Edition 99 DECEMBER 2016 Cover: Gary Shephard

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1 Edition 99 DECEMBER 2016 Cover: Gary Shephard PRICE: United States Dollars $3.50 South African Rands R39.50 Kenyan Shillings KES Nigerian Naira NGN600.00

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4 Ed' s no te... December 2016 EDITION 99 AASA 6 Comair celebrates 20 years 10 Dassault Aviation 11 Airlines - Mike Gough 12 Bush Pilot - Hugh Pryor 16 Airlines - Roy Ezze 20 Airlines - Comair 24 Airlines - Keith Mwanalushi 28 Cessna Citation Longitude 35 Defence Notes - Darren Olivier 36 Subscriptions 39 Face to Face: Steve Suttles 42 Back Pages 47 THE overwhelming preponderance of white pilots in South African Airways is regularly criticised by those claiming the airline s Flight Operations department discriminates against black pilots. The problem is that the race card is easy to play, and works on ignorance and fear. But worst of all, it is immensely damaging to the already touchy subject of race relations. We have even seen absurd accusations of white pilots sabotaging black pilots aircraft. Others then joined the lynching, most notably the Transport & Allied Workers Union, who claimed that SAA pilots were just bus drivers who could easily be replaced. And so SAA pilots, particularly in the form of SAAPA, the pilots association, become characterised as a white hegemony which stubbornly refuses to transform by taking on more black pilots. This is an inflammatory lie. The pilot body has in fact been trying extremely hard to transform, but the awkward reality is that there are very few from previously disadvantaged backgrounds (from what are called the Designated Group ) who either want to be pilots, or who meet the minimum requirements. And where there are successful black pilots, few become instructors, a qualification they need to become Training Captains. So, the shortage of black pilots in the airline s management is particularly acute. The reasons are many. Firstly, maths and science education in South Africa has been all but destroyed by the disastrous move to Outcomes Based Education, terrible teaching standards and the attractiveness of softer options such as wood-working and cooking. Also, there is little appreciation for the romance of flight in disadvantaged communities. At risk of generalising, I am of the opinion that few black kids are brought up to dream of being a pilot, whereas many white kids get taken to airshows and have granddads or uncles who were in the air force. A number of attempts are being made to spread the romance of being a pilot as a vocation. SAA First Officers Fatima Jakoet and Moses Tshibalanganda have done much work in their individual capacities. An organisation which has come to my attention calls itself the SkyMasters, which says it aims to create aviation awareness amongst those less fortunate. They established a non-profit organisation and have social meetings to create cohesion amongst fellow pilots and try to discuss the current transformational issues that are in the aviation industry. SkyMasters says it has members from most of the major airlines in South Africa, as well as some South African Air Force pilots. They have recently started including other members of the aviation industry, such as flight attendants, air traffic controllers, operations controllers and aircraft technicians. In terms of their mission and vision, SkyMasters says, The passion for aviation needs to start from a young age, and we believe that the more students we have interested in aviation the more the aviation industry will grow and transform. This is all well and good. The problem is that SkyMasters may be falling into the old Apartheid quagmire of racial definitions. It says it is open to anyone who shares its goals and vision, but judging from personal attacks I have received from one of its members (and another s wife!) it appears defined as being about race. This is retrogressive and I hope not the case. I aim to more fully cover the SkyMasters in a later issue. Guy Leitch Editor Publisher Flyer and Aviation Publications cc Managing Editor Guy Leitch guy@flightcommag.com Advertising Sales Wayne Wilson wayne@saflyermag.co.za 70 Address 66 Albatross Drive, Fourways, 2191 Tel +27 (0) P O Box Layout & Design Bryanston, 2021 Fax Emily-Jane Kinnear South Africa +27 (0) FlightCom All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

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Airlines Compiled by Guy Leitch African Aviation s Problems & Goals In his keynote address to the Airlines Association of Southern Africa (AASA) assembly in Namibia in October, AASA CEO, Chris

8 Airlines Compiled by Guy Leitch African Aviation s Problems & Goals In his keynote address to the Airlines Association of Southern Africa (AASA) assembly in Namibia in October, AASA CEO, Chris Zweigenthal, was critical of African airlines lack of vision and co-operation towards mutual goals. AASA Chris Zweigenthal, AASA CEO, says the airline industry has never been better, but warns it may have peaked. GLOBAL AIRLINE INDUSTRY Zweigenthal pointed out that the global airline industry has never in its history performed better. This year, it expects to generate a US$39,4 billion profit, or a 9.8% return on capital employed, covering its cost of capital for the second successive year. However, all is not good news. There are warning signs that we may have peaked, with interesting, somewhat controversial and concerning developments threatening a medium to long term positive outlook not least of which are antiglobalisation phenomena, including the UK s Brexit, the political crackdown in Turkey and a US election campaign which, like the UK referendum, has exposed widespread support for isolationist policies among Trump/Republican supporters. Add to this mix political posturing by many world leaders, the steady spate of asymmetric terror attacks, ongoing tensions in the Middle East and the displacement of citizens across North Africa and that region, not to mention the unpredictable political events in South Africa and their various consequences, and we have all the ingredients for a perfect storm of uncertainty, said Zweigenthal. AFRICAN AIRLINES African airlines are still lagging. Zweigenthal says, Although Africa is expected to show a moderately improved performance, reflecting a profitability of US$300 million, we are still punching well below our weight, at around the breakeven band on average, and not able to match the global performance. This bottom of the class performance is lamented due to aviation s essential role in economic development, particularly given Africa s underdeveloped groundbased transport infrastructure. Aviation is seen as a major contributor to sustainable development. Studies have been commissioned by IATA to quantify the growth and development of aviation s role in stimulating employment, trade, tourism and other economic development at both national, regional and global levels. To fulfil aviation s sustainable development potential, a work programme has been set for ICAO and its member states to impact aviation policies, standards and recommended practices for the next three years and beyond. Zweigenthal says that aviation can contribute greatly to, amongst others, the 6 FlightCom Magazine

He says, While developing nations will look to better-resourced developed nations to take the bulk of the responsibility to assist in achieving these goals, it is a responsibility from which Africa

9 Routes are not being opened up to their potential. fastjet's struggles are a prime example of the regulatory constraints to airlines in Africa. fastjet following goals: quality education, gender equality, affordable and clean energy, decent work and economic growth, industry innovation and infrastructure, and reduced inequalities. He says, While developing nations will look to better-resourced developed nations to take the bulk of the responsibility to assist in achieving these goals, it is a responsibility from which Africa should neither shirk, abrogate nor abdicate. We all have a responsibility and role to play, whether it be as the state, public or private-sector business even in our private capacities to contribute towards achieving them. Zweigenthal says that African aviation seems trapped in its own bubble, trying to deal with and resolve its own parochial issues just to survive. Concerns of the past are still present, including: The growth of strong international competition on the continent Weak local currencies which contribute to higher operating costs, weakened Intense competition between all airlines, whether they be state or privately owned, full service, legacy or low-cost carriers in domestic and regional markets. In addition, many regulatory and bureaucratic constraints remain, including very restrictive visa regulations in some states, which are hindering growth and development of our industry and tourism, causing jobs to be shed instead of created. The net result is a stymying of broader economic growth and the desperatelyneeded broader spread of opportunity and prosperity. The lack of enthusiasm to effect liberalisation and the associated reservations of many states and airlines on a fully implemented Yamoussoukro Decision (YD) are also an impediment to our industry s ability to compete. Central to the ongoing discussion are concerns with measuring, monitoring and enforcing fair and equitable competition. I remain firmly of the view that we have to burst this bubble and adopt a visionary approach to realise a successful, self-sustaining aviation industry in our region and across our continent. Such a vision must be founded on support for the achievement of the UN Sustainable Goals for 2030, how we approach business and what we have collectively achieved in Africa. INFRASTRUCTURE Turning his attention to infrastructure, Zweigenthal points out, From a situation where Africa s infrastructure has historically been considered inferior and a constraint to growth, we have seen the recent development of airport, air navigation and weather service infrastructure and services across many parts of Africa. Because the increasing norm is to fund these developments through user charges, it is necessary to ensure that construction and installation of new facilities and additional capacity is justified and appropriate. This requires robust consultation between service providers, users and regulators. A very important initiative arising from both the liberalisation and infrastructure development discussion is the need for Africa to improve air connectivity. It is a well-established fact that air connectivity reflects GDP and stimulates economic expansion. Constrained aviation infrastructure impedes productivity, but with infrastructure development underway across the continent, Africa ought to be able to grow its air transport network, open up and expand markets and provide more options for an increasing customer base. SAFETY Zweigenthal says, The Abuja Declaration signed by the AU Ministers of Transport in 2012 endorsed the AFI Safety Action Plan to improve Africa s accident and incident rate by 2015, and set out five safety enhancing initiatives for implementation: Regulatory oversight system Runway safety measures Prevention of loss of control Flight Data Analysis (FDA) Safety Management System Results published by IATA, comparing Africa with the Global Industry Safety averages, indicate the following trends: FlightCom Magazine 7

RIGHT: Kenya's upgraded Jomo Kenyatta International Airport. There has been recent airport development in Africa, but funding shouldn't rely on high passenger taxes.

zero incident rate for 2013. However, the upward trend from 2014 serves as an important reminder that we cannot take our eyes off the safety ball.

This includes procuring new passenger, and airline management, appealing aircraft with modern engines and improved operating and fuel efficiencies.

10 RIGHT: Kenya's upgraded Jomo Kenyatta International Airport. There has been recent airport development in Africa, but funding shouldn't rely on high passenger taxes. Closer cooperation and coordination between regulatory authorities, airlines and safety officials has yielded improved safety results from 2010 to 2013, with no jetliner hull losses in Africa for a zero incident rate for However, the upward trend from 2014 serves as an important reminder that we cannot take our eyes off the safety ball. PROGRESS Zweigenthal points out that real progress is nonetheless being made. African airlines are embracing the benefits of investing in new equipment and technology. This includes procuring new passenger, and airline management, appealing aircraft with modern engines and improved operating and fuel efficiencies. Our manufacturer friends have their individual forecasts, but generally they all point to a doubling of the worldwide fleet over the next 20 years, with Africa s fleet expanding by about 130 percent, reflecting above global average growth in demand for air transport. On the softer side, and taking care of our customers, initiatives are being driven to improve the customer experience and introduce common use and self-service facilities at many airports in Africa, such as in South Africa and Kenya. This also supports the UN goal on Industry, Innovation and Infrastructure. An airlines ability to embrace, adopt, adapt and develop A focus for Africa is skills retention and transformation. Procurement of new aircraft in Africa is increasing. RwandAir's first two A330s are the carrier's first widebody aircraft. innovative technologies and solutions is all the more important as customers become increasingly accepting of, and adept at using, new devices, apps and other tools in many areas of their lives. Airbus SKILLS RETENTION Turning to the subject of the skills shortage in Africa, Zweigenthal said, Africa has a reputation of producing excellent leaders, many of whom have extended their influence beyond Africa. Similarly, Africa is successfully training and developing its own pipeline of talented aviation professionals, particularly pilots, engineers, technicians, air traffic service officials, airline network, revenue and fleet 8 FlightCom Magazine

Edition 266 December 2017 R34.50

Edition 266 December 2017 R34.50 Namibia $N34.50 Cover: Justin de Reuck THE ORIGINAL Many claim originality, but there is always only one true pioneer. In designing the PC-12 our objective was to create