works:
On the ground, the machine handles
somewhere between a motorbike and
a racing car - its chassis is built to lean
into turns, and the two-seater can
reach speeds of up to 180km/ph taking
under 8 seconds to go from 0 to 60.
The fuel tank holds 102 litres giving
it a range of 350 flight range or 1 200km
on the road. It is made from carbon fiber,
titanium and aluminum and weighs
680kg. Maximum Takeoff Weight is 910kg.
The two-seater PAL-V is powered by a
230hp, four-cylinder petrol engine. In
flight the rotors spin considerably slower
than a helicopter's blades and cannot
new class of VTOL aircraft, ´Copterplanes´;
efficient VTOL aircraft, that could be used
as air taxis for intra or inter cities routes
or as corporate or private high speed, safe
and efficient next-generation copters.
This new and more effective
propulsion system with automatic
leveling control, instead of manual
mechanical control, could allow
piloting VTOL aircraft easier and
simpler compared to helicopters, even
with an airplane pilot licence only.
JETcopter plans to build a conceptual
VTOL prototype within 24 months.
The company also developed a low
cost carbon fibre fuselage production
for the JETcopter and will use reliable,
powerful and inexpensive automotive
motors. The JETcopter is a unique and
feasible project, where all three main
VTOL aircraft components are ready
to install without big investments to
initial engineering. With 2 motors, each
400 hp and 1 000 kg empty weight, the
JETcopter has a high power/weight
ratio, 6-8 seats, VTOL-capacities, it will
be powered by automotive motors
and very low operational costs.
As a research and development
company, JETcopter invites interested
parties to take up contact for investing
in the exciting next-gen VTOL JETcopter
project. JETcopter engineered their own
air turbines, that can be much cheaper in
production than helicopter rotor blades.
A full-scale mock-up of the JETcopter
plan to be presented at the AERO 2019
aviation exhibition, the largest general
aviation trade show in Europe, in
Friedrichshafen, Germany, in April 2019. •
 Specifications
Crew: 1
Capacity: 2
Length: 4 m (13 ft 1 in)
with rotor folded
Width: 1.6 m (5 ft 3 in)
with rotor folded stall. If the engine fails, the lift generated of latest technology composite
Height: 1.6 m (5 ft 3 in) by its auto-rotating main rotor. Allows materials, to enable designers to design
with rotor folded the pilot to land safely. It takes off in less a machine light enough to fly yet
Empty weight: 680 kg (1,499 lb) than 165m and needs 30m to land. strong enough for road use. Stability
Gross weight: 910 kg (2,006 lb) To drive and fly the PAL-V One on the road is made possible by a
Propellers: 2-bladed owners must have a driving license mechanical-hydraulic articulated rear
Performance and a Sports Pilot Certificate suspension which enables the machne
Maximum speed: 180 km/h (112 mph; 97 kn) Manufactured by PAL-V Europe to lean into turns like a motorcycle.
Stall speed: 0 km/h; 0 mph (0 kn) NV, based in Raamsdonksveer in With the gyrocopter/motorcycle
Vne: 180 km/h; 112 mph (97 kn) the Netherlands, the PAL-V uses already available, the manufacturers
Range: 354–507 km; 191–274 an autogyro flight system, with the say they have already been approached
nmi (220–315 mi) in- engine spinning a rear-facing propeller by mine operators in India and
flight; 1,210 km; 650 and an auto-rotating, retractable Australia who are looking for a
nmi (750 mi) on land main rotor to generate lift. more cost-effective way to transport
It has the increased availability employees to and from mines. •
Heli Component Overhaul
Helicopter Maintenance

AMO’s in Africa
Bell Heli Components

Design Organisation
Sheet Metal Work

Structural Repairs

R22 and R44 only

Weight / Balances
Turbine Engines

Refurbishments
Electrical Work

NTCA Aircraft
Piston Engines

NDT Testing

Instruments
Inspections
Fixed Wing

Propellors

Overhauls

Seat Belts
Rebuilds
Avionics

Interior

Company Code Telephone E-mail or Fax

Paint

WONDERBOOM AIRPORT
Aero Engineering & Powerplant - No 227 012 540 0948 nt.aep@iafrica.com
•
•

•
•

• Aircraft braking systems repaid/overhaul

AviSys Aviation Systems (ABSC, Honeywell, Bendix, Goodrich and
• Flexible hose build-up
• Landing Gear Repair
O.R Tambo International Airport Meggitt) and overhaul
Telephone: 083 442 5884 • Aircraft main and nose wheel assemblies for • Engine fire bottles
above makes HPT, service, fill
E-mail: dewald@avisys.co.za / Website: www.avisys.co.za • Helicopter servo actuator repaid & overhaul and re-charge
AMO No: 1089

Aero Electrical Solutions
Tel: (011) 701 3200 danie@aeroelectrical.co.za
Tel: (021) 934 5373 capetown@aeroelectrical.co.za
Website: aeroelectrical.co.za
AMO No: 1011 We travel to any destination for MPI's and repairs
We specialise in: • Overhaul/Repair DC/AC Electrical, Magneto/Ignition equipment
• Full battery workshop - NiCad and Lead acid batteries
• Aircraft electrical modifications and installations
Avionics: • Avionic Installation, incl TCAS and RVSM
• Avionic Bency Repair x-Work
AGENTS FOR ACK ELT'S

Global Aviator November 2018 / Vol.10 / No. 11 9

World airport news
London Oxford Airport welcomes
newest tenant - The Children’s Air Ambulance
London Oxford Airport has
welcomed The Children’s
Air Ambulance and its
Leonardo AW169 intensive
care-equipped helicopter
as a new tenant. Citing
its convenient location,
enabling the charity to
work with its NHS partners
across the south of the
country, London Oxford
Airport was determined as
its ideal southern base.
10 Vol.10 / No. 11- November 2018
TCAA will from hereon in be
launching missions from London
Oxford Airport, with its high-speed
transfer service and will help to save
young lives by working with specialist
NHS transfer teams. The new London
Oxford base complements the charity’s
new north of England location at
Doncaster Sheffield Airport.
Housed in one of London
Oxford’s newly refurbished hangars
and complete with a new helicopter
parking stand, TCAA is basing one
of its two new, dedicated paediatric
intensive care-equipped AW169s at
the airport. The bespoke equipment
on-board includes a specially designed
Global Aviator
stretcher system and clinical interior,
incubator and extra seat for a parent
to be able to accompany their child.
Since its operational launch in 2012,
the charity and its clinical partners have
completed more than 300 missions.
It is anticipated that the new base at
London Oxford will enable the charity
to meet more needs and increase its
missions to around 600 per year.
Andi Alexander, Managing Director
of London Oxford Airport commented:
“We have been talking to TCAA for two
years and are delighted to have reached
a point where we now have this fantastic
helicopter based here at the airport. We
wish them well and hope to help where
 we can in raising awareness of the great
service they are providing for paediatric
and neonatal patients and the need for
rapid and comfortable transportation
for those who are critically ill.”
TCAA Director of Operations
Richard Clayton added: “This is the
culmination of a long and difficult
journey to provide this unique service
and I am very proud to see it come
to fruition and of all those involved
in making the dream in Oxfordshire
a reality. Our new London Oxford
location means we can work even more
closely with our NHS Clinical Partners,
enabling us to deliver the highest
level of paediatric neonatal care to the
southern regions of the country.”
“We are very proud to launch
our service in Oxfordshire. We are
looking forward to working with
supporters from across the region
to ensure we’re able to keep our
aircraft flying, keep hope alive and
importantly, keep families together.”
TCAA’s AW169 helicopters represent
London Oxford Airport has welcomed
The Children's Air Ambulance and its Leonardo AW169
Global Aviator
the only flying intensive care units in
the country dedicated to transferring
critically ill children and babies from
local hospitals to specialist paediatric
and neonatal treatment centres.
The charity is funded entirely by
donations and works closely with nine
NHS Clinical Partner Teams such as the
Southampton Oxford Retrieval Team
(SORT), Southampton Oxford Neonatal
Transfer service (SONeT), South Thames
Retrieval Service (STRS), Western
Acute Transfer for Children (WATCh)
and Newborn Emergency Stabilisation
and Transport Team (NEST).
The Children’s Air Ambulance
joins a growing number of airport
tenants choosing London Oxford as
a base. Among the newest arrivals
are group purchasing organisation
AVIAÂ, which has just moved into
larger premises in Hangar 14, Bay
4 and technology provider hullo
Air Crew, which connects business
aviation operators with aircrew for
freelance and contract flights. •
November 2018 / Vol.10 / No. 11 11
Pic: Mike de Villiers

Crystal Class

PC-24
arrives in
South Africa
Pic: Mark Mansfield

by Mark Mansfield

12 Vol.10 / No. 11- November 2018 Global Aviator

 PILATUS PC-24
The latest offering from Pilatus – the
Pilatus PC-24 SVJ (Super Versatile Jet)
arrived in South Africa recently and
is here to stay.
Sporting the new Crystal Class logo from Pilatus,
signifying its uniqueness and dubbed as a ‘Super Versatile
Jet”, the Pilatus PC-24 is currently one-of-a-kind in its
class. It is the only aircraft that combines the versatility of a
turboprop with the cabin size of a medium-light jet, and the
performance of a light jet. Two very unique features of the
PC-24 that make it very attractive to African customers is its
ability to utilise dirt strips as well as its large cargo door.
Africa is the perfect environment for the PC-24, with
its testing terrain and challenging runways, and we are
honoured to be the first business aviation operator to manage
the aircraft in the region. ExecuJet’s worldwide commitment
to service excellence makes us industry-leading in our field,
which is testament to all the hard work and dedication
exhibited by our staff and partners. We are looking forward
to welcoming the aircraft when it arrives at our Cape Town
facility.”, said Gavin Kiggen, Vice President Africa, ExecuJet.
The first PC-24 to arrive in SA was sold to a Cape Town
based client by the official Southern African Pilatus agents -
Pilatus PC-12 Centre Southern Africa based at Rand Airport,
Germiston - and will be operated on behalf of the new owner
by ExecuJet based in Cape Town. ExecuJet is the first business
aviation company to operate and manage a Pilatus PC-24 Super
Versatile Jet in Africa, and will also be responsible for the aircraft’s
day-to-day management and operations. All maintenance
will be carried out by Pilatus PC-12 Centre Southern Africa.
The PC-24 will be available for charter and offers clients
the latest in in-flight entertainment and connectivity. With
up to eight passengers, departing Cape Town, the aircraft
can reach Angola, Zambia, Malawi, and Mozambique.
Flying from ExecuJet’s FBO at Lanseria International
Airport in Johannesburg, passengers can reach the DRC,
Tanzania, Kenya and Mauritius, according to Pilatus.
The aircraft was ferried all the way from Buochs
airfield, Switzerland, the home base of Pilatus aircraft
and its route took the PC-24 and its new owner on a
business trip through Africa. Excluding the business
stops along the way, total ferrying time was 15 hours.
Tel: +27 11 516 2300 / Tel: +27 82 330 7399 (24 hrs)
charter@execujet.co.za / www.execujet.com
To contact Pilatus South Africa please see their advert on outside back cover

The well appointed interior - Pic: Mark Mansfield The cargo hold is a trademark of Pilatus opening wide for easy loading - Pic: Mike de Villiers

Global Aviator November 2018 / Vol.10 / No. 11 13

Aircrtaft engineer shortages
The lack of means to service
engines could take a toll on the
aviation industry
“Timely maintenance,
whether scheduled or
unscheduled, is essential
for the smooth operation
of commercial airlines and
ensures they can fly on a
dependable schedule.
The two components of maintenance
are the aircraft itself and the engines. Not
all MRO facilities are equipped to also
perform engine maintenance as special
facilities and certifications are required.
Currently, engine shops
worldwide are facing a lack of capacity
and a large backlog of work.
As new aircraft and new engines
are continually rolling off the assembly
line, the bottleneck of engine maintenance
shops will only grow larger unless
there is concerted effort placed on the
future development of engine shops,”
describes Gediminas Ziemelis, Chairman
of the Board at Avia Solutions Group.
Growing backlog
There are many certified engine
maintenance shops worldwide
with highly trained crews requiring
special certifications to be able to
work on the engines of aircraft.
The high demand of engine
maintenance leads to engine shops
having a backlog of work scheduled
out months in advance leading to some
aircraft staying grounded longer than
originally scheduled, culminating in
ballooned maintenance costs for the
airlines and delays in getting the aircraft
airborne. According to the MRO-
network, airlines have as much as 10%
of their fleet grounded for maintenance
and technical reasons every day.
Non-operational aircraft are grounded
not only from large maintenance backlogs
but also because of the complexities of
working with different engine types. The
A318, for example, can be fitted with
either the CFM56-5B or PW6000 engines
despite only having 64 of these aircraft
flying. Of the 64 aircraft still in service
three A318s are grounded for engine
14 Vol.10 / No. 11- November 2018 Global Aviator
Gediminas Ziemelis
maintenance. The A319/320/321 family
has the option to run on the CFM56-5B or
IAE V2500 engine platform.
From this family of aircraft, at the
moment, there are 192 not flying.
The examples given were only a small
selection of Airbus aircraft. If we expand
our criteria to say, the Boeing 737NG
equipped with the CFM56-7B engine,
that adds an additional 87 aircraft down
for engine maintenance. “Even with new
engine shops opening up worldwide there
will still be at least 100 aircraft remaining
non-operational,” states Ziemelis.
Engine values soaring
Mr. Ziemelis goes on to explain that it
has been generally accepted that at the
beginning of its lifespan an aircraft’s
engine accounts for 20% of the total cost
of an aircraft while near the end of the
aircraft’s lifespan the engine accounts for
80% of the total value. But according to
FlightGlobal, these statistics do not hold
up for the modern generation of airliners;
the A320neo and 737 MAX have engine
value starting points that account for
greater than 50% of the aircraft value.
A projection of a 10-year-old Leap
powered A320neo or 737 MAX places the
engine as having 90% of the total value of
the aircraft. If the market continues on its
current course engine maintenance will
grow to occupy an even larger percentage
of the MRO market. A shift in the value of
the engines means a shift in the paradigm
of the value of engine maintenance. There
are currently 9,986 combined firm orders
for the A320NEO and 737MAX. With 72%
of the worldwide 2036 fleet expected to
be narrow-bodies, the engines that power
the aircraft will be making up a large
percentage of the total commercial aviation
market cap, so it is imperative there be
enough maintenance capacity and that the
costs of spare parts remain reasonable.
Increasing maintenance costs
As aircraft engines gain a higher ratio of
the value in aircraft, maintenance prices
are going up. While new engines may
come with an initial discount, OEM’s
recover the lost profit and cover the cost
of research and development through
the sale of used engines and spare parts.
According to an analysis by FlightGlobal,
over a 17-year period, life-limited parts
and engine overhaul costs have increased
by 250% and 150% respectively, greatly
exceeding the consumer price index.
As engines become more reliable,
the time between overhauls is increasing
so when aircraft do come in for engine
maintenance the costs are greater
since the OEM needs to recover more
money. Gediminas Ziemelis continues
on to state, “For the industry, this
means, when an airline is considering
modernising its fleet, placing an order
for new aircraft may represent the more
economical option after considering
initial discounts and that the value of
their engines will increase over time.”
Shifting maintenance models
Within the industry, there is a need to be
able to develop a means of more affordable
parts acquisition. In the near future,
there is a possibility that it will be more
economical to scrap aircraft as young as
ten years old to part out the engine. This
method is dangerous, since, after a short
period, the supply of aircraft would be
low which could drive ticket prices up.
For example, according to the MRO-
Network, of the 832 Trent 700 engines that
are in service today, it is expected the MRO
demand for maintenance on these engines
will cost $46.6 billion over the next ten
years. Components will account for the
majority of the demand, costing as much
as $14.3 billion. New maintenance models
gaining popularity are aimed at relieving
steep maintenance costs such as pay per
hour programs which standardises the
maintenance schedules and provides
predictable pricing with guarantees of part
replacements. Engines can only make a
profit for operators when they are on-wing
which reduces downtime and provides
stable maintenance environments, like
those provided by pay per hour programs,
helps operators accurately forecast
maintenance time and reduce costs.
The MRO of the future
The competitive nature of the
commercial aviation industry means
that any inefficiencies are quickly
weeded out by the competition. As a
backlog of engine maintenance work
is keeping aircraft on the ground,
new engine maintenance facilities are
popping up in countries all around the
world with competitive turnaround
times and international certifications.
As engine values soar, driving
up the cost of engine maintenance,
new maintenance models are
changing the way the industry thinks
about engine maintenance and in
the process stabilizing costs and
Global Aviator
streamlining the supply flow.
Engine maintenance is changing,
moving towards a more data-
driven analytical and diagnostic
connectedness that is currently
experiencing growing pains that will
undoubtedly be solved in the near
future. “With these changes comes
the opportunity for MRO facilities to
establish new cost-efficient systems
that prepare them to make the most of
the future,” concludes Mr. Ziemelis. •
November 2018 / Vol.10 / No. 11 15
???????? news
Industry
ATNS appoints
interim CEO
Johannesburg, South Africa: 03
October 2018: Air Traffic and
Navigation Services (ATNS) SOC
Limited’s Board of Directors,
under the Chairmanship of
Mr Simphiwe Thobela, has
appointed Thomas Kgokolo,
as interim ATNS CEO.
According to the Board
Chairman, Kgokolo’s exceptional
qualities made him a perfect choice
to lead ATNS. “The first is his
concern for safety and his vision
on how it may be addressed within
the industry. He is quite frank
about how performance-based
targets can be achieved. Secondly,
he has shown extreme respect
and compassion in what he does
and expect to be done. Always
courteous and willing to learn, he
is a man of great integrity” says
Thobela. He concluded “Once
these specific traits are evident in
an individual, it means that a good
and perfect choice has been made”.
ATNS has and continues
to make an indelible footprint
within the global aviation
industry – through its product
and service offerings and above
all, its clear intent in becoming a
key component of a continental
collective that is striving for
safer African skies. As part of
an accelerated journey into the
digitized and artificial intelligence
space, an energized, innovative
and compassionate workforce is
Rolls-Royce celebrates with
South African Airways Technical as its first
lease engine storage facility opens in Africa
Rolls-Royce and South African
Airways Technical celebrated the
opening of Rolls-Royce’s first
lease engine storage facility in
Africa, further developing its
global service support network to
deliver improved aircraft
availability.
The event was supported and
attended by the United Kingdom’s
Trade Commissioner for Africa, Emma
16 Vol.10 / No. 11- November 2018 Global Aviator
needed. Inclusive in the package
that a company of ATNS’s stature
brings to the industry is strong
and sustainable relations with its
key stakeholders. These are its
shareholder, staff, industry partners,
major suppliers, local communities,
research and institutions of
higher learning, among others.
Mr Kgokolo is a Chartered
Accountant and holds an
MBA degree from the Gordon
Institute of Business Sciences, a
B Compt Honours and B Com
degree in Accounting Sciences,
from UNISA and University
of Pretoria respectively.
The past CEO’s contract ended
in June 2018 and was extended for
a further three months, ending
September 30. The recruitment
process of a new CEO is underway.
Prior to his appointment
as the acting CEO, Mr Kgokolo
was an ATNS Board Member
and served as a Member of the
Audit and Risk Committee. •
UK's Commissioner for Trade in Africa, Emma
Wade-Smith OBE with Kevin Evans, VP Customers
Africa, Rolls-Royce (left) and Andrew Harper, VP
Industrial Participation, Rolls-Royce (right).
Wade-Smith OBE and Ms Thandi Phele,
the Acting Deputy Director General
at the South African Department
of Trade and Industry responsible
for industrial development.
The facility, based in the SAAT
site at Johannesburg’s Oliver Tambo
International Airport, the busiest airport
in Africa, is capable of storing a full range
of Rolls-Royce engine types to meet the
requirements of airline and business jet
customers based or operating in Africa.
It can house every type of Trent engine,
including the Trent 7000 which will soon
power the Airbus A330neo into service.
Rolls-Royce is providing technical
training to SAAT staff to enable them to
conduct work on engines in storage. The
shared vision is that SAAT mechanics
will in time be capable of performing a
range of inspection and on-wing services
to Rolls-Royce customers in Africa.
Kevin Evans, Rolls-Royce, Vice
President Customers Africa, said: “The
opening of this facility marks the start
of a journey that will see SAAT play an
expanding role in our development of
availability services across Africa as it
increases its capability. We have worked
closely with South African Airways for a
number of years, and we are delighted to
be working with them on this initiative.”
Wellington Nyuswa, SAAT CEO
(Acting), said: “This agreement enables
us to demonstrate our capabilities to
Rolls-Royce, with whom we’ve had a
long-standing relationship as well as
to other outside parties. It dovetails
with our strategy to seek further
revenue generating opportunities, and
will enable our vision to be Africa’s
leading world-class Maintenance,
Repair and Overhaul company.”
Thandi Phele, the Acting Deputy
Director General of the South African
Department of Trade and Industry (the
dti), said: "The dti, through its agreement
with Rolls-Royce in the National
Industrial Participation Programme
(NIPP), has forged a partnership that
will yield mutual benefits over the
next few years. The NIPP, as a lever of
government procurement is a policy
aimed at leveraging opportunities to
develop industrial capabilities that will
drive industrialisation towards the
fulfilment of job creation and economic
growth. In terms of this project South
African Airways Technical (SAAT)
will acquire critical technical training
from Rolls-Royce that will enable them
to support Rolls-Royce customers.
We believe that SAAT is perfectly
positioned to be able to do that, and
we look forward to a long and lasting
relationship with Rolls-Royce." •
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Global Aviator November 2018 / Vol.10 / No. 11 17

Industry awards for excellence
Norwegian named Low-Cost
Airline of the year at
Annual Aviation Industry Awards 2018
Norwegian, the third largest
low-cost carrier in Europe,
has been named the Low-
Cost Carrier of the year at the
Annual Aviation Industry
Awards, VIP initiative of
AIR Convention Aviation
Forum, which took place
on September 26th, 2018
in Vilnius, Lithuania.
Aviation Industry Awards recognized
the brightest commercial aviation players
and projects within two main sections:
“Business” and “Innovation”. Winners
were chosen by over 70 000 worldwide
voters, who gave their votes in an intense
competition, and were announced during
the ceremony, which was followed
by exclusive GANG Afterparty.
With the total number of 16 airlines
nominated in the Low-Cost Carrier
of the year category, only four were
competing in the second round of
Above: Norwegian representative, Lars Sande, Senior Vice President of Sales &
Distribution, received the award.
18 Vol.10 / No. 11- November 2018
Skaiste Knyzaite, Managing Partner of AeroTime
Media Group, organizer of the awards.
voting. The award honored Norwegian,
which got ahead of Wizz Air, EasyJet
and Blue Air by gaining a majority of
votes. Norwegian representative, Lars
Sande, Senior Vice President of Sales
& Distribution, received the award.
“Annual Aviation Industry Awards
were established to honor the companies
offering the most innovative and efficient
solutions to the problems in commercial
Global Aviator
aviation”, comments Skaiste Knyzaite,
Managing Partner of AeroTime Media
Group, organizer of the awards. “We
wanted to acknowledge companies
investing most effort. Now we hope
this was the first step leading to a long-
lasting annual tradition,” she says.
Long-Haul category included 23
nominees with four finalists − Emirates,
Lufthansa, Qatar Airways and Turkish
Airlines. After summarizing all votes
in the final round, the award went to
Lufthansa. One of the biggest competition
for “Aircraft manufacturer of the year”
award went to Airbus, awarded not
only for contribution to the industry,
but for recent innovations as well.
The most progressive solutions
in airport infrastructure development
were highlighted within the category
for most advanced airport, regarding
both customer and employee experience.
“Airport of 2018” nomination was
a competition between the busiest
aviation hubs, including Changi Airport,
Schiphol Amsterdam Airport, Dubai
International, and Munich Airport.
As a result of independent voting,
Changi Airport pulled off a win.
The award for the best training
center went to OSM Aviation, the first
company to offer Total Crew Management.
“Step forward in aviation training” was
another category to unveil best players
in aviation training, this time focusing
on the most outstanding initiatives -
and Synapse Aviation got the award.
ETS Environmental Technologies
Solutions received the recognition in
the category “Eco-product of the year”
for the two presented products offering
better aircraft exterior and interior
cleaning. The project “Girls in aviation
day” was acknowledged as “Diversity
and Inclusion” category winner - this
project is an annual initiative, launched
in 2014 with the intention to educate
girls about their career opportunities
in aviation and aerospace industries.
The award for “Innovation and
technology: Breakthrough of the year”
was given to TESTIA, Airbus company
that provides aero structure testing and
Non-Destructive Testing (NDT), and sets
its goals to ensure future and present
innovations. “Most captivating marketing
project of the year” became the SunExpress
Multichannel marketing campaign.
Aviation Industry Awards took place
at Energy and Technology Museum, in
the unique venue of Vilnius. The awards
were the VIP initiative of AIR Convention
Commercial Aviation Forum, one of the
biggest aviation networking events that
took place as the two-day’s conference and
exhibition on September 26-27, 2018. •
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From the desk of....
Commercial Aircraft
to Replace Current Satellites
A more connected world
makes the globe shrink.
Increasingly people are
gaining internet access at
an exponential rate, and
it is changing the way
of life. Our devices are
becoming progressively
more connected through
the IoT (Internet of things).
But this is not some advanced
technology that will affect only the first
world. Internet access is becoming the
standard rather than the exception,
but this has not always been the case.
Around the world, there are still 4
billion people without internet access.
One of the challenges in bringing
internet connection to these people
is the prohibitive costs of launching
20 Vol.10 / No. 11- November 2018 Global Aviator
Gediminas Ziemelis:
satellites to cover regions that would
be of negligible commercial value.
There are also other considerations
as satellites provide additional valuable
services such as aiding navigation
or monitoring the environment
and meteorological conditions.
Despite clear value, there are
still large parts of the world that
go without proper coverage. With
advancements in aircraft payload
capabilities and the rapidly growing
number of flights, commercial aircraft
should fulfill the growing need of
satellites within 20 years at nominal
costs while yielding excellent results.
Aircraft gaining a
new commercial function
At any given time, there are
approximately 8000 airborne
aircraft providing a combined
coverage of more than 2 million
m² over all parts of the world.
The current global fleet of aircraft
is greater than 31 000 aircraft and
by 2037, the global fleet of aircraft is
expected to be close to 63 000 with
more flights forecast to fly over
barren parts of the world – where a
large portion of the population lacks
a solid internet infrastructure.
An aircraft equipped with special
transmitting devices flying at an altitude
of 11 km (normal cruising altitude) will
be able to function just the same as a
traditional satellite at a fraction of the
cost. Retrofitting current aircraft with
necessary devices can cost very little
compared to the millions satellites cost
and due to the frequency of flights can
provide uninterrupted coverage. The use
of aircraft to provide internet services
will improve connections around the
globe as they also fly over places, which
are not connected today. Since there
are few overhead and maintenance
costs, the price for the end user will be
insignificant, and airlines will benefit
from an additional revenue source.
The technology needed for this feat
is not new, as installing 600 000 USD
worth of equipment in aircraft today
enables aircraft to send and receive
using the internet. The next step in the
natural evolution of connecting aircraft
will enable them to be transmitters
of services and not just receivers.
Astronomical cost of satellites
There are 1 980 active satellites currently
in orbit around the earth. With the
exception of GPS and Iridium satellites,
most are custom built. The process
to build a satellite is long, expensive,
and can take years from initial
conceptualization through to completion.
Even GPS satellites that have
many copies face a similar path and
timeline. Launch into space is not
without risks either as the only current
options to access space is through
hazardous rocket launches. A rocket
launch can cost over $400 million
and needs to take a geosynchronous
satellite up to an altitude of 36 000
kilometers, well beyond the Karman
line which marks the boundary
between Earth and space at 100 km.
Even after a successful launch,
the satellite still needs to deploy and
to transmit internet and television
services will make a large portion
of current satellites irrelevant and
will do it at orders of magnitude
cheaper than current options.
The extreme cost of satellites
means only the wealthiest companies
can offer their services but once
that same technology is installed on
aircraft, there will undoubtedly be a
massive disruption to the industry
and will result in a revolution similar
to the way commercial aircraft
revolutionized global travel. •

FlightSafety and Global Simulation

become fully operational. A small defect
can be catastrophic, as satellites cannot
be retrieved. Additionally, satellites
have limited abilities to update so awarded a contract for 10 Mixed
the technology used on expensive
satellites can become obsolete during Reality Training Systems
the early part of its service life.
Even if everything goes according The new training systems for the T-38C Talon programme will be installed at
to plan, the question remains as to Euro-NATO Joint Jet Pilot Training (ENJJPT), 80th Flying Training Wing,
whether or not satellites are overkill in Sheppard AFB, TX early in 2019 with training expected to commence in
some scenarios. While some specialized March. The 80th Flying Training Wing hosts the world’s only internationally
military missions can only be achieved manned and managed pilot training programme.
from space, the argument can be made
that satellites are overkill for many The systems will support ENJJPT and Introduction to Fighter Fundamentals
civil and commercial missions. (IFF) offering Air Education and Training Command (AETC) its first mixed reality
With the constant advancement flight training system.
of technology and the miniaturization “FlightSafety’s Mixed Reality Flight systems provide an immersive training
of electronics, more efficient methods experience that enhances and accelerates pilot and crewmember training in a
of connecting the globe and providing variety of learning environments,” said Ray Johns, Executive Vice President.
internet access are becoming available. The mixed reality experience is delivered through a headset that is integrated
with FlightSafety’s VITAL 1100 Visual System, offering the same high fidelity
virtual environment utilized in the Air Force’s existing T-38C Talon and T-6
Lowering the price Texan II as well as numerous other USAF flight training devices. This new
Despite the astronomical costs of advanced technology system enables the user to see and interact with a virtual
launching a satellite, the race is still on cockpit, checklists, and notes within a specific flight environment. It offers
for aircraft to replace satellites before customised flight controls for fixed-wing aircraft as well as rotary wing aircraft.
satellites become cheap enough to The system is comprised of commercial-off-the-shelf components and
compete with aircraft. The average cost utilises the latest advances in technology. It includes a high resolution pass-thru
to launch a satellite is 422 M USD, but camera that enables pilots to interact with a real world environment. The VITAL
SpaceX’s reusable rockets have gotten the 1100 image generator can present an extensive variety of existing visual databases
price down to only 65 M USD providing or those provided by the operator. The system is easily transportable and can be
savings of over 300 M USD. The trend operated without an internet connection. •
of making space more affordable is
opening up new possibilities. Another
example of this is the commercial
space company Rocket Lab, which
has proven its ability to launch small
satellites into orbit for 5 M USD. While
they have a considerably smaller
payload capacity, when compared to
SpaceX, Rocket Lab is fulfilling the
niche of launching small satellites
and CubeSats that have gone mostly
unserved by previous launch providers.

New frontier in
broadcasting services
Even with the trend of rapid cost
savings in the space launch industry,
it is questionable whether or not
companies like SpaceX and Rocket
Lab will even prove profitable when
current aircraft can replace the
majority of satellite capabilities.
Aircraft equipped with the ability

Global Aviator November 2018 / Vol.10 / No. 11 21

Airline
????????accidents
32 Minutes of Panic
Japan Airlines Flight 123
by Yolandie De Yager
What began as a happy
and festive time, quickly
turned into tragedy as 520
people lost their lives when
Flight 123 crashed into a
mountain and disintegrated.
What could have happened to cause
such a disaster, less than 15 minutes into
the flight?
Japan Airlines flight 123 was a
scheduled domestic passenger flight on
its way to Osaka International Airport
from Tokyo’s Haneda Airport.
22 Vol.10 / No. 11- November 2018 Global Aviator
The flight was around the Obon
holiday – a three day holiday period in
Japan, and all over the country people
were travelling to their hometowns and
families gathered for the festive period.
The aircraft was a Boeing 747SR-46, a
short range airplane specifically designed
by Boeing for the internal Japanese market
and the frequent take-offs and landings
entailed. With registration number JA8119,
it’s first flight on 28 January 1974. Powered
by four Pratt & Whitney JT9D-7A engines,
the aircraft had more than 25 000 frame
hours and more than 18 000 cycles (one
take-off and landing equals one cycle).
Operating the aircraft on the day
Map indicating the route of Flight 123 from Tokyo
International to Osaka, as well as the point where
the accident occurred.
was Captain Masami Takahama (49) a
veteran pilot with a total of approximately
12 400 flight hours. He also served as
training instructor for First Officer Yutaka
Sasaki (39) with a total of approximately
4 000 flight hours. He was in line for a
promotion to become a captain; Flight
123 was one of his training flights. Also
in the cockpit was 49 year old veteran
flight engineer, Hiroshi Fukuda.
On Monday, 12 August 1985, with 509
passengers and 15 crew on board, Flight
123 took off at 18:12 local time for the fifth
of its six planned flights for the day.
At 18:24, 12 minutes after take-off
whilst climbing steadily over Sagami
Bay, something went seriously wrong. A
sudden and unusual vibration occurred,
although no sound of an explosion was
heard. Somewhere in the rear of the
fuselage a fracture had occurred, misting
the atmosphere in the cabin. The rapid
decompression of the aircraft caused the
ceiling above the rear lavatory to come
down. As oxygen masks dropped from the
ceiling, panic ran through the passengers.
In the flight deck, the cabin
pressure warning began to beep.
Another light warned the flight
engineer of hydraulic pressure loss and
on top of it all, the crew also received
indications that there were problems
with the R5 door. The crew set the
transponder to send out a distress signal.
The crew was told to descend and
follow emergency landing vectors. It
was also suggested that they divert
to Nagoya Airport, but because they
had control problems the Captain
declined and requested to turn back
to Haneda Airport. As the First Officer
tried to make a right turn (a prelude
to turning back), the controls and
rudder pedals were unresponsive.
Whatever had happened in the
tail fractured all four hydraulic lines.
Out of Control
A new wave of terror and panic was sent
through the passenger cabin when the
plane entered a “Dutch Roll” as well as
a Phugoid cycle. (Phugoid – when the
plane pitches up and climbs and then
pitches down and descend), these actions
caused the plane to be uncontrollable.
The pilots juggled delicately with the
engine thrust levers in an effort to gain
control of the direction the plane was
heading but direction wasn’t the only
problem that they had to deal with - speed
was another. In order to take some control
of the plane, they released the up-locks on
the landing gear electronically, allowing
gravity to pull the undercarriage down.
Flight 123 slowed a little and began
to descend.
At approximately 18:47, a new
problem loomed visible through the
windscreen of the aircraft – a mountain.
As the aircraft continued its steady decent
towards the mountain, the crew used the
auxiliary electrical system to lower the
flaps, coupled with a burst of engine power
Flight 123 lifted clear of the mountain.
When the plane descended to
13 500 feet, the pilots reported an
uncontrollable plane.
At around 18:53 and approximately
13 000 feet the aircraft entered an
uncontrollable and rapid descent into
the mountains. For three final minutes,
Captain Takahama and his crew wrestled
with flaps and power settings but at 18:56,
Flight 123 disappeared from radar.
In those horrifying final moments,
the aircrafts wing clipped a mountain
ridge during the rapid plunge, it then
struck a second ridge, flipped and landed
on its back, bursting into flames.
The Rescue Mission
Due to the remote and treacherous
location of the crash site, rescue attempts
were very difficult. Throughout the
night, firemen who were set up at an
emergency base below, climbed up the
mountainside and in the morning they
were joined by paratroopers who were
winched down from helicopters.
Only 14 hours after the crash were
rescue crews able to reach the site. Of
the 524 people on board Flight 123, only
4 survived. According to medical staff,
bodies were found with injuries that
suggested that they had indeed survived
the crash, but later perished either from
shock, the cold in the mountains or from
injuries that would not have been fatal
if attended to earlier. The full horror of
what happened was also reflected in the
hastily scribbled messages of farewell
by passengers, to their loved ones.
Below is a transcript
of flight 123’s final seconds
18:55:55 CA: ”Power, power”
CA: “URV”
CA: “Flap”
FO: “I am retracting it”
CA: “URV”
18:56:05 CA: “Raise nose”
CA: “Raise nose”
CA: “Power”
18:56:14 GPWS: “Sink rate, pull
up, pull up, pull up, pull up”.
18:56:19 CA: “URV”.
GPWS: “Pull up, pull up”.
18:56:23 (sound of collision
with first peak)
GPWS: “Pull up, pull-up”.
18:56: 26 (sound of impact
on the second peak)
18:56:28 (tape ends)
Ruptured Bulkhead and Cracks
The main cause of the terrible accident
was the fact that just after take-off, the
aircraft's aft pressure bulkhead burst
open, causing a rapid decompression of
the aircraft, damaging the unpressurised
fuselage aft of the bulkhead, severing
all four sets of hydraulic lines and
unseating the vertical stabiliser. With
the hydraulic lines damaged and fluid
spilled from the lines this rendered
all the hydraulic systems useless.
The damage caused to the rear of the
Global Aviator
plane included a portion of the vertical
fin measuring 5m, together with the
section of the tail cone which contained
the auxiliary power unit, to be ripped off.
Now you are probably wondering,
what caused the bulkhead to rupture?
It all started seven years earlier…
The aft pressure bulkhead burst
open due to a pre-existing defect. In
June 1978, the airplane had a landing
incident at Osaka Airport. During
this incident, the plane suffered a tail
Above: A Cenotaph (Monument) erected in
memory of the victims of Flight 123.
scrape – the rear pressure bulkhead
had been damaged, but the repair after
the tail strike was a little faulty...
A double plate had been riveted to the
bulkhead in order to strengthen it, but what
they probably didn’t notice, was that a tiny
gap, no more than 0,9mm wide had been
left. The improper repair was also not in
line with the approved repair methods. To
reinforce/strengthen a damaged bulkhead,
the correct method would be to use one
continuous splice plate, with three rows of
rivets (a permanent mechanical fastener).
However in this case they had to
cut the plate into two pieces (parallel to
the crack it was intended to strengthen)
“to make it fit”. By cutting the plate
in this way you are reducing the parts
resistance to fatigue cracking.
During normal flights, the
bulkhead slowly and gradually started
to crack near the row of rivets that was
holding it together and when it finally
failed on 12 August 1985, all hell broke
loose. (In a manner of speaking).
It remains the deadliest single aircraft
accident in aviation history.
It is also the second deadliest
involving a Boeing 747 and after the
Tenerife accident in 1977, the second
deadliest aviation accident. •
November 2018 / Vol.10 / No. 11 23
Industry news
Air France-KLM
appoints Air Canada
Exec As CEO
Air France-KLM has selected Air
Canada executive Benjamin
Smith as its new CEO, the first
time a non-French candidate has
been appointed to the position.
Smith, who is currently Air Canada’s
chief operating officer, will start work at
the airline group by the end of September.
Air France said Smith has played
a major role at Air Canada over the
past two decades and his priority will
be to “revitalise” the airline and to
work on a new leadership approach.
The airline said he has “defined
and implemented Air Canada’s
transformation strategy over the past
decade… and redefined Air Canada’s
hub strategy, creating three major hubs
to align with the airline’s key markets.”
He was also the prime mover behind
low-cost carrier Air Canada Rouge.
“I am well aware of the competitive
challenges the Air France-KLM Group
is currently facing and I am convinced
that the airlines’ teams have all the
Emirates denies plans
to take over Etihad
Dubai's Emirates Airline
denied reports it is in talks
to acquire struggling Abu
Dhabi carrier Etihad.
Bloomberg News reported state-
owned Emirates, the leading airline in the
Middle East, was in "preliminary" talks
to take over Etihad - a move that would
potentially create the world's largest
airline in terms of passenger traffic.
24 Vol.10 / No. 11- November 2018 Global Aviator
strengths to succeed in the global airline
market,” Smith said in the statement
announcing his appointment.
“I am approaching this new challenge
with my passion for the aviation sector
and with my deep willingness to listen
to all stakeholders,” he added.
Previous chief executive Jean-
Marc Janaillac resigned in May after
failing to persuade Air France staff
to accept a four year pay deal.
Air Canada congratulated Smith on
his appointment and thanked him “for his
significant contributions in many various
roles at Air Canada over the past two
decades.” Smith will officially leave the
Canadian airline at the end of the month. •
Contacted by AFP, Emirates
and Etihad denied the report, with
spokespeople for both airlines saying
there was no truth to the "rumour".
Etihad Airlines, based in Abu Dhabi,
has battled to break even. The company
announced losses of $1.87bn last year,
linked to its partial purchase of Alitalia.
Emirates in May reported its net
profits had more than doubled in 2017,
linked mainly to a rise in cargo as well
as the layoff of some 3 000 employees.
IATA Training to
Boost Efficiency in
Aviation Sector
A significant partnership between
Blue Ocean Academy, the region’s
largest knowledge empowerment
enterprise and the prestigious
International Air Transport
Association (IATA), has resulted in
the launch of new IATA certified
training courses that will reinforce
the skills of professionals from
the aviation sector and reinforce
UAE’s position as a global aviation
hub. On offer is a series of courses
ranging from safety awareness,
airline revenue management,
ground operations management
and dangerous good regulations.
Blue Ocean is a respected name
in the training industry and has
tied-up with airports, airlines and
travel agencies worldwide for
placement assistance and internship
opportunities for its students.
“The new IATA-training courses
are crucial to bridge the gap between
Wrenelle Stander
to head Comair’s
airlines division
Aviation industry veteran,
Wrenelle Stander, has been
appointed Executive in
charge of Comair’s airlines
division, the company’s
CEO, Erik Venter announced
today (SUBS: Wednesday
26 September 2018).
From the beginning of November
Stander will lead Comair’s two airline
brands, kulula.com and British Airways
(which Comair operates regionally as
part of a license agreement). Venter says,
“We’re delighted that Wrenelle has joined
us in this evolution of the business,
as she brings a wealth of aviation and
leadership experience. Comair is moving
its diversified businesses out from within

knowledge and infrastructure at a time
when the UAE aviation industry is being
fuelled by the development of the iconic
Al Maktoum International Airports and
the Dubai World Central along with
the vibrant growth of the nation’s four
flagship carriers : Emirates, Etihad, Air
Arabia and FlyDubai,” highlighted Dr
the airline to allow each business unit to
compete more effectively in its respective
industry, and the leadership structure
needs to reflect and enable this.” Under
Comair’s new structure, the group also
has executives heading its other business
units: hospitality and tourism, aviation
training, and Nacelle IT solutions.
The company last week posted
record profits, resulting in 72
years of uninterrupted profitable
operations, thought to be globally
unique to the industry.
Stander says, “I’m delighted
to be joining Comair at an exciting
time for its aviation division, which
will enter the next phase of its fleet
renewal programme in January,
as well as launching numerous
technological enablers to improve
the customer journey as well as
its commercial effectiveness.”
Stander has more than 25 years’
experience in the aviation and energy
industries, 15 of them at executive
leadership level. Her previous posts
include that of Managing Director of
the Air Traffic and Navigation Services
Sathya Menon, Executive Director -
Academics, Blue Ocean Academy.
This is a watershed agreement, one
that will be very beneficial for UAE’s
dynamic aviation sector and help the
nation to export skilled professionals
worldwide. The UAE aviation industry has
already established itself as a key driver
Company (ATNS), one of three women
worldwide to head an air navigation
services company. She was also Deputy
CEO of the South African Civil Aviation
Authority (SACAA) and Director
Wrenelle Stander.
Global Aviator
of the nation’s diversified economy in
2018. According to newspaper reports,
the UAE government is investing Dhs.
85 billion, in airport development and
expansion, that will see its airports
handle more than 300 million passengers
every year. Currently, UAE has 14
airports, airstrips, and airfields served
by 113 airlines with a total annual take
off and landings exceeding 540 000.
Close on the heels of the steady
growth in infrastructure, arises the need
for trained manpower and Blue Ocean
has stepped in to train professionals
to become experts in their field. “Blue
Ocean will run public batches and
corporate training programmes, that
will not only put professionals in touch
with the best practices in airports and
airlines throughout the world, but also
make them more tech-savvy, customer-
friendly and efficient. They will get
certified by the Knowledge and Human
Development Authority and stand to
earn an international diploma from the
International Air Transport Association,”
explained G. Rajagopalan, Programme
Director Aviation, Blue Ocean Academy.
The IATA is a global trade association
consisting of 290 airlines which accounts
for major carriers, representing 117
countries. IATA’s member airlines carry
approximately 82 per cent of the total
available seat miles air traffic worldwide.
General at the Department of Transport.
More recently Stander has held
a number of senior roles at Sasol,
amongst others serving as Managing
Director Sasol Gas, where she ensured
the completion of the Mozambique
pipeline expansion project and
spearheaded the process to transition
natural gas customers to a new pricing
dispensation and more recently in her
current role of Senior Vice President of
Corporate Affairs, during which she was
instrumental in a multi-year process of
engaging on air quality with multiple
stakeholders including government,
the Minister of Environmental Affairs,
the Environment Portfolio Committee,
NGOs, communities and the media.
She also has extensive board
experience at Comair, having previously
served as an independent, non-executive
director from 2008 to 2016. Currently she
serves as a director of the Sishen Iron Ore
Company Pty Ltd, as well as on the board
of Christel House, an education NGO..
She holds an MBA from Oxford
Brookes University in the UK, and
a BA (Hons) degree from UCT. •
November 2018 / Vol.10 / No. 11 25
Industry news
Aerion Corp. is building planes
that don't go "Boom"
Manoeuvring around that rule
will be crucial for the handful
of companies including Aerion
that want to establish a market
for supersonic business jets.
Spike Aerospace Inc. of Boston is
developing a needle-nose plane
that would travel at Mach 1.6 and
ferry 12 to 18 private passengers.
Boom Technology Inc. of
Englewood, Colo., plans to build
a 55-seat supersonic airliner that
would have a per-seat ticket cost
on par with business-class travel.
The Federal Aviation Administration
has been working with other aviation
organisations around the world to
develop international noise and emissions
standards for supersonic flight, but
Embraer and Helvetic Airways have signed a contract for a firm order of 12 E190-E2 jets. This
agreement was announced as a Letter of Intent (LoI) at the recent Farnborough Air Show, in July.
The firm order has a value of USD 730 million, based on current list prices, and will be included in
Embraer’s 2018 third-quarter backlog. The contract also includes purchase rights for a further 12
E190-E2, with conversion rights to the E195-E2, bringing the total potential order up to 24 E-Jets E2s.
With all the purchase rights being exercised, the deal has a list price of USD 1.5 billion. •
26 Vol.10 / No. 11- November 2018
Aerion says its jet will be able to start
flying without any rule changes.
“Part of our business case was we
don’t require any regulatory changes to
fly our airplane,” said Tom Vice, chief
executive of Aerion, who previously
served as president of Northrop
Grumman Corp.’s aerospace systems
sector in Redondo Beach. “It’s hard to
convince somebody to buy an airplane
and say, "We’ll get the laws changed.”
"The company intends to sell its
planes for $120 million each, a price
tag that would allow the company to
pay back investors and invest in new
technologies", Vice said. That is nearly
twice the price of a high-end business jet,
which can cost $60 million to $80 million.
“Time is our most precious
resource,” Vice said.
Aerion said it has already sold 23
Global Aviator
aircraft, 20 of which will go to Flexjet,
a Cleveland company that offers
fractional jet ownership and leasing.
The business jet market shows
the most promise for supersonic jets
because large corporations and wealthy
individuals are more likely to pay top
dollar to save time, industry analysts said.
“Speed is not that high a priority
for a commercial airline,” said Ray
Jaworowski, senior aerospace analyst
at market research firm Forecast
International. “A supersonic business jet
would be the ultimate prestige aircraft.”
The entire aircraft will largely be
made of carbon-fiber composites and is
being designed to fly at Mach 1.2 without
generating a sonic boom. The company
has been working with Lockheed Martin
Corp. on the air frame and aerodynamics
since December.
Aerion had previously worked with
Airbus Group on several design aspects,
including structures and high-speed
wind tunnel tests. That partnership
ended in 2017.
“You’re paying a performance penalty
for that, but it makes total sense,” he said.
The company has started to scale up
ahead of a first flight in 2023. Aerion has
43 employees but is planning to hire 20 to
30 new executives, senior engineers and
directors at a hiring event in Southern
California this month, Vice said.
“Whoever gets in there first with a
credible design and robust marketing
plan, gets those crucial initial orders
and gets well on the road to entering
production and service, they may
have a big leg up on their prospective
competition,” said Jaworowski of
Forecast International. •
ExecuJet enters double
figures for IS-BAH
accredited FBOs
ExecuJet is celebrating
its tenth FBO to receive
recognition from the
International Standard for
Business Aircraft Handling
(IS-BAH), after its Munich
facility was awarded IS-
BAH Stage I accreditation.
The FBO, which was fully
refurbished last year, is located at
Munich International Airport, just 20
minutes from the city centre. Guests can

Hi Fly’s “Turn the Tide on Plastic” Aircraft
Circumnavigates the Globe
The Volvo Ocean Race 2017-18
has come to an end but Hi Fly’s
Airbus A330, painted under
the same livery as the “Turn
the Tide on Plastic” boat, is
still soaring around the globe
and raising ocean awareness in
all four corners of the world.
Completing its 10th month carrying
the pertinent message proudly displayed
on its fuselage, the aircraft has already
been to all five continents flying for
different company clients, operating
more than 400 flights and landing in
close to 40 different destinations.
The countries where the “Turn the
Tide on Plastic” aircraft has landed include
European destinations in the UK, Belgium,
Portugal, Spain, Germany, Italy, Bulgaria
and Turkey, African countries such as
Tunisia, Morocco, Nigeria, Guinee, the
Congo, Senegal and Mauritius, as well
as some of the world’s most paradisiac
destinations such as Reunion Island, the
Dominican Republic, French Polynesia,
Cuba and Jamaica. The largest nations on
the American continent: the USA, Canada
and Brazil, as well as other countries
in the Americas such as Panama and
Guyana have also already received Hi
Russia, and the middle eastern nations
of Jordan and Saudi Arabia. Last but not
least, one of the regions where the aircraft
spent the most time in was the Australian
continent, where it flew between Australia
and New Zealand operating for Air New
Zealand – the country’s flagship carrier.
Hi Fly joined the project in
cooperation with Mirpuri Foundation,
the founding partner of “Turn the Tide
on Plastic” boat, and AkzoNobel, that
provided the coating to personalise
the aircraft. The Airbus A330-200
is painted on both sides, matching
the “Turn the Tide on Plastic” boat
– one dark blue “polluted” side and
another light blue “clean” one.
With this initiative, Hi Fly is raising
awareness for this unprecedented
campaign to eliminate marine litter
and plastic in particular, supporting
the United Nations Environment’s
"Clean Seas" campaign. If no action
is taken, there will be more plastic
than fish in the ocean by 2050.
This is not a stand-alone initiative;
since mid-2017 Hi Fly has been putting
forward a number of actions, not only
to raise awareness but also to set the
example and be the first airline to be
completely ‘Plastic Free’ by 2019. Hi Fly
is also committed to be ‘carbon neutral’
by the same year and has just painted the
company’s first A380 in a coral themed
livery alerting the public to the critical
state of the world’s coral reefs. In this way,
Hi Fly aims to involve and inspire the
industry to become more environmentally
conscious by protecting the health of our
oceans, as well as of the whole planet. •

Photo Credits: Duarte Gomes

Fly’s themed Airbus A330. In Asia, the
“Turn the Tide on Plastic” aircraft have
been to India, China, Thailand, Tajikistan,
Afghanistan, the world’s largest country,

take a virtual tour of the facility prior to and we are delighted this has been of our facilities - Berlin, Lanseria and
visiting, previewing the dedicated crew recognised by IBAC. Munich is our Zürich - have progressed to Stage II
restroom and VIP passenger lounge. tenth FBO to achieve this renowned accreditation, further demonstrating
According to Ronny Stechert, accreditation and of that number, three the strength of our global network.” •
Munich FBO Station Manager, ExecuJet,
the Munich FBO is increasingly
popular with travellers to Germany,
with movements escalating by 5%
year-on-year. “This is largely thanks
to the professional handling services
we provide during key events such as
Oktoberfest and the annual Munich
security conference in February. In
addition, for the past two years we
have acted as an overflow facility to
ease traffic from Zürich during the
World Economic Forum, which has
helped to grow our client base.”
Ettore Poggi, Group FBO Director,
Luxaviation Group, says: “We operate a
universal standard of safety and service
across all 27 ExecuJet FBOs worldwide,

Global Aviator November 2018 / Vol.10 / No. 11 27

????????

28 Vol.10 / No. 11- November 2018 Global Aviator

Global Aviator November 2018 / Vol.10 / No. 11 29
Future business jets

Pegasus to
take wings as
South Africa's
first vertical
business jet
From cosmetic surgery to
creating South Africa’s first
vertical business jet is not
the massive leap one would
imagine, as this renowned
aesthetic medical practitioner
also has a great interest in
aeronautics, is the CEO and
founder of Pegasus Universal
Aerospace and holds an
MBA and a Master’s degree
in Finance from London
School of Business.
Dr Reza Mia – incidentally he
assisted his brother, Ridwaan Mia, in
the surgery done on three-year-old burn
victim Isabella “Pippie” Kruger, who
sustained third-degree burns during a fire
incident – has a passion for aeronautical
engineering that led him to design With its tilt rotors and expected that has a fuel burn of 309 litres per
the Pegasus Vertical Business Jet. high performance, the Pegasus Business hour. This influences the overall costs
He has described the aircraft as Jet should be well suited to operations of owning the aircraft. In comparison
“unique in that it has a vertical take-off such as Search and Rescue, both on land to a business jet with a similar range
and the cool-air fan technology allows and at sea. Target markets will include this equates to a 60% fuel saving.
for it to land on wooden decking and government operations, companies, Safety and reliability - Standards that
even grass without setting it alight”. VIP’s, medical evacuation, anti-poaching, will set a new benchmark in aeronautics.
Still in the design phase the concept offshore & resource development, Other specifications include potential
allows for the jet to remain airborne for as well as A-list business executives, low-level ballistic arrestor systems
up to six hours. A number of innovations politicians and celebrities. The VBJ will and automated control systems. This
will make the airplane safe and easy to be able to fly at four times the speed technology helps reduce pilot workload
fly, even for newly qualified PPL pilots, and range of a helicopter; this will and also makes the plane more accessible
once they have completed a type rating translate directly to more lives saved. to pilots with less experience.
on the Pegasus. These include non-flight Range – 4 400km from runway take-
critical peripheral structures, automated off (or 2 124km in VTOL); and at a cruise
handling and enhanced spherical vision Projected Performance speed of 796km per hour, it is capable
systems which will enable the aircraft Fuel Savings - The Pegasus VBJ1 is of up to six and a half hours flying time
to take off and land anywhere. designed as an efficient business jet from runway and approximately three

30 Vol.10 / No. 11- November 2018 Global Aviator

 hours flying time from VTOL at 35 000 feet.
Reduced Noise- Pegasus VBJ1 reduces
the impact of noise for communities
surrounding airports and built up areas.
The business jet can achieve these affects as
it does not make use of rotor tip vortices.
Lower CO2 and NOX Emissions -
Carbon Dioxide (CO2) is produced as
a result of fuel consumption. Reduced
fuel consumption on the Pegasus VBJ1
means less fuel consumption, and
subsequently less CO2 emissions.
Sustainable manufacturing - The
Pegasus VBJ1 is made primarily of carbon
fibre composite materials, each piece
of the business jet is crafted
to pin point accuracy
resulting in less material
wastage.
Passenger comfort - When
compared to the efficiency
and purpose of a helicopter, Pegasus
supersedes this mode of transport by
having the benefit of no vibration in the cabin
as would be experienced in a helicopter.
VBJ1 allows for a lot more space inside and
more luxury. With much less noise than in a
helicopter, no headphones will be required.
With a smoother flight and greater range
Pegasus VBJ1 would be beneficial in the
“Golden Hour” in medical evacuations.
Although the aircraft has not yet
been built, Dr Mia and his team estimate

Pegasus
it will be available in three years.
“Then, we’ll have one flying in the
sky, when we’ll be doing the flight testing
and certification, confirming the testing
we’re doing on computer, which is the main
work these days in an aviation project”.
The Pegasus VBJ1 has already had
it’s South African Patents granted RSA
2017/01274, with Patents pending in the
USA 15/327,237 and EU15771708.3 •

Global Aviator November 2018 / Vol.10 / No. 11 31

Charter in Africa
The state of aviation in
Mozambique
and its aviation charter industry
Like most African countries,
Mozambique is gifted
with several world-class
coastal and inland resources
that have spurred its
gradually rising aviation
and charter industry.
By Martin Chemhere
Like most African countries,
Mozambique is gifted with
several world-class coastal
and inland resources that have
spurred its gradually rising
aviation and charter industry.
The islands of Bazaruto,
Benguera and Magaruque are
truly world class destinations
that continue to see tourists fly
in from around South Africa
and other parts of the world.
In recent years major foreign
investments by conglomerates
in industries such as oil and gas
have added an impetus to the
numerous sustainable economic
activities available in the country.
Mozambique’s aviation and
charter industry have received
a boost, even as protracted civil
wars have tended to threaten or
slow down activities. No doubt
32 Vol.10 / No. 11- November 2018
it is shaking off the tag of being
under-developed to catch up with
others on the African continent
with quite some impressive
projects happening throughout
the various corners and centers
of the 2000 km long country.
Airports
There are more than 40
international, domestic and private
airports, many of which have
thrived for decades as popular
and extraordinary tourist havens.
In alphabetical order the
country’s airports include Angoche,
Bazaruto Island, Beira, Benguera
Island, Chokwe Airport, Indigo Bay
Lodge, Inhambane, Magaruque,
Maputo International Airport,
Mocimboada Praia, Nacala,
Nampula Airport, Quelimane, Tete,
Global Aviator
Vilanculos and Xai Xai Airports.
It is reported in the local
media that as of 2015, of the above
number of airports, Mozambique’s
international airports were
Maputo International Airport
in the southern region which
is the main entry point into the
country, followed by the Beira
International Airport (central
region) and Nacala International
Airport (northern region).
Unveiled in 2014, Nacala
International Airport is a highly
competitive hub for passenger
air distribution and to a certain
extent is said to compete with top
airports in South Africa, Ethiopia,
Kenya, Tanzania and Zimbabwe.
The major international
airport facilities are under the
auspices of the Mozambique
Civil Aviation Authority.
 Martin Chemhere writes from Zimbabwe

For charter, general aviation or airline news

please contact him at
martinc367@gmail.com

Airlines
LAM (Portuguese for Linhas Aéreas
de Moçambique) Mozambique
Airlines is the country’s national flag
carrier established in 1936 by the then
Portuguese East Africa government.
The flag carrier started as a
charter service provider named
DETA (Direccao de Exploracao dos
Transportes Aereos) in 1936 before
being rebranded in 1980. Since
November 2014 it operates scheduled
services to destinations in and
outside the country. The airline’s hub
is at Maputo International Airport,
from where it runs scheduled
services around the country as
well as into the many parts of the
southern African region with South
Africa as the major destination.
One of the exciting developments
in the country’s aviation industry in
recent years has been the resumption
of services in June 2017 by LAM
Mozambique Airlines’ to Europe.
According to online information,
flights had been stopped for a
number of years due to safety
concerns raised by the European
Aviation Safety Agency (EASA).
LAM Mozambique Airlines is
historically well-known for being
among some of the countries
world-wide to operate the Junker
Ju-52s, an aircraft that was used
for scheduled services before the
country’s independence in 1975.
As of August 2014 major shares
(91%) of the airline were held by the
Mozambican government with the
remainder of 9% going to employees,
numbering almost 700 staff.
The national airline is led by Joao
Carlos Po Jorge as General Director
of LAM Mozambique Airlines who
was appointed on 24 July 2018.
LAM’s most profitable
route at present is the Maputo-
Johannesburg route serviced as a
special arrangement with South
African Airways. Codeshare
agreements are held with airlines
such as Ethiopian Airlines, Fastjet,
Kenya Airways, SAA, TAG Angolan
Airlines and TAP Air Portugal.
Current fleet includes a Boeing
737-500, a Boeing 737 – 700, two
Bombardier Dash 8 Q400 (operated
by Mozambique Express) and two
Embraer 190 AR. Mocambique
Expresso (Mozambique Express) was
established in 1995 as LAM’s special
operations department and 100 percent
owned subsidiary. Headed by Antonio
Neves (CEO), it operates domestic
and regional scheduled and charter
services from its headquarters in the
major port city of Beira and another

Global Aviator November 2018 / Vol.10 / No. 11 33

Charter in Africa

base at Maputo International Airport. passengers (in all its African routes further strengthen Mozambique’s
It has a reported fleet of five aircraft in Tanzania, Zambia and Zimbabwe) flag carrier as a regional air-services
(two Embraer EMB 120RT Brazilia with an impressive aggregate 94% provider but contribute significantly
and three ERJ 145MP) all operated on-time performance, establishing to initiatives that promote tourism,
for LAM Mozambique Airlines. itself as a punctual, reliable, and economic development and trade.”
Fastjet Mozambique is a affordable low-cost carrier. “This is an exciting and
commercial scheduled airline In a media release of 20 March industry-leading public-private
founded in 2012 in Tanzania before 2018, Fastjet and LAM Mozambique partnership initiative,” added
exploring and establishing itself Airlines entered into a Memorandum Mr. Pinto. “It not only supports
with additional and growing brands of Understanding (MOU) whose Mozambique’s greater economic
into Zimbabwe (Fastjet Zimbabwe), objective is to see wide-ranging growth objectives in terms of the
Zambia (Fastjet Zambia) and areas of cooperation expected to efficient and affordable movement
Mozambique (Fastjet Mozambique). significantly enhance long-term of people and goods, but also the
Headed by Nico Bezuidenhout commercial aviation in the country. notion of a longer-term Whole of
(CEO), the low-cost airline operates The MOU encompassed code-share State Aviation strategy.” Mozambique
on major domestic routes, namely and interline agreements between is a signatory to the Yamoussoukro
Beira, Maputo, Nampula and Tete. the two carriers, optimised network Decision and one of the early
It entered the Mozambican market synergies as well as cooperation on nation-adopters on the Continent.
in November 2017 in a partnership other commercial systems, cargo, “The approach to commercial
with Solenta Aviation Mozambique engineering and maintenance. cooperation is the first of its kind on
(SAM), which previously operated LAM chief executive Mr. the African continent,” said Nico
charter flights to the oil and gas Antonio Pinto commented that the Bezuidenhout. “There is significant
industry within the country. “areas of cooperation will not only opportunity in stimulating not
Spokesperson Hein Kaiser said
that while the carrier has grown by
70% in Zimbabwe during the first
half of the year, in Mozambique it
was showing a positive performance
during its first year of operations,
though “the current high fuel
prices coupled with a weakened
exchange rate presents a challenge.”
Operating a fleet of three
Embraer E145 aircraft and two
Embraer E 190 aircraft, it is a
subsidiary of established South
African aviation player Solenta
Aviation. It was established
following licensing in September
2017 by the Civil Aviation Institute
of Mozambique (Instituto de
Aviação Civil de Moçambique) of
different aviation players for the
very first time to carry out domestic
air services in the country that
complement the services offered by
the national flag carrier. Fastjet has
so far received a multitude of awards
including Africa’s Leading Low-Cost
Airline at the World Travel Awards
held in Kigali, Rwanda in 2017. This
recognition followed another one it
received in the same year, Africa’s
Best Low-Cost Airline in Africa at Above: Unique Air utilises the Learjet 45 to connect Mozambique with destinations such as
the Skytrax World Travel Awards. Cape Town, Mahe in the Seychelles, Eastern Africa and beyond.
The airline has flown over 2.5 million Top: Maputo International Airport.

34 Vol.10 / No. 11- November 2018 Global Aviator

only commercial aviation but also
up and downstream economic
growth through key cooperative
initiatives. Fastjet is committed
to exploring and leveraging the
agreement to the best-benefit of
both companies and, ultimately
the people of Mozambique.”
The African Development Bank
recently reported on a high
medium-term growth forecast for
Mozambique. “This memorandum
of understanding lays the foundation
for full economic leverage of a very
bright future and fulfillment of
the Government of Mozambique’s
Whole of State aviation objectives.”
maintained in South Africa, a country
whose aviation reputation is top
notch and globally recognised.
Kaya Airlines was re-branded
from Transairways and Sabin
Air. The airline was established
in 1991, but ceased operations
afterwards. It resumed operations
on 29 August, 2011, flying within
the country and has its head office
at Maputo International Airport.
By August 2013 the Kaya Airlines
fleet included two Embraer EMB
120ER Brasilia, two Let L-410 UVP-e,
one Shrike Commander 500 and
one Piper Chieftain PA-31-325.
It operates flights to a limited
number of destinations but hopes
to expand the network in the future.
In addition to charter flights, the
company flies to the island of Inhaca
in Maputo and plans to extend to
Machangulo and Zongoene.
It is the first company in
Mozambique to have real time /online
satellite tracking system through the
Indigo Aircraft Tracking System which
provides the airline with the most
effective tool for managing all aspects
of aircraft fleet, including operational
times, SMS communication and
flight data analysis. Kaya Airlines
also has a business unit that offers
clients a wide range of services
focusing on safety and regulatory
compliance, particularly on

Charter Companies
With several charter industry
players registered outside the
country mainly in South Africa to
service the local charter sector, it
leaves only CR Aviation and Kaya
Airlines as probably the only truly
Mozambican charter airlines.
CR Aviation is Mozambique’s
low-cost and premier tourism
airline operator whose network of
inter-connecting scheduled services
provides outstanding and reliable
access to most of the game parks
or tourist islands of the country
in addition to flights into some of
South Africa’s leading destinations
like Kruger National Park.
It can also provide charter
flights to meet most requirements
such as a honeymoon or a group of
employees exceeding 100 persons.
Charter flights are carried out when
clients’ requirements as regards
destination or timing cannot be
met by the scheduled services.
From its base at Maputo
International Airport, CR Aviation
provides flights to Bazaruto,
Medjumbe, Ibo and Matemo on
the weekend’s flights to Ponta do
Ouro, Inhaca and Machangulo.
Founded in October 2012, its
professional pilots now operates 12
aircraft ranging from 4 to 19 seats,
which are chosen to meet the specific
requirements of operating into
bush airstrips within Mozambique.
A member of the Mozambique
Air Operators Association
(AMOPAR), CR Aviation also
provides daily scheduled services
to five destinations and during
peak seasons of the year carries
over 1, 000 passengers per month.
Of its total 30 staff, 15 are pilots.
The company’s aircraft are

Global Aviator November 2018 / Vol.10 / No. 11 35

Charter in Africa
ICAO and EASA regulations.
In addition to process
design and improvements, it
offers comprehensive support
in adopting ICAO and JAR-OPS
requirements and modern QMS
(Quality Management Systems), all
premised on safety being the overall
driver behind these initiatives.
Furthermore, the airline has specialist
expertise in reorganizing airline
operations for aviation authorities
and air traffic service providers.
The rest of Mozambique’s charter
flights are operated by companies
based outside the country. Some
of these companies are Everett
Aviation (Kenya), Coastal Aviation
(Tanzania) and Unique Air, Majestic
Air and Federal Air (all from South
Africa). Everett Aviation is one of
the more forward-looking charter
companies. From news gleaned
36 Vol.10 / No. 11- November 2018 Global Aviator
from its website, it recommenced
Mozambican operations in
February this year. By that time it
announced that it had deployed
a locally registered BK 117-C1.
The company has heavily
invested in equipment, training
and safety systems, as well as
in twin-engine helicopters to
augment flight safety, modern
facilities, development of a Safety
Management System (SMS), ISO
Certification for its management
processes, helicopter on-board
monitoring systems such as HUMS
and UMS, Forward Looking
Infra-Red (FLIR) for security
work and real-time internet
based GPS tracking systems.
In recent times the charter
company has put a lot of financing
into the acquisition of equipment
to protect helicopters from missile
Top:
Middel: Passengers of a large incentive group boarding
Left:
and ballistic threats when operating
humanitarian missions in troubled
regions and fleet upgrades to cater
for the developing energy sector in
the markets they operate in. Through
this level of commitment and
foresight Everett says it is now able to
offer an unrivalled range of safe and
solution oriented aviation services
to clients from the energy sector
and other government, commercial
and VIP organisations with mission
critical or specialist aviation needs.
Fleet under its operations
include an Airbus H145, an Airbus
AS365N2, an Airbus BK117- C1, an
Airbus AS355N and a Leornado
AW139. Everett Aviation holds
AOCs in Mozambique in addition
to those for several eastern and
southern African countries.
Unique Air (Luxury Safari
Charters) is a privately owned
non-scheduled aviation company
operating flights throughout
Southern Africa and to Mozambican
ports of entry such as Maputo,
Inhambane, Vilanculos, Beira and
Pemba. Unique Air caters for groups
ranging from 2-400 passengers
and operates a variety of aircraft
such as the Boeing 737, Learjet 45,
Beechcraft 1900, King Air 200, Pilatus
PC-12, Cessna Caravan, Cessna
402 and Beechcraft Baron 58.
Although Gianpaolo Casati, Sales
Manager of Coastal Aviation which
has a footprint in Mozambique from
its Tanzanian head quarters seemed
too busy to say something in support
of this feature, his company’s website
states that it has a fleet of 30 aircraft.
Foreign owned airlines
flying into Mozambique:
In June 2018 some media
reported that Ethiopian Airlines
was among only two foreign
owned airlines flying into the
former Portuguese colony.
However, the website www.
skyscanner.net, mentioned that
airlines flying into Mozambique
included Qatar Airways, TAP Air
Portugal, Ethiopian Airlines, Turkish
Airlines, SAA and Kenya Airways.•
Unique Air Baron 58, perfect for groups of
4 or less from South Africa to Maputo and
Inhambane.
their Unique Air flight
Unique Air King Air 200 waiting for
passengers at a remote dirt airstrip.
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Global Aviator November 2018 / Vol.10 / No. 11 37

International Air Shows

AAD 2018
20th anniversary and By Charmaine de Villiers
Pics by Tessa de Villiers, Mark Mansfield and Tevor Cohen

the weatherman got the memo

Celebrating the 20th anniversary this

year, it seems that almost everything went
according to plan. Registration was a bit of
a nightmare on the two days prior to the
L-R: The Chief of the South African Air Force Lt. General F.Z. Msimang, Executive Director AMD, Simphiwe show, with security staff not being very
Hamilton – the lead partner for AAD2020, CEO CAASA Leon Dillman and CEO ARMSCOR, Kevin Wakeford.
sure of where the media had to register
resulting in a bit of queue hopping and
raised blood pressures, but once this
Over the past few years Africa Aerospace and Defence expo has was sorted everything went smoothly.
The official opening of the
experienced severe dust storms with exhibitors and visitors event was held near the movements
rushing indoors to escape rain, sweltering head and winter chill. terminal building at AFB Waterkloof,
where President Cyril Ramaphosa
This year a couple of very hot days followed by more addressed invited guests and media.
reasonable temperatures made for a pleasant show. He spoke about the many initiatives
to maximise the value of the defence

38 Vol.10 / No. 11- November 2018 Global Aviator

 A Rooivalk from 16 Squadron
releases flares in a dramatic ending
to its display
Three happy faces after completing their show.
LEONARDO
& PARAMOUNT
GROUP
The launch of Paramount Group's
Smart Weapons Integration on
Fast-Jet Trainers (SWIFT) Mission
Systems and the debut of Leonardo’s
M-345 Aircraft on the African
continent was one of only a handful
of significant announcements made
at Africa Aerospace and Defence. The
system is being targeted at air forces
around the world as a customised
and scalable solution, offering lower
acquisition and operating costs.
The two companies signed a collaboration
agreement for the development of a customised
SWIFT mission system targeting African air forces
for its new jet trainer, the M-345, which was on
display for the first time in Africa.
In addition to the launch of SWIFT, Paramount
has also expanded its FLASH (Flexible Light
Armaments System for Helicopters) weapons and
sensor suite to fixed wing aircraft. To date it has
been installed primarily in helicopters.
Ralph Mills, Paramount Advanced
Technologies CEO, said at AAD that both products
are focused on current threats and current customer
requirements as they have low acquisition and
operation costs, are suitable for non-conventional
or asymmetric warfare and address the customer's
growing need for multi-role configuration to adapt
to different mission roles without major
re-configuration and extended time delay.
Lucio Valerio Cioffi, Leonardo’s Aircraft
Division Managing Director, feels that collaboration
with a high-level partner such as Paramount is of
great importance in order to develop a new M-345
trainer operational configuration for the African
market. The M-345 is a basic/advanced trainer with
multi-role capabilities and costs comparable to a
turboprop aircraft.
FLASH has been incorporated onto the Fennec
helicopters and the FLASH system already has
a launch customer in the Middle East. The basic
FLASH weapons kit will comprise 70 mm rockets
and 12.7 mm cannon pods although this can be
expanded to 20 mm cannon pods and guided
weapons. The AS550 Fennec demonstrator is fitted
with a helmet-mounted display, electro-optical
turret, mission display, GPS receiver, air data,
attitude and heading reference system (ADAHRS),
mission computer, and weapons.
Various armament options are available such
as FN RMP gun pod; 12 tube rocket launchers; 20
mm cannon pods; Thales FZ unguided rockets;
Thales FZ guided rockets; 68 mm guided missiles
and Ingwe anti-tank missiles.
A helicopter equipped with FLASH would
be able to carry out a wide array of roles, such as
armed reconnaissance; fire support; observation
and surveillance; airborne command and control;
maritime patrol; counter insurgency; training;
border surveillance and anti-poaching.
Leonardo is Italy’s prime defence industry and
consists of seven divisions (Helicopters; Aircraft;
Aero-structures; Airborne & Space Systems; Land
& Naval Defense Electronics; Defense Systems;
Security & Information Systems). •
International Air Shows

A Puma going through its paces. A Lockheed Hercules C130BZ releases flares during its display. The C130 took part in a mini-war and the mass
parachute drop of 40 civilian and military parachutists.

industry, notably the Defence Industry
Strategy developed by the National
Defence Industry Council, a Defence
Sector Charter developed to open space for
private participation by small and medium
black enterprise and a defence industry
fund that was launched in June this year
as a funding mechanism for industry.
While the first trade day seemed
slower than in previous years, this had
improved on days two and three but few
major announcements were made. Of
course the two public days once again
saw crowds streaming to Waterkloof Air
Base, not just to view the impressive array of
exhibits but to make sure they got the best
seat possible for the air displays. While the
static displays were rather disappointing in
terms of international aircraft other than a
trainer from the Zimbabwe Air Force and
several military planes from the USA, there
were several new aircraft and helicopters to
be seen. The South African Defence Force
did not disappoint with aircraft, naval
vessels, vehicles and weaponry, including
a display of older type rifles such as a Lee-
Enfield which was modified as a sniper gun
during both World Wars. As can be expected
the majority of visitors to the display were
men but I found it fascinating and the videos
being shown of the conflict between South

Left: Century Avionics team celebrating its 40th

anniversary at AD2018 with Garmin. From left to
right – Morne Cilliers, Trevor Pegrum,Carin van
Zyl, Romain Spadiny and Marc Robinson.

40 Vol.10 / No. 11- November 2018 Global Aviator

 1

1 Three Augusta 109 LUH from the SAAF

officially opening AAD2018

2 South African designed and built

Rooivalk helicopter going through its
paces at AAD.
4
3 Lockheed's Hercules C130 touching
down after the mini-war.

4 Dassault Aviation showcased its

ultra-long range Falcon 8X. This was the
trijet's first appearance at the event.

Global Aviator November 2018 / Vol.10 / No. 11 41

International Air Show
Africa/South West Africa as it was at the
time, brought back memories of a very
difficult time in our country’s history.
On Saturday the show started off
with the Sound of Freedom - six Gripens
from 2 Squadron and three Hawks
from 85 Combat Flying School in a
formation flypast over the crowds. For
the first time a microlight display team
known as the Misasa Aerial Display (or
MAD) team. The Hawks and Gripons
are always extremely popular as is the
Rooivalk, this year in the white livery
that was used during the helicopter’s
stint with the UN peacekeeping force
in Africa. Air Angels put up their two
B-105 ER-24 helicopters painted pink
in support of Cancer Awareness.
Several times those wandering
through the halls stood still, casting
anxious glances around them as loud
BOOMS rippled through the air as a
mini-war was waged above, first between
two Alouette III helicopters and later
between Gripens, Hawks and an A109.
It was a full programme with
displays ranging from Bathawk
microlights to fighter jets, parachute
drops, Wagtail Autogyro, aerobatics
and of course, the grand old ladies – DC
4 and the AN-2 “Little Annie”. Brian
Emminis and his team from Capital
Sounds once again proved that they are
THE commentators for air shows.
All in all, AAD 2018 was well
organised and well supported by exhibitors
with several new European and Asian
countries participating. It was unfortunate
that a few South African companies chose
not to exhibit this year but hopefully
they will be back in September 2020. •
The 850 MPB (military patrol boat) was brought to AAD by SA company, Twiga. The
rugged vessel can be used on lakes, rivers and coastal waters. Four have already been
delivered to Uganda.
42 Vol.10 / No. 11- November 2018
provide them with food, water, fuel,
Rosonboronexport ammunition and other important
requirements. The soft skin logistic
A regular exhibitor at AAD,
vehicles can take supplies to the forward
Rosonboronexport views the show as one
logistic bases but cannot move freely
of its most important marketing events
in the combat zones due to the IEDs
with representatives from most Sub-
and direct fire threats where a blast and
Saharan countries present. According to
ballistic protected vehicle is needed. The
Director General, Alexander Mikheev,
ideal situation is when a high logistic and
the Russian company has signed more
technical commonality exists between
than 20 contracts with these countries
tactical, logistic and support vehicles.
since the last AAD in 2016. This positive
The Mk 6C Logistic Support
trend is largely attributed to the threat
Truck is based on the M36 armoured
of international terrorism, Islamic
personnel carrier but fitted with 6x6
radicalism and sea piracy. The large
drive line. The front of the vehicle uses
display area housed 280 pieces of military
the standard armoured crew cab of the
equipment developed and manufactured
M36, but there is a cargo area at the rear
by Russian defence enterprises.
of the vehicle able to carry containers.
Models of a number of Russian
The truck, like all the M36 MPVs, was
manufactured aircraft were on display
developed by OTT Technologies who
and the company believes that the most
recognise the dire need for a mine
promising exports in the future will be
protected logistic vehicle during their
the Su-30 family of multi-role fighters,
technical support and interaction
MiG-29M/M2 multi-role tactical fighter
with peacekeeping forces in various
and Yak-130 combat trainer. Attracting
regions including Mali and Somalia.
interest from foreign delegates were
With the Puma M36 MPVs this is
the BTR-80A armoured personnel
achieved using the drivelines of the
carrier and Tiger special-purpose police
corresponding logistic trucks that form
vehicle. Small arms, equipment and
the core of the MPV drive lines - Ashok
gear for special-purpose units and assets
Leyland Stallion for the M36 Mk 6A and
for protection of borders and critical
Mercedes Benz for the M36 Mk 6C. The
installations also proved popular.
design philosophy of the Puma M36
Mk 6 MPV's allows for the use of the
OTT Technologies 6x6 variants of the core vehicles to be
used on heavier versions like Recovery
OTT Technologies debuted its M36 Vehicles and Logistic Support Trucks
Mk 6C 6x6 armoured Logistic Support with at least 80% logistic commonality
Truck at AAD 2018. The vehicle is between the 4x4 and 6x6 vehicles.
ready for production which will
begin once orders are received. Lockheed Martin
Troops need logistic support to The C-130 Hercules has over the years
Turkish company Roketsan, provides system solutions to the military. Delegates
from a number of African countries as well as the USA and Kuwait showed great
interest in the wares displayed by Roketsan.
Global Aviator
????????

A display of SAAB Gripen attack aircraft at sunrise Pic by Trevor Cohen

44 Vol.10 / No. 11- November 2018 Global Aviator

Global Aviator November 2018 / Vol.10 / No. 11 45
International Air Show
been a familiar sight at AAD – this year
was no exception but it was the new-look
‘Ski-bird’ or LC-130H that was welcomed
to the static display area. This version is
equipped with skies for landing on snow
and ice during polar operations and the
one on display sported a new modification,
having been fitted with new-generation
eight-bladed, UTC Aerospace Systems
NP2000 propellers. These improve
low-speed thrust while drastically
reducing noise and vibration levels.
The last operator of the ‘Ski-Bird’ is
the 109th Airlift Wing of the New York
Air National Guard. During the USA
summer the unit operates Arctic missions
mainly to Canada and Greenland, while
in winter up to seven of the aircraft are
deployed to Christchurch International
Airport in New Zealand. From there they
fly transport missions to the ice runway
at Williams Field in Antarctica. Both New
Zealand and the USA have scientific
research bases on the frozen continent.
SAAB
Air Traffic Control requires intense
concentration and responsibility. The
slightest mistake, miscalculation,
misunderstood command or request
between ATC and pilot can have
devastating consequences. SAAB spent
years designing its Digital Air Traffic
Solutions system. The level of innovation
necessary to be able to design, build and
run a remote tower is extensive but the
benefits for the customer are immense.
A centralised tower means increased
efficiency and increased productivity.
Russian company, KBP, displayed a number of high-precision
weapon systems including the anti-tank missile system seen on the
left of the photograph.
46 Vol.10 / No. 11- November 2018
Building on experience from Saab
and LFV, Saab Digital Air Traffic Solutions
has developed models and processes for
establishing new digital tower solutions.
These have proved very successful and
the company now has approved systems
in operation in Sweden and Ireland.
Saab Digital Air Traffic Solutions
delivers digital tower solutions to all
kinds of airports. From regional airports
with AFIS, through small and medium
airports that otherwise might be at risk
of being shut down, to large, complex
airports, like London City Airport. It is
also possible to have one tower control
several small airports although each will
need a separate room for operation.
Avitronics
Jointly owned by Grintek and Saab
Sweden, South African electronic
warfare systems company Avitronics,
launched its revolutionary new combat
vehicle self-protection system at AAD.
When installed in full configuration,
the Land Electronic Defence System
100 (LEDS-100) will offer main vehicle
battle tanks comparable protection
against engagement by weapons like
the RPG-7, anti-tank guns, missiles and
artillery shells. The system consists
of a warning sensor system, a central
computer and a high-speed directed
launcher. The control computer integrates
to the vehicle intercom, command and
control system and obtains data from
the vehicle wind sensor. It is also fitted
with a global positioning system.
The LEDS 100 takes less than
A number of military attack and transport helicopter models
were on display.
Global Aviator
700 milliseconds to warn the vehicle
occupants of an attack from any direction.
The screen will obscure the attackers'
line of sight and give the vehicle and
occupants a chance to get behind cover.
The LEDS system has applications
for local army requirements such as
infantry combat vehicles and ground
based air defence system. It has also been
designed for use on fast patrol boats used
for riverine patrol or special operations
and is light enough to fit into vehicles
used by non-governmental organisations
engaged in medical and other
humanitarian relief within conflict areas.
Paramount
Paramount Group has established
a black-owned company designed
to provide the future capability
requirements of South Africa’s defence,
police, border and peacekeeping forces
while simultaneously supporting the
growth and transformation within
the South African defence industry.
Under the chairmanship of Dr
Mathews Phosa, businessman and
lawyer, Paramount South Africa aims
to bolster the capability of local end-
users by delivering programmes for the
South African market across the Naval,
Aerospace, Land Systems, Cyber, Internal
Security, Customs and Excise, Border
Security and Anti-Poaching domains.
Safomar
A welcome visitor to AAD was Safomar
Aviation’s latest helicopter, the Swiss
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International Air Shows
built Kopter SH09. It was designed for
multiple missions, including military and
law enforcement operations, medivac
and rescue, passenger transport and
utility. The Kopter has a cruise speed of
260km/h making it one of the fastest
helicopters in the 2.5 ton category, has
excellent hot-and-high performance and
low noise levels both inside and out. The
airframe has been constructed completely
from composite materials. It can carry up
to seven or ten passengers depending on
configuration, for a distance of 800km.
Mabey Bridge
Specialists in providing bridge and
engineering services around the world,
Mabey has been exporting to Africa for
close on 50 years. Building emergency
bridging to restore lifelines in disaster-
stricken areas, linking communities in
isolated and rural areas, erecting military
and main supply bridges are just some
of the services provided by the company.
These also include permanent long-span
applications, main routes, semi-permanent
installations or bridging support for
weakened or damaged structures.
The modular design and
interchangeable components mean almost
any length of bridge can be installed
quickly and easily. Old and new stock
48 Vol.10 / No. 11- November 2018 Global Aviator
can be mixed-and-matched to create
bespoke solutions. Mabey has supplied
modular bridging solutions to over 140
countries worldwide, with Nigeria,
Kenya and South Africa having made
use of their services. To date Mabey has
constructed five bridges in South Africa.
Fujitsu focuses
on cyber attacks
A 15 year old teenager hacked into the
White House, yet another teenager hacked
into the CIA Director’s emails! These
are not isolated cases and cyber attacks
are a very real threat – to individuals,
businesses, the defence industry and
other strategic infrastructures.
Dr Moses Khanyile, a non-executive
director at Armscor, a managing director
at Masharps College, an external
supervisor at Unisa’s Graduate School
of Business Leadership and project
leader for the National Defence Industry
Council’s Strategy Development team,
addressed the matter of cyber warfare
at the Fujitsu seminar held at AAD. He
emphasised the danger that exists should
the defence industry in particular, not
ensure that it is adequately protected
against hackers. Budget constraints and
lack of manpower should not allow the
government and department of defence
Weaponry ranged from handguns to sniper rifles,
missile launchers, anti-aircraft guns, rockets launchers
and everything inbetween, whether mounted on
vehicles, aircraft, ships or handheld.
to lower its guard against this threat.
Cyber warfare in the aerospace
industry occurs in order to steal
intellectual property to advance
domestic aerospace and defence
capabilities, develop countermeasures
and to produce technologies for
sale on the global arms market.
CADG
CADG presented its Helix ISR Platform
which consists of an aircraft and ground
control station to deliver a complete ISR
solution. The platform utilises an ES-15
single engine aircraft as the system’s
aircraft, which is equipped with Hensoldt’s
Argos II camera along with 2 additional
hard points for payload integration.
The payload outputs are all
transmitted via data link to a Ground
Control Station (GCS) where the data
is viewed in real time. The components
of the GCS are ruggedised allowing
high mobility and rapid deployment
for ISR missions. The platform is a
flexible and customisable solution that
is unrestricted with unlimited uses.
CADG developed the Helix ISR
Platform in close collaboration with
ECARYS (aircraft manufacturer) and
S-Plane (systems supplier).
While CADG owns Helix, all
aircraft and platform support are
provided by the entire team.
Milkor
Milkor displayed three new UAVs for
the first time. The models cover a range
of sizes from the 12m wing span MA 380
to the smaller hand-launch MA 18. The
MA 380 has a take-off weight of 380kg
of which 80kg can be payload. It can
reach an altitude of 18 000ft, cruising at
14 000ft with an endurance of 20 hours.
The MA 80 can carry a 15kg payload
and remain airborne for 24 hours. The
small MA 18 can be operated by a single
person by using a tablet device.
Tellumat
ASTUS, the latest unmanned aerial system
(UAS) from Tellumat, was launched
at AAD. This is the South African
company’s first foray into full-scale
UAS systems provision although it has
developed, manufactured and supported
UAS sub-systems for many years. The
ASTUS is a medium-size, medium
range tactical surveillance UAV system,
suitable for long missions requiring
real-time surveillance data collection and
delivery for operations such as border
and coastal security, environmental
protection and peacekeeping.

Diamond Aircraft
The company had two aircraft on static
display, the DA40 NG and the DA62 MPP
fitted with the Trakka System gimbal
and Maritime Radar. The DA 40 NG is a
composite, four-seater aircraft featuring
advanced avionics and is powered by an
Austro Engine 168hp AE300 jet engine.
This was the first time that the
DA62 MPP special mission aircraft has
been displayed in South Africa. It has
been designed as a surveillance aircraft
featuring tracking and sensor technologies.

United Aircraft
Corporation
A model of the Ilyshin ll-112V light
tactical airlifter was on display at the UAC
stand, the first time it has been shown
outside Russia. A roll-out ceremony for
the first of two prototypes was planned
for 26 October at the Voronezh Aircraft
Production Association where the
aircraft will be built. The ll-112V is to be a
replacement for the An-26 and An 72/74.
Able to carry 50 soldiers, 42 paratroopers
or 25 persons in the air ambulance role,
the aircraft will have a maximum payload
of six tonnes and a range of 1 000km.

Spidertrack
In 2005 a high-profile New Zealander
crashed his helicopter and could not
be found for two weeks. This set his
mind working on a tracking solution
for helicopters and light aircraft and
two years later the Spider series was
launched. Whilst not yet available for
large aircraft or airliners, the system is in
use in more than 100 countries including

Top to bottom
The MA380 is the largest of three UAVs shown for
the first time at AAD by Pretoria company, Milkor.
One of several engine types on display.
The Russian Navy displayed models of several
vessels including the latest Amur-950 class
submarine seen in the foreground.
Global Industrial and Defence Solutions was one
of four exhibitors from Pakistan.

Global Aviator November 2018 / Vol.10 / No. 11 49

International Air Shows
South Africa. The Spidertrack 2.0 gives
operators a direct line of communication
from virtually anywhere. Spidertracks
not only shows the current location of
an aircraft, but also where it has been.
Aerosud
DB Schenker South Africa has been
chosen to support Aerosud’s current
and future logistics requirements.
The company is the world’s second
largest logistics service provider while
Aerosud is the largest privately owned
aerospace manufacturing company in
South Africa, supplying components to
the major aircraft original equipment
manufacturers such as Boeing and
Airbus. DB Schenker redesigned systems
to provide more effective support
for Aerosud’s corporate strategies as
well as providing the South African
company with a distinct transport
cost advantage over its competitors.
Twiga
Generating a lot of interest was the
850 MPB military patrol boat shown
by the defence logistics and services
company. The vessel was displayed
alongside the Nyoka 4 x 4 protected
vehicle. The 850 MPB was designed to
perform patrols on rivers, lakes and in
coastal waters. Claimed to be virtually
indestructible by Twiga, the hull is made
from high-density polyethylene and
offers considerable ballistic protection
against small arms. The boat is operated
by a two man crew and can carry a
AeroSud Aviation and African NDT Centre have
committed to over 1 300 square metres of space in
the Centurion Aerspace Village. The announcement
was made by CEO of CAV, Lance Schultz, during
the signing ceremony at AAD.
50 Vol.10 / No. 11- November 2018
boarding party of four. Twiga recently
delivered four of the vessels to the
Uganda People’s Defence Force.
Saudi Arabia
First time exhibitor, the Saudi Arabian
Military Industries Company (SAMI),
is aiming to enhance its presence in
the African continent and explore new
opportunities within this growing
market. SAMI is showcasing its
growing portfolio of military products
and services in four key areas –
Aeronautics, Land Systems, Weapons
and Missiles and Defence Electronics.
The company was launched in
May 2017. SAMI is a state-owned
military industries company to increase
local content and build a sustainable
and thriving military industries
sector in the Kingdom. Dr. Andreas
Schwer, CEO of SAMI, said at AAD
that SAMI’s attendance at the show
signified the Kingdom's intention
to open cooperation and establish
partnerships on the African Continent.
During the exhibition, Dr.
Schwer met with Hon. Nosiviwe
Mapisa-Nqakula, South Africa’s
Minister of Defence and Military
Veterans, to discuss bilateral relations
between Saudi Arabia and South
Africa in the fields of military
and security manufacturing.
China
Led by the State Administration of
Science, Technology and Industry
Chinese expertise in the field of unmanned aircraft included from left" the Blowfish l, U8EA, V330 and Wing Loong ll.
Global Aviator
for National Defence, six Chinese
arms companies, including China
National Aero-Technology Import
& Export Corporation (CATIC)
and China Shipbuilding Trading
Co Ltd (CSTC), were present.
The Chinese companies showcased
a huge collection of products,
including missiles, vessels, aircraft,
unmanned aerial vehicles, weaponry,
radar and ground force equipment
that can fulfil the needs of ground
forces, navies and air forces.
The unmanned aerial vehicle
designs covered a range of sizes and
performance capabilities including
the medium-altitude long-endurance
weapons-capable Wing Llong I. One
of the strangest designs came from the
Shenzhen Smart Drone Company who
claims that its V330 is the world’s first
fixed-wing, tilt-rotor UAV. Electrically
powered, the V330 has a traditional
fuselage and wing arrangement with
butterfly tail; however, it also has a
pair of rotor blades on outriggers on
either side of the wing. The front pair
rotates through 90 degrees to provide
for vertical take-off and landings in
conjunction with the aft rotors, or
forward thrust in conventional mode.
The U8EA reconnaissance helicopter
and the Ziyan Blowfish I electric-
powered machine capable of carrying
small weapons. Completing the display
of UAVs was a small 1/4 scale model
of the A-Hawk II large quad-copter.
The Chinese company, China
Shipbuilding and Offshore International
Company (CSOC), unveiled a new
medium-size unmanned surface vessel
 Above: Jon-Marc Hill and Sophia Hill officially launching the Adventures of Little Annie book at AAD2018.

Proudly South African. ZU-XDM is the first prototype experimental aircraft produced by Paramount and one of two
AHRLAC's to perform an aerial display at AAD.

(USV) called 'JARI'. CSOC is the
export division of China Shipbuilding
Industry Corporation (CSIC). The
JARI is a multi-purpose USV for
combat designed for both the People's
Liberation Army Navy and export
customers. A prototype began sea trials to African countries. •
earlier in 2018 although no orders for
the vessel have as yet been received.
Along with Russia and other
European countries, China is
the traditional arms supplier

Global Aviator November 2018 / Vol.10 / No. 11 51

Industry news

small as one-fiftieth of a centigrade,

BAE Systems-led Team Challenger 2
offers world-leading thermal imaging
technology for tank upgrade
World-leading thermal imaging
technology is being offered to
the British Army as part of Team
Challenger 2’s bid to upgrade the
Army’s Main Battle Tank. The
technology, developed by Leonardo
in the UK, forms part of the BAE
Systems led bid to upgrade the tank
and would for the first time bring
independent night vision for both
the gunner and the commander.
Also known as ‘electro-optic
technology’, the thermal imaging system
allowing for extremely sharp images.
The technology is already
proven on other military platforms
– such as the Royal Navy’s Queen
Elizabeth Aircraft Carrier and the
Royal Air Force’s Chinook fleet – but
has wider applications, including
being used by leading broadcasters
to capture some of the most difficult
shots possible for television.
In David Attenborough’s Planet
Earth II documentary, cameras
equipped with Leonardo’s technology
allowed the filmmakers to capture
the most detailed film ever seen of a
leopard’s nocturnal hunt, down to the
movement of individual hairs on its
body. While in the fast-paced world
of sport, the Hot Spot system used
in international cricket incorporates
will help British troops identify potential Leonardo’s thermal imaging technology,
threats and move undetected in hostile helping umpires see whether a ball
situations, while also shaving valuable has struck the batsman, pad or ball,
seconds off reaction times, which can by looking for a temperature change
make the difference between mission caused by the friction of impact.
success and failure. From a military standpoint, the
Instead of sensing light like a thermal imaging system was previously
standard digital camera, Leonardo’s used in Afghanistan to allow Chinook
infrared camera senses heat emitted by Helicopters to fly undetected through
all objects with temperatures greater mountain valleys, even in poor
than absolute zero (-273°C). The weather conditions. It also brought
hundreds-of-thousands of individual the ability to detect, recognise and
pixels in the camera, each one-twelfth identify coalition troops or vehicles
the thickness of a human hair, can at a safe standoff range prior to
detect temperature differences as entry into drop or landing zones.•

Visionary Electro-optics
BAE Systems has teamed up with Leonardo in the UK to integrate its world leading, thermal imaging technology
into Challenger 2, the British Army’s Main Battle Tank. Together with our other Team Challenger 2 partners,
we are bidding to extend the tank’s in-service life to 2035.

How It Works

Leonardo’s infrared Each of the Each pixel can

camera senses heat hundred-of-thousands pick up temperature
emitted by all objects of individual pixels in differences as small
with temperatures the camera are one- as one-fiftieth of a
greater than absolute twelfth the thickness centigrade, resulting in
zero (-273.15°C) of a human hair extremely sharp images

Thermal Imaging Advantages

The technology provides 24 hour The advanced system shaves valuable seconds
target identification at a greater range off reaction times, meaning the difference
and in poor visibility between mission success and failure

52 Vol.10 / No. 11- November 2018 Global Aviator

 ROSTEC introduces new products
Mobile phone for
marine vessels
Ruselectronics holding company, part of
Russian State Corporation Rostec, has
developed a multifunctional integrated
communication complex called MIKS.
It is designed for the digitalisation of
communications on marine vessels, and
contains a mobile segment – base stations,
mobile phones and sensors measuring
the physiological state of the crew. The
complex is entirely built on Russian
hardware and software platform.
The complex is the first modular
solution to provide wireless connectivity
with seamless roaming for submarines
and surface ships of various ranks. Earlier
the ships used only stationary internal
communication, which reduced the speed
of exchanging important information.
On board, the complex provides
internal hands-free voice communication,
ship telephony, video surveillance,
and monitoring of the location and
physiological state of the crew, as well
as streaming of video content on screens
installed in the crew cabins. Outside
the ship, MIKS supports telegraph
and telephone communication, video
conferencing, and data and file sharing.
MIKS consists of related functional
subsystems, scalable for different
grades and classes of ships, both small
cruisers and large aircraft carriers. The
complex combines screens, cordless
phones with touchscreens, terminals
for command broadcasting, and
sensors monitoring the physiological
state of the crew in a single system. All
equipment is designed to withstand
rough seas, exposure to seawater and
a wide range of temperatures.
Be-200 amphibious
aircraft for foreign
markets modernises
Rostec’s United Engine Corporation
has presented the project to re-equip
the Be-200 amphibious aircraft with
the Russian-French SaM146 engine
unit. The presentation took place at the
ongoing Hydroaviasalon-2018 exhibition
in the Russian city of Gelendzhik. The
modernisation will make it possible to
introduce the aircraft on the European
and American markets, and also to
begin the validation of the aircraft in the
transport and passenger configurations.
The re-equipment project provides
for modernisation of SaM146 engine,
including improvement of the software
for the digital automatic control system.
The next stage is the integration of the
engine into the Be-200 aircraft and further
certification of the re-equipped version.
The key advantages of the SaM146
engine unit are its simple and reliable
construction, competitive price and
life cycle cost. The engine meets high
standards of environmental friendliness
and fuel economy. The SaM146 engine
unit has also passed international
certification and complied with
prospective ICAO requirements.
The SaM146 is an integrated engine
unit, including a turbofan engine and
a nacelle with a reversing device. The
SaM146 is produced by UEC-Saturn in
an equal partnership with Safran Aircraft
Engines to equip Sukhoi Superjet 100
passenger planes. PowerJet (a joint
venture of Safran Aircraft Engines and
UEC-Saturn) is supplying the SaM146
and providing after-sales servicing. UEC-
Saturn is responsible for the design and
manufacture of the fan and low-pressure
compressor, low-pressure turbine, general
engine assembly and testing. Safran
Aircraft Engines is responsible for the
high-pressure compressor, combustion
chamber, high-pressure turbine, unit
box, ACS and engine unit integration.
The Be-200 can take off both from
land or water. The main areas of its
application are firefighting, search and
rescue operations, protection of water
surfaces, environmental missions, and
passengers and cargo transportation. The
Be-200 has no equivalents in the world
for a number of technical characteristics.
Helmet for exchange of
information between brain
and electronic devices
Rostec has created a preproduction model
of a device for information exchange
between the brain and an external
device (household appliances, computer,
exoskeleton, artificial sensory organs,
wheelchair). The neural interface works
dependably in large crowds, on mass
transport, and when surrounded by a
large number of transmitting devices.
The Bruk Institute for Electronic
Control Computers (INEUM), part of
State Corporation Rostec’s Automation
concern, is behind the technology. The
invention uses a device for adaptive
digital processing of brain electrical
activity and a noninvasive method of
data extraction with “dry” electrodes.
This makes it possible to record 92-95%
of signals accurately without direct
contact with the brain, by integrating
the interface into a special helmet, which
can be easily put on and taken off.
Global Aviator
A software and hardware platform
that processes signals and filters out
interference was created especially for
the neural interface. Thanks to that,
the device works not only in sterile
laboratory conditions, it functions
dependably in large crowds, in mass
transit, or when surrounded by a
large number of transmitting devices.
The accuracy of signal processing
does not decrease in these cases.
The Biotechmed forum was held
9-11 September 2018 in Gelendzhik.
It combines a scientific conference
with exhibition space to stimulate
discussion and the exchange of
information. The goal of Biotechmed
is to generate interest in a synergy to
ensure the transition to next generation
medicine and to form a unified vision
of the problems, challenges and
opportunities of the field. More than 1
500 representatives of the business and
scientific community in Russia and other
countries took part in the conference.
T-500A aircraft
with flotation landing gear
Russian State Corporation Rostec
has presented T-500A aircraft with
flotation landing gear for water
deployment at the Hydroaviasalon-2018
exhibition. This modification can be
used to carry out patrol and search
and rescue operations in coastal
areas, as well as for cargo delivery.
With the flotation landing gear,
the T-500A has significantly increased
the area and geography of its use. No
runways are required in order to operate
the new modification of the lightweight
all-composite aircraft which can be
based on water aerodromes, river and
sea ports. Thanks to the technologies
used when forming the glider, the
machine can be operated in any climate.
The T-500A is a modification
of the T-500 specialised aircraft for
aerial chemical works. The project is
implemented by ORPE Technologiya
named after A.G. Romashin (part of RT-
Chemcomposite Holding Company of
Rostec State Corporation) together with
MVEN Company (Republic of Tatarstan).
ORPE Technologiya is
manufacturing the T-500 aircraft as part
of its strategy to increase the volume
of civilian products. In 2017, the share
of the company's revenue from sales of
civilian products amounted to 19.7%. By
2025, the company plans to increase this
figure to 37.4% with the manufacture
of the T-500, as well as the introduction
of new products to the market. •
November 2018 / Vol.10 / No. 11 53
Military news

The latest contract will also encompass

Philippine Coast Guard becomes Philippines’ first on-site technical support and
continuing airworthiness management

H145 operator for parapublic missions organisation services, fully supported

The Philippine Coast The new 4-tonne-class twin-engine
helicopter is specially equipped with
Guard has placed an order high frequency radios, emergency
for one H145 helicopter, flotation gear, fast roping, cargo sling,
making it the first H145 search light, and electro-optical systems
to perform critical missions including
parapublic operator in search and rescue, medical evacuation,
the Philippines. maritime patrol and law enforcement.
by Airbus’ team in the country.
“We are honoured by the
Philippine Coast Guard’s decision
to introduce the country’s first
parapublic H145 into its fleet, as the
perfect complement to the current
workhorse BO105 which has served
the agency well for the past 40 years.
We have full confidence in the H145’s
ability to support the agency’s work,
coupled with our dedicated in-
country customer centre which stays
committed to supporting its operations
in close proximity,” said Philippe
Monteux, Head of Southeast Asia
and Pacific of Airbus Helicopters.
The H145 is the market leader
for rescue missions, with over 1 400
helicopters of the H145 family in
service globally, and achieving close
to five million flight hours. Due
to its small footprint, agility and
designed-in mission capability and
flexibility, the H145 is particularly
ideal for a wide range of missions.
It is equipped with Airbus’ state-of-
the-art Helionix avionics suite and
4-axis autopilot system, which helps to
reduce pilot workload during missions.
In the Philippines alone, there are
currently four H145 helicopters
operating in the country, mainly
for business aviation purposes. •

Airbus Helicopters Tiger to get a new set of claws

(Organisation Conjointe de Coopération en matière d'Armement/Organisation for Joint Armament Co-operation) has commissioned Airbus Helicopters, on
behalf of the French, German and Spanish Armament agencies DGA, BAAINBw and DGAM, to perform de-risking studies aimed at providing the Tiger with
next generation battlefield capabilities. Their main objective is to prepare the development and retrofit phases of the new avionics, mission, and weapon systems
of the Tiger. Thales and MBDA will also take part in the studies. 178 Tigers have been delivered to France, Germany, Spain and Australia, and have accumulated
over 110,000 flight hours to date. First deployed by the French Army in Afghanistan in 2009, the Tiger continues to demonstrate its essential role on theatres of
operation as a highly versatile, stealthy, and manoeuvrable attack helicopter.

54 Vol.10 / No. 11- November 2018 Global Aviator

 A model of the new Ilyushin Il-112 light transport aircraft at the UAC pavilion.
The type is scheduled to fly later this year.

The African market is one of the most important for Russian army suppliers.
An African delegation looking at a Mi-35M at the Russian Helicopter pavilion.

International
Military-Technical
Forum
“ARMY-2018”
Text and pics by: Simone Marcato and Massimo Rossi

The fourth edition of the yearly International

Military-Technical Forum ARMY was
held from 21-26 August over three separate
areas — Patriot Congress and Exhibition
Centre (also known as Patriot Park), Alabino
Military Training Grounds and at the
airfield of Kubinka Air Base — around
the city of Kubinka, Moscow region,
70 km west of the Russia's capital.

56 Vol.
Vol.10
10 // No. 11-/ November 2018 Global Aviator
No.11
 As the result of three years of
continuous growth — and thanks to
the support of the Ministry of Defence
of the Russian Federation — organisers
claim the ARMY 2018 Forum has turned
into the world's leading exhibition
of arms and military equipment.
This may well explain the size
and global importance of the Forum:
during ARMY 2018 Rosoboronexport,
— part of the Rostec State Corporation
signed 15 contracts with foreign
customers for a total value of over
20.3 billion roubles. It was visited by
65 official military delegations, 20 of
which were headed by the Minister
of Defence. Representatives of more
than 100 countries took part. A total of
550 000 visitors attended at the expo,
including 400 international journalists.
Patriot Park, Alabino
Military Training Grounds
and Kubinka Air Base
At Patriot Park, where the forum’s trade
exhibition and extensive conference
programme takes place, over 360
military and special equipment were
on static display. A Congress Centre,
along with six big exhibition halls
and several pavilions were at the
disposal to the 1200 exhibitors from
14 different countries that showcased
their products in an indoor space of
40 000 square meters and an outdoor
space of 120 000 square meters.
All the ground demonstrations
were held on the Alabino Military
Training Grounds. About 40 kinds of
weapons and military equipment of the
Land Force participated in the dynamic
displays and live-firing exhibition:
among others T-90s, T-72BZ and T-80U
tanks, along with artillery — with both,
self-propelled anti-tank and artillery
guns — demonstrating their moving
and fire capabilities on a simulated
battlefield. Military Air Defence Units
showed their skills and capabilities,
deploying the anti-aircraft missile system
“Tugunska-M1”, the anti-aircraft self-
propelled unit “Shilka-M4” anti-aircraft
missile system, as well as the S300V4 air
defence missile system and “Pantsir-S1”
air-defense missile-gun systems.
Kubinka Airfield, home base of
the two Vozdušno-Kosmiceskie Sily
Rossijskoj Federacii (VKS-RF, or Russian
Aerospace Forces) main aerobatic teams
of Strizhy (Swifts) and Russkiye-Vityazi
(Russian Knights) played an important
role in the show, with 30 aircraft
exhibited in static and dynamic shows.
The static display included most
of the recent acquisition of VKS-RF
such as the Sukhoi Su-25SM3, Su-30SM,
Su-34 Fullback, Su-35S, MiG-29SMT,
MiG-31BM, Il-76, Beriev A-50 AWACS,
An-148, Tu-214 Open Sky and all the
Tupolev-made bombers currently in
service with VKS-RF: Tu-22M3 Backfire,
Global
GlobalAviator
Aviator November
November 2018
Tu-95MS Bear and Tu-160M Blackjack.
All three bombers are currently under
an upgrade programme with the aim
to keep them in service until 2030.
The Aviatsiya Voyenno-Morskogo
Flota (the Russian Naval Aviation)
participated at the static display showing
a single Kamov Ka-27M Helix, one of
his upgraded Il-38N Novella maritime
patrol and anti-submarine warfare
(ASW) aircraft along a brand-new MiG-
29K Fulcrum-D carrier-capable fighter.
Rotary-wing types in the static
display included the Ka-52, Mi-28N and
Mi-35M attack helicopters, the upgraded
Ka-27M Anti-Submarine Warfare
helicopter, an Mi-17Sh with an arctic
livery and the largest helicopter of all,
the Mi-26. Two Mi-26 were in the static
display, including the new Mi-26T2V.
Even though it was scheduled in
the flying programme, the Su-57 as well
as the MiG-31K did not participate. The
only public appearance during the show
was on 21 August when a pair of Su-57
performed a couple of fly-pasts during
a visit of the Russian MoD, General
2018 // Vol.
Vol.10
10 // No. 11 57
No.11
Army 2018
????????
Sergey Shoygu at Kubinka air base.
Object of this vision was the
MiG-31K, the version of the famous
interceptor optimized to carry the
Kh-47M2 Kinzhal air-launched
hypersonic ballistic missile.
The plane, armed with missiles
remained inside a hangar — not
accessible to the public and press
— and was towed out only the day
after the closing of the forum.
Russian Helicopters, United
Aircraft Company (UAC)
and the Russian Aerospace
Forces renewal.
Russian Helicopters Holding, the
only Russian helicopter design
and manufacturing company, has a
significant role in the global helicopter
market. Also a significant role was
obviously played also during the ARMY
58 Vol.10 / No. 11- November 2018
2018. At Patriot Park the company has
one of the largest pavilions, showing part
of its helicopters currently in production.
In particular delegations were
able to take a close look at the latest
versions of the bestseller Mi-8/17
family, the Kamov ANSAT-U and
Ka-226 light utility helicopter, as
well as of the gunships Mil Mi-35M,
Mi-28N and Ka-52 Alligator.
The last two types have performed
daily flying demonstration at Kubinka
and Alabino, showing impressive
qualities of manoeuvrability and
power. In addition, the two types
joined the ground manoeuvres
performing attacks to ground targets
and covering the Mi-8AMTSh and
the Mi-26s during simulated assaults
and landings of special forces.
Moreover, the company presented —
for the first time — the latest Mi-26T2V,
with the prototype on the static display
Top: A short-range air defence system Pantsir-S1 in
Left: T-80U Main Battle Tank manoeuvring at the
Global Aviator
at Kubinka. The helicopter differs
from the basic Mi-26 model in its new
modern NPK90-2V integrated avionics,
that — together with the introduction
of a digital flight centre — significantly
simplifies the piloting of the helicopter.
The cockpit has been upgraded
extensively and has multifunction
colour displays and all instrumentation
is now adapted for use with night
vision goggles. Moreover, new
energy-absorbing seats for the crew
have been fitted. There are also
improvements to the navigation
systems and satellite communications.
In addition to promoting its
products on foreign markets, the United
Aircraft Company (UAC) is currently
heavily involved in the renewal of the
Russian Air Force, supplying to the
Russian MoD dozens of new-built or
upgraded fighters, trainers, transport
aircraft and bombers, to replace the
old Soviet-era ones. The subsidiary
companies of the UAC are developing
and testing different types of aircraft
that will have to enter into service with
the VKS-RF in the coming years.
The Sukhoi Company, after being
the protagonist in the renewal of the
VKS-RF combat units, supplying
dozens of fourth generation Su-
30/35 Flankers multi-role fighters,
has also been awarded with a first
contract for its Su-57 stealth fighter.
After the controversial
announcement made at the beginning
of last July, where it was said that the
Su-57 would not see mass production, at
the forum UAC's President Yuri Slyusar
announced that Russia MoD placed
the first order for 15 Su-57s, with the
first couple scheduled to enter the in
service with Aerospace Forces in 2019.
Along with the Su-57 contract, the
Russian MoD has signed an agreement
for the delivery of the first six MiG-
35s — two single-seat MiG-35S and
four two-seat MiG-35UB — to the
Russian VKS-RF. These first fighter-
bombers will be handed over to the
Strizhni acrobatic team, where they
will replace the ageing MiG-29s.
Furthermore, regarding the future
of the MiG-35, a certain optimism
showed up at the UAC pavilion after
the VKS-RF expressed his interest to
acquire more MiG-35 in order to replace
action at Alabino range. Photo by: Tsungfang Tsai.
Alabino firing range. In the background is
the self-propelled howitzer 2S19 "Msta-S".
Photo by:Tsungfang Tsai.
Global Aviator November 2018 / Vol.10 / No. 11 59
A prototype of the Mi-26T2V wearing digital
camo and ROSTEC marks leaving Kubinka
airbase after ARMY-2018
Army 2018
????????
the older MiG-29s version still in service
because the more modern MiG-29SMT
are in service only in limited number.
Another major effort that Russian
Defence has to do, is to renew a large
part of tactical and strategic transport
aircraft in service replacing the fleet
of Ukrainian-made Antonov aircraft.
Apart from the need to replace these
obsolete aircraft, the MoD wants to
gain independence from any kind of
military support from the Ukrainian
suppliers due to political tensions
between the two countries following
the conflict that broke out in Donbass
and the annexation of Crimea.
In order to meet this requirement,
Ilyushin is working simultaneously
on three different types of aircraft:
Il-112V, Il-76MD-90A and Il-276.
The Il-112V twin-prop light military
transport aircraft will replace the
ageing An-24/26/72 in service. UAC
sources stated: “The first prototype is
ready, and we are doing tests on the
ground before its first flight scheduled
for the upcoming 26 October, 2018”.
While about Il-276 he said: “As
you know, we have terminated MTA,
however, using the experience and
the work done in that project we are
working on the new aircraft which
according to plans should make the
ABove: A Russian Mi-35 is firing rockets at the Alabino range during a simulated assault display. Photo by: Tsungfang Tsai.
62 Vol.10 / No. 11- November 2018
first flight by 2023. We are hoping to
start series production by 2026”.
The Il-276 originates from the
Russian-Indian project MTA for a
twin-engined medium transport
plane, which was “frozen” in 2016
following the withdrawal of India.
The need to replace older planes
in service — especially the An-12s —
remained urgent and therefore Russia
was forced to continue alone in the
development of the aircraft, assuming
full responsibility for detailed design
and production of the aircraft.
The size of this medium military
transport aircraft will be positioned
between the Il-112V and the strategic
cargo aircraft Il-76MD-90A (also known
as Il-476).
About the last one — which is based
on the same airframe and fuselage of
Il-76 airlifter — it is planned to put three
aircraft into operational service by the
end of this year. Compared with the
old Il-76 the new airlifter has structural
improvements comprising a reinforced
landing gear and redesigned wing
section and a new power plant. Other
enhancements include a digital glass
cockpit as well as modernised flight,
navigation, and communication systems.
Ilyushin is working on the new
Il-78M-90A aerial refuelling tanker
Global Aviator
which made its maiden flight last
January at the Aviastar-SP production
facility. Developed from Il-76MD-90A
the new tanker shares the avionic
and structural improvements of the
upgraded transport aircraft, maintaining
the same propulsion system based
on the Aviadvigatel PS-90A-76
turbofan engines. Like the Il-76MD-
90A the updated engines giving the
aircraft a 60-ton payload (up from 40
tonnes for the baseline Il-76/78) and
a 12% reduced fuel consumption.
The MoD is expected to buy 34
of the new tankers to replace its
current Il-78s.
Yakovlev Design Bureau — part
of the Irkut Corporation — performed
every day at Kubinka with Yak-130
an advanced jet trainer and light
fighter as well as a prototype Yak-152
turboprop primary trainer aircraft.
150 Yak-152 will be put in service
by VKS-RF to replace its current
Yakovlev Yak-52 as primary trainer.
African news
The demand from several African
countries for modern and sophisticated
weapons has increased in recent years
due to regional instability spread around
the African continent — with some areas
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Global Aviator November 2018 / Vol.10 / No. 11 63
 ????????
Above: Su-35S taxiing back after its display over the
Alabino range.
involved in open conflicts — making
it one of the most important markets
for Russian arms manufacturers.
This can explain why ARMY
2018 has been visited by about twenty
military delegations from African
Countries — 11 of which were headed
by the Minister of Defence — resulting
in several high-rank talks, cooperation
agreements and deals. Among others
the Central African Republic and
Russia signed a military cooperation
deal, as well as Burundi's MoD, that,
in addition to the signed military
cooperation agreement with Moscow, is
now considering purchasing Russian-
made ‘Pantsir-S1’ air-defence systems.
“It is very powerful. My country is
interested in buying it” Burundi's MoD
64 Vol.10 / No. 11- November 2018
Above: The prototype of Yakovlev Yak-152 basic trainer
performed an acrobatic display every day
at Kubinka airbase.
Emmanuel Ntahomvukiye said.
Other Sub-Saharian African
countries including Burkina Faso,
Chad, Niger, Rwanda, and Zimbabwe
signed and reviewed agreements,
showing interest in buying
different kinds of Russian arms.
A few months ago Rosoboronexport
leaked the news of the sale of Su-35s
to the 3rd International customer and
it now seems there is confirmation
that the Algerian Air Force has placed
order for 18 of these fighters.
The North African military power
became interested in the Su-35 after
its operational debut in Syria and has
evaluated the multi-role fighter at the
beginning of 2016 when a VKS-RF's
aircraft flew to the Tamanrasset Algerian
Global Aviator
Above: In addition to their display with the Berkut team the
Mi-28 performed a solo display showing its power
and agility.
airbase for demonstration flights.
Algeria is one of the largest buyers
of Russian aviation equipment and over
the last ten years, renewed its air force
buying the Su-30MKAs, Yak-130s, and
the helicopters Mi-26T2 and Mi-28NE.
In addition to purchasing the Su-
35s, it appears that Algeria is seeking
to acquire a squadron of MiG-29M/
M2 (similar to the aircraft recently put
in service by Egypt) to replace its older
MiG-29S — although upgraded to
SMT standard — currently in service.
Furthermore, other sources
from UAC confirmed the interest of
several countries for the last version
of the Fulcrum—with negotiations
under way — although the other
potential customers are undisclosed.
 Tu-95MS taking off after the end of ARMY 2018.
These bombers have been upgraded to
the Tu-95MSM version

Above: The Su-30SM showed its super Above: A Mi-171Sh on static display at Kubinka airbase. Note Above: Chengdu J-10BS of the "The August 1st" aerobatic
manoeuvrability during its solo display. its external fuel tank and the special livery used for demonstration team after its display. This is the frontline
arctic operations. fighter of PLAAF together with Sukhoi's flankers.

Foreign and
Chinese presence
Beside the massive Russian participation,
eight countries were invited and
joined the forum with their defence
firms: Armenia, Belarus, India, Iran,
Kazakhstan, China, Pakistan, and Turkey.
Some are historical allies or partners
of Moscow (Armenia, Kazakhstan
and Belorussia), whilst others have
approached Russia because of recent
global geopolitical changes. This is
the case of Pakistan and Turkey.
Notable was the presence of
India, where the DRDO State agency
and HAL has the prominent role at
the Indian pavilion, showing a range
of products that ranged from the
supersonic Brahmos — developed with
Russian missile giant Almaz-Antey
— to the HTT-40 turbo-prop basic
trainer and Tejas lightweight fighter.
Without any doubt the most
relevant foreign presence was Chinese.
Due to the changed global geopolitical
balance relations between Russia
and China have intensified greatly
in recent times. The participation of
Chinese military assets and troops at
the exercises Aviadart 2018 and Vostok
2018 and the first appearance of Chinese
military equipment manufacturers
at ARMY 2018 as part of the bilateral
military exchange between the two
countries, is further confirmation of this.
An entire pavilion was
dedicated to a dozen Chinese
defence firms took the opportunity
to promote some of their products
to potential customers worldwide,
showcasing combat and logistics
equipment, as well as information
and communications equipment.
Worthy of note was the Chinese
presence state-owned aerospace
giants such AVIC (Aviation Industry
Corporation of China), CASIC
(China Aerospace Science and
Industry Corporation), and CATIC
(China National Aero-Technology
Import & Export Corporation)
The Chinese aviation industry
in recent years have shown great
progress in the design development
and production of aeronautical projects
showcasing models of the fourth-
generation fighters such as the PAC/

Global Aviator November 2018 / Vol.10 / No. 11 65

Army 2018
????????

Above: The Berkut display team with their four Mi-28s. They are based at Torzhok air base.

Chengdu JF-17 light fighter, the
indigenous Chengdu J-10 multirole
fighter and both the stealth fifth-
generation fighter Chengdu J-20
— recently entered in service with
People's Liberation Army Air Force
(PLAAF) — and Shenyang J-31.
They also brought a model of
their Shaanxi Y-9 turboprop medium
transport aircraft — an evolutionary
design of the Y-8, itself based on the
Soviet-era An-12 — and Xian Y-20 large
military strategic transport aircraft
as well as UAVs and the jet trainer
Hongdu JL-8, the supersonic LIFT and
light attack aircraft Hongdu L-15 and
Guizhou JL-9 (known also as FTC-2000).
The only foreign presence at
Kubinka airfield was the Chinese,
the August 1st — or Ba Yi Aerobatic
Team — the aerobatic demonstration
team of the PLAAF. Equipped
since 2009 with the J-10s fighters,
it was the team's second appearance
in Russia after its first show
abroad which took place in
August 2013 at MAKS 2013.•

An Impressive take-off by the Tu-160

strategic heavy bomber with sunset golden light.
These bombers are called "White Swan"
by their crews.

66 Vol.10 / No. 11- November 2018 Global Aviator

 The Russian Knights team during
their display. Since the beginning of
2017 the team has flown their display
with four Su-30SMs replacing the old
Su-27Ps single seater and Su-27UBs
double seaters.

Global Aviator November 2018 / Vol.10 / No. 11 67

???????? of the past
Pioneers
Sopwith
Camel to
Harrier Jet
Murray McLeod
T.O.M. Sopwith can rightly be
regarded as one of the luminaries of British
aviation design and manufacture. In a
lifetime that spanned a remarkable 101
years he outlived all his contemporaries
and was witness to an evolution in aviation
from those hesitant Edwardian beginnings
to the Harrier jump-jet of contemporary
times. He also led the companies which
designed the highest-scoring British fighter
of World War 1, the Sopwith Camel and
the highest-scoring fighter of the Battle
68 Vol.10 / No. 11- November 2018 Global Aviator
Above: Tom Sopwith.
of Britain, the Hawker Hurricane.
Thomas Octave Murdoch Sopwith
was born on 18 January 1888, in London,
the eighth child (hence Octave) and first
son of Thomas Sopwith, civil engineer.
When Sopwith was born, in those far-off
days powered aeroplane flight was still
fifteen years away. As a young man,
sailing was one of Sopwith’s abiding
passions, an interest shared with motor
cars, power boats and ballooning. In fact
his interest in ballooning encouraged him
to become involved in powered flight.
His first experience was at Brooklands in
the summer of 1910 where a French pilot
Gustav Blondeau was offering passenger
flights in a Maurice Farman. The cost
was £5, a considerable sum of money at
the time but by all accounts Sopwith was
fairly well placed in financial terms.
Exhilarated by the Brooklands flight
Sopwith was determined to become a pilot
himself. This was achieved in the autumn
of 1910 when he purchased a Wright-
Manning biplane, which he assembled at
Brooklands and began a series of self-
taught exercises in taxying and take-offs.
These resulted in a number of crashes,
fortunately without serious injury and on
22 November 1910 Sopwith was awarded
Aviation Certificate No31. The prestigious,
almost mythical No.1 Certificate was held
by an associate of Sopwith, the pioneering
J.T.C. Moore-Brabazon who made headline
news when he took aloft a pig secured in
a wicker basket thus de-bunking the long-
held cynical suggestion that ‘pigs might
fly’. In December 1910 Sopwith made the
decision to go for a prize of £4000 offered
by the Baron de Forest for the longest
???????? of the past
Pioneers
flight from England to the Continent in
a British-built machine. Popular opinion
was that the most probable risk of engine
failure occurred during take-off and
climb, and well aware of the situation
Sopwith took the precaution of leaving
from Newchurch (half an hour inland)
rather than Dover. A cross-Channel flight
was largely a step into the unknown and
Sopwith later admitted to an intense
loneliness until the relative haven of the
French coast was reached. He eventually
landed at Beaumont, having flown 169
miles to claim the substantial prize.
Four days later a friend of Sopwith’s,
Cecil Grace attempted to better Sopwith’s
cross-Channel flight. Bad weather
at Calais turned him back and near
Dover he encountered heavy fog and
was last heard heading out over the
North Sea, never to be seen again.
Such events were a saddening
feature of the period; in particular the
death of Sopwith’s close friend S.C.
Rolls at a Bournemouth meeting.
Charles Rolls was in partnership
with the talented engineer Henry
Royce. Their reputation for fine motor
cars was already established and with
their ongoing range of prestigious aero
engines they forged a tradition that was
second to none during the 1930s and
throughout World War Two. Rolls Royce
jet engines earned a similar reputation,
going on to power the current leviathan
of the air, the mighty Airbus 380.
In 1911 Sopwith made a tour of The
United States where he conducted a series
of exhibition flights. In the process he
won an amount of prize money, despite
the occasional crash landings that were
hazards to be endured by those pioneers.
Returning to England in 1912 he formed
the Sopwith Aviation Company, starting
70 Vol.10 / No. 11- November 2018 Global Aviator
Above: Harry Hawker.
at Brooklands with a flying school.
The company’s first product was
known as the Sopwith-Weight Tractor,
which attracted Admiralty interest and
was purchased for £900 for naval use.
By the time the Kaiser’s war started
in August 1914 Sopwith had assembled a
worthy team of designers, most notable
was Aussie Harry Hawker whom
Sopwith had taught to fly and went on
to become the firm’s chief test pilot.
Throughout that period Sopwith
Aviation was involved in the design
of at least 80 types although only a
percentage of these entered production.
Those that did went on to establish
enviable reputations; the delightful
Pup and 2-seat 1½ Strutter were early
examples. These were followed into
service by the iconic Camel which
gained notoriety as being unforgiving
in the hands of a novice. Nevertheless
in capable hands it was a formidable
Above: J.T.C. Moore-Brabazon.
fighting machine and with a total of
over 1 200 victories it was the top-
scoring British scout of World War 1.
Sopwith had produced 6 000 examples
of the F1 and 2F1 Camel and by late
1918 would have been superseded
by the Snipe which continued in RAF
service until 1924. At the time of the
armistice Sopwith Aviation had grown
into an impressive business, having
produced 16 000 aircraft and employing
5 000 workers plus thousands more
through subcontractors. But with the
end of hostilities demand for military
equipment vanished overnight making
it impossible to do anything but to
cease operations and go into voluntary
liquidation. Sopwith kept his design
team together and with new capital he
hired an area of the old Kingston works
from the liquidators. The new firm
would become the Hawker Company
with Sopwith as its chairman. In 1923
the firm was joined by Sydney Camm
whose future designs; epitomised
by the Fury, Hurricane, Tempest and
Harrier established Hawker Aviation
as arguably the leader in British
fighter development. In 1978 Hawker
aerospace interests in Britain were
absorbed into British Aerospace. This
continued with the engineering group
Hawker Siddeley and in Hawker De
Havilland of Australia. Throughout
this period Sir Thomas Sopwith
(knighted in 1953) was three times
president of the SBAC, the supreme
body of Britain’s aerospace industry.
He was also president of the
Hawker Siddeley group until he retired
at the age of 90 in 1978, while still
maintaining an interest in aviation,
alert and discerning until his death in
1989 at the grand old age of 101. •
Left: Hon. S.C. Rolls
Sydney Camm

Global Aviator November 2018 / Vol.10 / No. 11 71

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72 Vol.10 / No. 711-/ July 2018 Global

2018 Global
November Aviator
Aviator
???????? Instruction
Helicopter

TEACHING
HELICOPTER
EMERGENCIES
By Helen Krasner

Emergencies are an
important part of the
PPL(H) syllabus. Although
I don’t teach fixed-wing
flying, I’m sure that
they are emphasised to a
similar extent for those
who choose to fly aircraft
with non-rotating wings.
But in the helicopter
syllabus, at any rate,
there are four exercises
given over to them.

74 Vol.10 / No. 11- November 2018 Global Aviator

Global Aviator November 2018 / Vol.10 / No. 11 75
???????? Instruction
Helicopter
Exercise 7, taught very early on in the course, is ‘Basic
Autorotations’. The student is taught to enter autorotation by
lowering the collective lever, to keep the helicopter under control
and to recover at a safe height. Later on, there are ‘Engine Off
Landings’, when you learn to actually flare the helicopter and
land it – or at least to bring it to a five foot power-on hover
when practicing.
But that’s not all. Exercise 17 is ‘Advanced Autorotations’,
when the student practices flying in autorotation at different
speeds and thereby covering varying amounts of ground.
Finally, when he or she has got the hang of all that, there are
‘Forced Landings’, when you put it all into practice by trying
to land in a field … or on any bit of flat ground that happens
to be available, since helicopters don’t need much space.
Now, I have no criticisms of any of this afterall you
can’t really have too much practice for engine failure! This
is perhaps particularly the case in the Robinson R22, on
which most people learn nowadays with its low inertia rotor
head, after a real engine failure you don’t have all the
time in the world to decide what to do.
They say ‘officially’ that you have two seconds in which
to lower the collective lever and enter autorotation; after that
your rotor RPM will have decayed irrecoverably. In fact, you
have a little longer if you react appropriately. It has been shown
that if you flare the helicopter you have up to seven
seconds, which would make quite a lot of difference …
try counting slowly up to seven to see what I mean.
However, the details of engine failure are not really
what I want to discuss here. You see, I don’t actually know
76 Vol.10 / No. 11- November 2018 Global Aviator
from experience how easy or difficult it is to react to a
sudden engine failure quickly enough, and I don’t know
anyone else who does either, I can hardly think of anyone who
has had their engine fail in an R22, or any other modern
helicopter for that matter but I do know of just one person,
an instructor who forgot to pull the carb heat before reducing
the power … for a practice engine failure, as it happened.
He landed the helicopter safely, switched on the
engine again, and his student was none the wiser. But I digress.
The point is that engine failure in modern helicopters is very,
very rare. When it does happen, it is almost invariably
caused by carb icing or running out of fuel.
Now, does this matter? Shouldn’t we be teaching students
what to do anyway, in case the worst happens? Of course we
should, but the trouble is, while we’re covering four exercises
devoted to engine failures, we could well be ignoring all the
otherem emergency situations, which are possibly much more
likely to occur in real life. What about instrument failures,
engine or electrical fires, or tail rotor failure. What about jammed
controls? And perhaps most importantly, what about weather-
related emergencies, which cause accidents and claim lives
almost every year, to a greater extent than almost anything else?
Naturally, these are covered during the PPL(H) course, at
least to a certain extent. There is a chapter in the R22 Pilots’
Operating Handbook – and I’m sure in those of all other
helicopters – relating to emergencies, and every student is asked
to read and learn that section. During navigation exercises,
the instructor emphasises keeping an eye on the weather,
staying well away from clouds, and if necessary diverting or
landing in a field – since helicopters can do this very easily.
Finally, in the Skills Test, there is a section on emergencies.
The student is asked, “What would you do if…,” with the gap
being filled with any hypothetical emergency which the
examiner fancies at the time.
This is all good stuff. However, often there isn’t time
during the course to actually practise all of these possible
emergencies, at least not to the same extent that you learn about
engine failures. And the trouble is that knowing what to do and
actually doing it for real are two very different things. In a real
emergency you are scared – adrenaline courses through you;
your brain freezes and your thinking processes turn to mush.
You react, but not necessarily as quickly or as sensibly as
you usually would. This is not a good situation in which to
be doing something for the first time. I found this out myself
when I lifted into the hover with a student one day, and we saw
smoke coming out of the instrument panel. Well, we landed
and shut down.
Nothing to it, is there? But I do know that although I
wasn’t panicking, it scared me enough that if I had had to
do anything more complicated, I am not sure that I would
have been functioning at my best. A friend who lifted into
the hover and then found that his pedals were stuck had
much the same reaction – he told me that he managed
to land, but it really shook him up. Thus in genuine
emergency you can’t rely on your usual common sense
and quick reactions – you need rules to follow, and most
importantly you need practice, and preferably lots of it.
Personally I had never practiced any emergency, other than
engine failure, when I got my PPL(H). Soon afterwards I went
on a Robinson Safety Course – a day workshop specifically
designed for R22 and R44 pilots – in which we went over some
other possible situations.
During this course I was shown how to fly after failure of
the rotor RPM governor, how to control yaw using the
throttle if I had stuck pedals, and how to respond to a number
of other nasty situations.
 I realised how useful all of this was, and some time
afterwards I decided to do more flying with an instructor,
specifically to learn to respond to even more emergencies.
I remember the lesson well. We took off, and he said to
me, “OK, your low fuel warning light has just come on; what
are you going to do?” “Land”, I said, quite correctly. However,
until the instructor pointed it out, I hadn’t realised that with
five minutes worth of fuel left – the amount you have in
the R22 when the light comes on – if you’re flying at 2000 ft
and you put the helicopter into a normal descent at 500 ft/
min, you will barely make it. And if you’re any higher, it is
definitely time for an autorotation with a power recovery.
I’m not sure how many low hour helicopter pilots have done
the maths and are aware of this…and they should be.
When I did my FI course I was shown how to fly with a
stuck collective, and how to recover from a low ‘g’ situation; we
also discussed tail rotor failures. I had rarely even thought about
these before. Admittedly, these are all rare situations, but surely
they should at least be mentioned to students. After all, low
‘g’ can occur in turbulence; you don’t have to be mishandling
the helicopter for it to happen, as some people think, and tail
rotors are delicate and can be damaged or can malfunction.
I was taught about low level flying, below cloud, while
keeping a careful eye on possible landing sites, not when
I was learning to fly helicopters, but when I was doing
some microlight training. During the PPL(H) course I was
simply told that if the weather was too bad then I should
land in a field. Yes, but how bad is too bad to fly?
What sort of field should I land in? And most importantly,
at what point should I decide? A low hours pilot flying in
marginal weather is under stress, and it is far easier to make
those kind of decisions if you’re given guidelines in advance.
Perhaps you should be told that if you have to fly below 500
ft, or at less than 60 knots, it’s time to find a landing site.
This was suggested to me at some point in my flying
training; I think it’s good advice, and I now try to pass
it on to all my students. Another good tip was given to
me by a friend who flew the whole length of Britain in a
helicopter. If the weather was less than perfect, he would
keep an eye open all the time for good landing sites.
This meant that if it worsened, he knew where to head for
when he turned back. An excellent idea, since landing in the
middle of nowhere in bad weather might be better than flying
in it, but not that much!
However, if you do have to land far from roads and human
contact, how many of us carry extra warm clothing, plus
food and drink? Surely we should, and we ought to tell our
students to do so too.
Therefore I feel that there should be another exercise added
to the PPL(H) syllabus – and maybe the PPL(A) too – simply
called ‘Dealing with Emergencies’. It wouldn’t have to be very
long; it could probably cover all of the above in an hour or two,
but if it was an actual structured exercise, all of these points
would be more likely to be taught than they are at present, when
they are simply add-ons, as it were, or part of another exercise,
or something the student is supposed to study by himself.
Such an exercise would be an extremely useful addition
to the course. It might also save lives! •
Dr RG Nel
MB.Ch.B (stell) Senior Aviation Medical Examiner
with CAA (MS080) Senior Aviation Medical
Examiner with FAA (03304)
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Global Aviator November 2018 / Vol.10 / No. 11 77
I????????
learned from this!
I am a PPL examiner, and was
asked to do a test for a student
who had just completed his
PPL(H) training in the Cabri
G2. We did the usual meet,
greet and talk about the test to
come, the weather, notams etc
and running through what we
would be going to do, the speeds
we would use and so forth. We
then went out to the helicopter
and did a walk round where he
explained various parts of the
machine to my satisfaction.
After an uneventful departure we
did the navigation and instrument part
of the test, and the upper air work part
of the general handling. We then started
our return to Goodwood aerodrome,
however, just as we were joining over
Tangmere there were a couple of rotations
on the RPM dial, presumably caused by
the engine governor, but this then rectified
The author flying a Gazelle over the Oxfordshire countryside.
itself. This had also happened on the
same machine two days before, when
another instructor was flying it. He had
spoken to the engineer, who said it was
a sensor problem but could be fixed by
moving the sensor. It was fixed and the
other instructor had flown again without
further problems. We then commenced
the remaining exercises on the airfield.
78 Vol.10 / No. 11- November 2018
No
Turning
Back
On 6th June 2018, I
had a helicopter
accident that certainly
changed the last four
months of my life,
and most probably
my life forever
by Georgina-Hunter Jones
The on-airfield exercises were all
completed to a satisfactory standard.
These included autorotations, quick
stops, sloping ground, visual circuits
and an engine off in the hover (EOH).
The technique I use for simulated EOH
is that I get the student to get in a steady
hover at about 7 feet. I then say “engine
failure, 3, 2, 1 and GO.” On the ‘GO’ I
Global Aviator
close the throttle ensuring it goes through
the detent. He completed the EOH to
an acceptable standard, but he was a bit
behind with his application of the left
rudder pedal to counteract the yaw. He
then asked if he could do it again as he felt
he had not done it satisfactory enough,
so I said yes. (One of the many moments
in life where you wish you had said,
“No, lets go and have a cup of tea!”)
On the next EOH, before I got to the
executive word of ‘GO’ the helicopter
started to spin to the left so fast that it felt
like I was in a washing machine. I have
never known anything quite like it. As we
were spinning the student yelled “you
have control” to which I replied “I have
control” although I had my hands and
feet on the controls at this time and was
already applying full right pedal to try to
stop it spinning. I think I moved the cyclic
forward slightly as I felt the helicopter
slightly ‘buck up’ so the forward input was
to try to keep it level. Shortly afterwards,
the helicopter impacted the ground.
The helicopter landed at an angle,
right skid down. As the right skid was
crushed the helicopter leant to the right.
The student had fallen slightly out of
the door and was on the ground. I was
at the top of the apex (as it were) above
the student. We were both stunned and
his first words were: What happened?
This was followed by: “have I passed?”
The ground crew and fire service
arrived very quickly and we turned off
the electrics and fuel. There was no fire,
and looking at the way the helicopter

remained upright, although leaning, with
my seat virtually uncrushed, it seemed the
crush-worthy seats had done a good job.
The ambulance arrived shortly
afterwards and the paramedics separated
into two groups. One came to me, the other
to the student. They asked me my name
and date of birth (presumably to see if I
was still compos mentis) and if I was at all
hurt. I said I could not move my right arm,
but otherwise felt fine. I also said I needed
to call my husband, as I was worried he
would hear that there had been a crash
at Goodwood (helicopter crashes are top
news in local newspapers!) and assume
the worst. I did this, telling him I was fine
and that I would be going to hospital.
The paramedics asked if I could feel
my feet, if I had any pins and needles etc.
To all of these I was able to reply I was
fine, no pains, no apparently neurological
damage. They then asked if I would
like help getting out of the machine. I
said yes, because I could not use my
right arm and assumed it was broken.
They helped me out and I walked to
the ambulance where I was made to lie
down. Little did I know that I would
not stand up again for two months!
The ambulance took me to the local
hospital, where I had an examination
and was sent for X-rays. Once the
medical team had looked at the X-rays,
I was sent for a CT scan. Unfortunately
for me, the scans showed that I had
broken thoracic vertebrae T3 and T6,
(T6 being a compression fracture with
broken transverse and spinal processes)
four ribs and my scapula (shoulder
blade). Ironically, the scapula, which
was the least important injury, was
the only one I had been aware of,
assuming my arm was broken. This is
a non-treatment injury and it got better
quickly, while I was being treated for
the major injury: the broken vertebrae.
There are a variety of treatments for
this kind of spinal injury, and all are in
order to prevent the bone injury impacting
the spinal cord and turning a temporary
injury into a life-long disaster. I was
told I was (relatively) lucky because the
thorax is a place where the spinal canal
is larger than other places on the spine,
and also that the ribs keep the vertebrae
in better position. However, should the
compression fracture move and impact
on the spine that would most likely be the
end of my walking (let alone flying) life,
so this was an injury to take seriously.
The helicopter landed at an
angle, right skid down.
As the right skid was
crushed the helicopter leant t
the right. The student had fallen
slightly out of the door and was
on the ground. I was at the
top of the apex (as it were)
above the student. We were
both stunned and his first words
were: What happened? This was
followed by: “have I passed?”
The three types of treatment
available were: back surgery, mobilising
with a brace, or 8 – 12 weeks bed
rest. I most definitely did not want
to do the last, I have always been a
very active person and the idea of
8-12 weeks doing completely and
utterly nothing, lying on a bed with
the cubicle curtains as the edge of the
whole world, was hugely unnerving.
It quickly became apparent that
my T6 fracture was too unstable for
me to mobilise with a brace, which
left only surgery or bed rest.
The surgeon explained that because
T3 and T6 were both fractured, while
I could have a rod and cage put in to
stabilise the spine, it would need to
be from T2 to T8. In other words the
majority of my thorax would be one
long stiff rod, with no movement, and,
by the by, very little chance of returning
Global Aviator
to flying ever. They would also have
to collapse part of a lung to do the
operation. “I would not myself,” said
the surgeon, “have that operation done,
although if you insist I am willing to
do it.” He gave me until the following
morning to make the decision.
I told myself: eight weeks is
only a small moment in time and
space and better than spending the
rest of your life with a fused back. I
chose the bed rest option and spent
the next eight-and-a-half weeks
thinking about what had happened!
During this time, I was trying to
work out what may have caused the
rapid left yaw. Could the governor
had gone ‘mad’, but I don’t think it
would have had that effect? Could
we have had a tail rotor failure?
What I am sure of is that I had
not closed the throttle before it started
spinning. As the student had been
a slow in applying the left pedal on
the first EOH, had he anticipated the
requirement and applied it early and
perhaps initiated the spin? Was that
possible? As the G2 has a fenestron
tail rotor it is slower to correct than a
standard tail rotor and, although I had
full right pedal, perhaps there was not
enough time to stop it yawing left in the
time it took for it to impact the ground.
Once the helicopter had started
spinning it was witnessed by people
in the tower and on the airfield,
they said it started to climb, they
thought up to about 15 feet. This
climb might also account for why I
pushed forward on the cyclic, as I
instinctively felt an upward movement.
The governor on the G2 is
particularly tough, that is you have
to fight against it to ensure the
throttle is closed, another reason
why I’m sure the throttle was not
closed when the helicopter started
spinning. In the future, I feel it would
be appropriate if the governor was
turned OFF before practising EOH.
I am aware of more than one
other instructor who also experienced
a left spin in a G2 that took a long time
to recover back to straight, even after
full right pedal had been applied.
There are also other similar accidents
detailed on the internet and in
accident reports.
I am now no longer in hospital,
but still have to wear a brace, which,
ironically, prevents me rotating too much.
The hospital say I will be back to full
strength in a year and should be able to
fly again, provided I can pass a medical
test. The student is also recovering and
the helicopter is being examined. •
November 2018 / Vol.10 / No. 11 79
Light medivac aircraft
The Celier Zenon 4
For those who are entering
into the world of aviation
and aspiring to a pilots
licence, or even just
wanting to enjoy flying, the
XENON 4 is an excellent
introductory machine.
It is a Maltese autogyro
designed by Raphael Celier
and produced by Celier
Aviation of Safi, Malta.
The aircraft is supplied
complete and ready-to-fly.
It is a combination of the highest
standards of safety and ergonomics
design. The cabin is manufactured
from carbon into a one piece
monocoque structure, similar to
a Formula 1 racing car, providing
additional safety to the Crew.
The newly designed Instrument
panel has been created to correlate to
professional avionics and GPS systems.
The Cabin now offers an even more
comfortable and spacious environment
than ever before. In conjunction with its
high cruising speed and the improved
aerodynamics the new Xenon 4 could
also be used for long distance travelling
with ease, supporting you with a
respective luggage compartment.
80 Vol.10 / No. 11- November 2018 Global Aviator
The comfortable and ergonomically
shaped leather seats together with
the high class internal finishing
ensures that your flight is pleasant
all the way. And the doors have been
changed in Form, Size and Fixation.
Comfortable, ergonomic and heated
seats made from top-grade materials
combined with a great cabin finish ensure
the pleasure of traveling at any time of
the flight. All Xenons are manufactured
in an industrial plant meeting strict
ISO9001 standards. A fully industrialised
process guarantees quality, confidence
and highest precision of execution and
repeatability. Thanks to the modern
CAWA 2 system, Celier Aviation supports
customers from order through purchase
to service, giving the customer access
to the 3D Configurator, the Electronic
Parts Catalog, and the Service Desk.
Design and development
The Xenon 4 is a development of the
Celier Xenon 2 and Celier Xenon 3,
with a newly designed fuselage and
longer tailboom. It features a single
main rotor, a two-seats-in side-by-side
configuration enclosed cockpit, with
some models offering a third seat. It has
tricycle landing gear and a modified
four cylinder, liquid and air-cooled, four
stroke 135 hp (101 kW) turbocharged
Rotax 912 engine in pusher configuration.
The fuselage is a monocoque made
from carbon fiber reinforced polymer
and features a cabin internal width of
130 cm (51 in). The two-bladed rotor
has a diameter of 8.8 m (28.9 ft) and
a chord of 20 cm (7.9 in). The aircraft
has a typical empty weight of 295 kg
(650 lb) and a maximum gross weight
of 560 kg (1 235 lb), giving a useful
load of 265 kg (584 lb). With full fuel
of 85 litres (19 imp gal; 22 US gal)
the payload for the pilot, passengers
and baggage is 205 kg (452 lb).
This ROTAX bigger block engine
(1.4 l instead of 1.2 l for the Rotax
912) can deliver much higher torque
and at lower RPM. This engine has
excellent reputation for its reliability.
The power is deliberately limited to
a max MAP of 40” delivering 145 hp. On
the Xenon 4 it is limited to 39” delivering
up to 135 hp, whilst max continuous
recommended output is 38” providing
125 hp. On the Xenon 4 XL the engine
is prepared to use the full 40” boost.
There are 2 types of propellers
suiting this engine configuration - the
Kaspar 2/3 (ground adjustable) and the
Kaspar 2/3 P-LT (variable pitch and
electronic constant speed). In standard
configuration the manufacturers use
the ground adjustable propeller that is
set at an optimised pitch for a good rate
of climb and cruise. As an alternative
a variable pitch model can be chosen.
The electro-hydraulic constant speed
unit is actuated via a pilot-friendly
system. This configuration improves
fuel efficiency and provides a quieter
flight. Overall, it adds 7 kg and
comes with an integrated spinner.
Thanks to its lightweight, proven
and reliable ROTAX ULS (100 hp)
engine it showcases excellent volatility
and low fuel consumption 98/98 oct.
For demanding customers we also
offer the Xenon 4 Sport with engine
CA ULST 135 PS. The cabin, like
the whole XENON family, is made
of carbon built in one monolithic
piece like what you find in Formula
One cars. This design offers excellent
protection for the user as it acts as a
robust safety cage. The newly designed
instrument panel is equipped with
professional analogue instruments with
the ability to connect the GPS system.
The new cabin offers more
space, comfort and a perfect working
environment for the pilot and a
great resting place for the passenger.
Combined with high performance and
improved aerodynamics, the XENON 4
Sport can be successfully used for long
distance travel, where it also helps with
tailored luggage space and tailor-made
bags adorned with the Xenon logo.
 Specifications
(Xenon 4 Executive)
Crew: one
Capacity: two passengers Technology less expensive to run than a helicopter
Empty weight: 295 kg (650 lb) The C-22 is a French design made of and does not need a long runway for
Gross weight: 560 kg (1,235 lb) carbon in monocoque cabin technology takeoff. For landing it requires only
Fuel capacity: 85 litres (19 imp gal; 22 US gal) and manufactured in the European 5 to 10m to come to a full stop.
Powerplant: 1 × Rotax 912ULS-T modified Union. It is structurally built in one
four cylinder, liquid and air- piece of material. All metal parts are
cooled, four stroke aircraft
made in an ISO 9001 facility using latest THE XENON IV GEO
engine, 101 kW (135 hp)
industrial machinary and protocols. Xenon 4 GEO is a dedicated ultralight
Main rotor diameter: 8.8 m (28 ft 10 in)
It is indeed the next generation and ultra-modern measuring
Main rotor area: 61 m2 (660 sq ft)
Propeller: 3-bladed composite
aircraft. It was created as a response system built on a MTOW 560 kg.
to modern days market needs. Celier Aerial Ultralight Measurement
Performance Aviation has made numerous market System is a high-precision measuring
Maximum speed: 195 km/h (121 mph; 105 kn) studies on how gyroplane could be platform that integrates an active laser
Cruise speed: 160 km/h (99 mph; 86 kn) used for multipurpose missions and sensor and a photogrammetric camera
Rate of climb: 5 m/s (980 ft/min) by listening to professionals, Celier with INS / GNSS system, aided ground
Disk loading: 9.1 kg/m2 (1.9 lb/sq ft) Aviation came up with a gyroplane segment, mobile reference station and
that can be easily transformed from mobile meteorological information
one configuration to the other in a system. The primary task of LUSP
very short space of time, taking under is to obtain a three-dimensional,
VARIANTS 20 minutes to render it ready to fly. dense cloud of points with known
CA-22 The CA-22 engine (Rotax 912 ULS-T X, Y and Z co-ordinates and high-
As helicopter age and become more 135 hp) uses normal car fuel found resolution colour photographs. The
expensive to maintain and fly, the in domestic fuel stations. It can fly in data obtained after processing is
CA-22 was designed to bridge this turbulence, high winds and extremities used primarily for the production
gap. It can perform 90% of a helicopter of cold and hot temperatures and is of Numeric Terrain Models and
mission at only 10% of the cost. easy to pilot, maintain and operate. It is Numerical Terrain Coverage Models.

Global Aviator November 2018 / Vol.10 / No. 11 81

???????? Technical
Aerospace
By Prof Guy Gratton
Turbulence
We’ve all experienced it, whether
as crew or passengers – turbulence,
or more accurately, the response to
turbulence. It may be in cloud, in
clear air, close to the surface, or
occasionally at great altitude –
something starts throwing the
aeroplane around for a few seconds
or a few minutes. It can be
unpleasant, on a few very rare occasions,
it can be dangerous. So what is it?,
and what can we do about it?
Well, the obvious starting point is to
understand where it comes from. There’s
not a single source of turbulence, but
I’ll give you the most common ones.
• Rotor – that is, turbulence caused
by the air passing over obstacles on
the ground. It’s pretty unusual to
see this very high – maybe as high
as twice the highest obstacles.
• Gravity Waves – that is large vertical
motion downwind of mountains.
• Convective turbulence – that’s
associated with the motion that
creates, or occurs within, cumulus
and especially cumulonimbus cloud
• Clear Air Turbulence – this occurs
normally quite high up: around 30-
50,000ft where air masses (particularly
where one of them is a jetstream)
rub up against each other.
All of these amount to the same
thing – movement of air, “rubbing”
against either other air or a physical
obstruction, that then causes regions of
essentially random movement in that
air. Aerodynamicists have two ways of
explaining it. One is the term “vorticity”
which measures how much energy is in
the air – that term is mostly used in work
like meteorology and the prediction of
what the air will do as time develops.
Structurally, a much more useful way is to
consider discrete “gusts” – this is a way of
saying mathematically that an aeroplane is
flying along in still or constantly moving
82 Vol.10 / No. 11- November 2018
air when suddenly it experiences a
marked change in the movement of the
air for a short period of time. That’s not
necessarily what really happens – but
it’s a very good way of assessing the
loads on an airframe, and how strong it
has to be to not be damaged by them.
For a vertical gust – that is an
aeroplane suddenly flying into a rising
or descending column of air, we have
a standard and very useful equation
to predict the change in normal
Two aeroplanes I’ve had a lot to do with – the one in the front I use for
going to meetings, but it’s the one at the back we use for research flights
in storms. Now you know why!
acceleration, or “g”, and it looks like this
Picking that apart: nz is normal
acceleration, is sea level air density,
VE is the Equivalent Airspeed (pretty
close to Indicated, but not quite the
same), is the slope of the lift curve
on the whole airframe (change in CL,
or lift coefficient per change in angle
of attack), uE is the speed of the gust,
and W/S is the wing loading. So –
what does this mean to a pilot?
Well, let’s assume that the pilot
doesn’t have the option of changing
the characteristic of the atmosphere, or
of the wing – the critical numbers are
VE their airspeed, and W/S the wing
loading. The airspeed first of all is pretty
clearcut – if an aircraft is expected to
experience severe turbulence, the crew
want to reduce speed so that the gust
response will be lower. Of course, this
needs balancing with the obvious need
to actually reach the destination in a
reasonable period of time. So the advice for
light aeroplane pilots is to stay just below
VB – the manoeuvre speed, so that the stall
protects the structure from overstress,
whilst larger aeroplanes normally set a
recommended turbulence penetration
speed, VB which is set at a compromise
point that provides reasonable speed
en-route, whilst preventing overstress.
(Incidentally, the equation I’ve given
here is very much the simple version –
Global Aviator
adding a tailplane reduces the severity,
and a canard worsens it – known as
tailplane gust alleviation, or canard gust
aggravation – plus gusts aren’t really sharp
edged – or always vertical, so there’s a
need to modify things for the real shape
of a gust. Design offices trying to predict
gust response accurately will actually be
using quite complex computer models – but
nonetheless, it gives a pretty good feel.)
So on that trans-Atlantic flight where
the seatbelt light goes on and they stop
serving hot drinks – yes the Captain
probably has reduced the
airspeed to make the ride a bit
better: but not as much as they
could, as they still want to arrive
at the destination on time.
Things are a bit different with
light aeroplanes – they usually
carry greater fuel reserves, in
percentage terms – so can afford
to slow down more. But there’s
a myth amongst many light
aircraft pilots that there’s
advantage in flying an approach
through turbulence at a high
speed makes things better – it
doesn’t, it’ll increase the gust response –
the same equation applies! The exception
to that is highly swept wings (such as a
Rogallo Winged microlight) where slowing
down increases angle of attack – which
in turn increases roll response to a side
gust: but that’s a bit of a special case.
If somebody does want to reduce
their gust response – what you can do
with any aeroplane, is make it heavier –
that W/S, or wing loading term on the
bottom of the equation. So if you’ve ever
been to a microlight school – you’ll see
that, especially on gusty or sunny (and
therefore thermic) days they often put a
heavy ballast bag in the passenger seat
and fill the fuel tank up when flying solo.
Similarly some classes of aeroplane will
simply give a smoother ride in turbulence,
just because of speed and wing loading.
Compare a typical light aeroplane with
a typical military jet – the jet is probably
flying three times as fast, but with ten or
more times the wing loading, it feels like
its running on rails compared to the light
aeroplane. Similarly I’d much rather be
flying a PA28 (~100 knots cruise speed,
~65 kg/m2 wing loading) than a Cessna
150 (~85 knots cruise speed, ~48 kg/m2
wing loading) in gusty conditions. A quick
sum says that gust response in the Cessna
will be around 15% worse than the Piper,
despite flying slower; a typical microlight
at 70 knots and 35 kgm2, has about the
same margin worse again. But, a Boeing
737 (~300 knots cruise speed, 600 kg/m2) has
perhaps a quarter the gust response of any
of these. So on a gusty day – fly an airliner! •
“Robinson Helicopter Company has always
done well in our annual survey, but it had
an outstanding showing this year.”

‘ “ Great company to work with. Tech

support staff are knowledgeable and avail-
able. Parts supply staff act very quickly.
Best OEM to work with in the rotor-wing
sector.” ’
— Vertical Magazine
2018 Airframe Survey

‘ “Robinson is a delight to work

with, so they get top marks in
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Professional Pilot —
2018 Helicopter
Product Support
Survey

www.robinsonheli.com
Global Aviator November 2018 / Vol.10 / No. 11 83