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"We trust all our readers had a safe and restful festive season and are ready for the challenge that 2006 will present to African aviation. Out with the old, in with the new or sit on the fence and wait to see who falls off" - Athol Franz
Correction to AP Newsletter 50 - 2005
Climb to altitude record in the English Electric Lightning was flown by Dave Stock - not Ian Pringle as reported. African Pilot apologises for the error.
African Pilot's January edition
We provided a free A2 2006 calendar in the magazine with confirmed South African and international airshow dates as part of our commitment to our readers. This edition also contains our research on Gyrocopter types available to the southern African market. If you have not already received your copy it will be worthwhile to purchase one at your local African Pilot distributor.
We have been asked to identify the twelve aircraft featured in the free 2006 A2 calendar that was included in our January edition. After much thought we have decided to offer a free subscription to each of the first ten correct entries submitted on e-mail. Please start from bottom left and finish at the bottom right. To enter simply provide your name, contact telephone number, e-mail and postal address with answers 1 to 12 to info@africanpilot.co.za We will reveal the lucky winners' names in next week's AP Newsletter. Good luck.
African Pilot's annual Aviation Service Guide
As we have provided the industry with plenty of reminders regarding the Service Guide, we assume that everyone wanting a listing has submitted their request. We thank you for your support which has been most pleasing - our 2006 edition will have substantially more listings than 2005. Please watch out for you free copy together with our February edition - all 10 000 copies will contain the Service Guide.
What is important about our February edition?
Apart from the annual AP Aviation Service Guide, we will be presenting an article on the 70th birthday of the DC-3 'Grand old lady of the skies' with awesome air-to-air photography of the type. In addition, our fax machine ran very hot over December with more than one hundred new subscriptions pouring in. Our offices open today, 3 January, and Chere will deal with these new subscriptions during the course of the day. Thank you to our readers for the support you have shown African Pilot. Should you wish to advertise in the February edition, we require confirmation by Friday 6 January to e-mail: marketing@africanpilot.co.za or call Andre at (011) 702 2342/3
Our February edition will incorporate several important changes:
- In addition to our trial monthly Afrikaans article, we will introduce other Afrikaans snippets for our readers
- We will be introducing an aviation 'Buyers guide' at the rear of the magazine that will have specific reference to the interests of buyers and sellers in the market
- The 'Letters to the editor' section will be brought to the front of the magazine with expansion for further readers' opinions, as this is a significant area of development within the magazine
- Our regular airshow calendar will also be featured up front since market research has shown that our readership enjoys this listing. Now they can easily plan their activities for the year well in advance
- We will be publishing candid photographs of aviation personalities or other aviation related activities on the last page of the magazine. This project was proposed, and will be sponsored, by Sasol and ASSA.
IATA steps in to halt ACSA's tariff hike plan from Khulu Phasiwe - Business Day.
GENEVA - The International Air Transport Association (IATA) said yesterday it had attempted to stop the Airports Company SA (ACSA) from imposing "above inflation airport charge rises" to fund its planned capital investment programme. IATA Director General and CEO, Giovanni Bisignani, said he had held meetings with President Thabo Mbeki and Transport Minister, Jeff Radebe, on his visit to SA in October to talk about the increases, designed to fund the utility's R5, 2 billion spending programme. The planned projects include building new terminals and bigger car parking areas at Johannesburg, Cape Town and Durban International Airports ahead of the 2010 World Cup. Other, smaller airports will also be upgraded.
Bisignani would not be drawn to say whether Mbeki and Radebe had given him assurances that the planned tariffs would not be above inflation. He said however, that Mbeki as an economist "understood" that high airport tariffs could put a damper on air traffic and slow down economic growth. ACSA said in August that it was considering raising passenger service charges and aircraft landing fees by above inflation margins to enable it to fund its five-year capital expenditure programme. This was not fair, Bisignani said. "The situation where airports spend and airlines pay is not the basis for a successful partnership," he said. Government is pushing for a reduction in the cost of doing business in SA as part of the country's push to reach an average 6% growth rate by 2014.
IATA, which represents 265 airlines, had negotiated with Japan's Narita and Copenhagen Airports to reduce their tariffs and encourage traffic growth, Bisignani said. Narita Airport had agreed to reduce an overall 11% on its tariffs - a move that would save the airline industry $86m a year. Other airports that had reduced their tariffs included Brisbane, Changi, San Francisco, Athens and Melbourne, he said. "But there are still many airports that are living in another age. Aeroports de Paris, for example, wants to increase charges by 35% over the next five years. Unfortunately, they are not alone. Airports from Amsterdam to Caracas are planning increases too," said Bisignani. He said meetings were planned with airports, including ACSA, in a bid to convince them to lower their tariffs. "If airports do not cooperate, we will call on governments to intervene", Bisignani said.
IATA Chief Economist, Brian Pearce, said the body meeting this week had reviewed its position about the industry's projected losses as a result of a stabilising oil price. IATA initially projected a net loss of $7,4bn for the industry this year based on its projections that the oil price would level off at $57 a barrel. "We now expect the oil prices to average $54 a barrel this year, and as a result we have lowered our forecast for industry net loss to $6bn," said Pearce. However, the US airlines were expected to post a net loss of $10bn as a result of their restructuring costs and interest on debt. IATA said if oil prices remained stable and the airlines cut costs and improved their operating efficiencies, the global airline industry could reduce its losses to $4,3bn next year and post a net profit of $6bn in 2007.
Released Para-motor pilots spill the beans
Received from Harro Trempenau: Chairman - Aero Club of East Africa
In an account that reads like a Machiavellian novel, Captain Michel Repas recounts his experiences after he and his colleague were arrested by Kenya Police at the Regency Hotel in Nairobi. What was planned to be an aerial tour of Kenya in their Para-motor gliders, the dream of human flight in Kenya soon turned into a nightmare for the two airline captains. They were locked up in the Jomo Kenyatta Police Station cells on 7 December on vague charges of 'national airspace violations'. Their 'statements' were written for them and the police interrogators were extremely annoyed that "their balloons" were nowhere to be found. Food deprivation was the order of the day and only after 8 hours in detention were they able to 'buy' their first sustenance - a cup of tea. The following morning they were again interrogated by the CID, and then were whisked away in a police car to Mombassa. According to Michel Repas' written report, two hours into the trip (sic), the police car ran out of petrol on the Mombassa Road. Repas, who had a severely injured hand and broken finger, repeatedly requested medical attention. This was not given. After being parked by the side of the road for "about three hours", a police Land Cruiser showed up and they were transferred to that vehicle, continuing their trip to Mombassa. According to Repas, "Two of the police officers were definitely chewing Mira all the way to Mombassa". They arrived at Mombassa Airport police cells at about 23h00. There, Repas was finally taken to the airport nurse to change the dressing on his wounded hand. Repas, who (unbeknownst to the police!) speaks fluent Kiswahili (he was brought up in Africa), recounts the confusion of the police prosecutors in the court room, as they discussed what charges they could lay and that they "should find some paragraph in the law to use against them". Eventually, the police prosecutor settled on charging the two with "flying a balloon of more than six feet in diameter without a permit". This misdemeanour ttracted a fine of KShs 100,000 or a year in jail in default. Repas further claims that "it appears that they tore up our statements and rewrote one of their own".
At no stage were they given the opportunity to obtain legal counsel. Repas writes: "Our troubles seemed to intensify the minute we entered the holding area in the court house. Immediately we were pulled aside by the guards who threatened to lock us up with the rough section of the inmate population unless we paid an immediate bribe. The whole period is blurry but it seemed to have turned into a bribing expedition, which did not stop until we were well clear of those gates with our passports in our hands".
The Aero Club of East Africa has written to the Kenya Civil Aviation Authority pointing out that, under the present air law, Para-motors are not regulated, not illegal and that the two pilots were holders of ATPL licenses. It was further clarified by the Club that the two were not "flying balloons" as erroneously charged and that the punishment seemed to be out of all proportion to the severity of the alleged 'crime'. There is no need to incarcerate pilots on such bagatelles, perceived by police to be infractions of the law. ACEA suggested to KCAA that, in future, police should consult KCAA experts before arresting unsuspecting aviators and laying charges on the grounds of any air navigation issues. The incident above was the third this year when private pilots ran afoul of the Kenyan judicial system and spent time in jail. In most countries, police do not come down like a brick on minor air traffic violations (both real and perceived.) Even the two pilots who recently inadvertently 'busted' the air space around the White House in Washington, causing a security scare, did not spend a night in jail. They merely lost their licenses for a few months.
African Pilot's warning to all foreign pilots
This type of situation is rife on the African continent, mainly due to the fact that in many African countries the 'rule of law', as defined by Western civilizations, simply does not exist. Bribery and corruption is rife on this continent where aviation has been severely restricted due to poor governance and corrupt officials. Happily aviation in Southern Africa is still growing in a sound economical environment. Although one occasionally hears of instances of corruption within aviation in our part of the world, the fact that South Africa has a true democracy as well as outstanding aviation representation at all levels, has kept aviation alive and well in this country. Our advice to foreign pilots wishing to conduct private flights in Africa is to undertake considerable research before setting out on your proposed adventure.
Useful contacts:
- Aero Club of South Africa: e-mail: neil@aeroclub.org.za
- Commercial Aviation Association of South Africa: e-mail: caasa@iafrica.com
AWSA Newsflash: ATNS tariffs - December 2005
Submitted by Paul Van Tellingen
On 12 December 2005 General Aviation, supported by ATNS and the airline representatives, presented its proposal to the Regulating Committee. In the absence of any objections, the Regulating Committee decided to accept GA's proposal and therefore confirm its implementation. The accepted proposal, which was previously circulated as scenario two by the awsa.co.za communications network, will result in all flights below 5 000 kg being zero rated with regards to ATNS fees unless they enter the Johannesburg TMA or CTR. Non-zero rated flights (predominantly scheduled carriers) will enjoy priority over zero rated flights. Flights that are being charged by service providers other than ATNS will not be affected by these changes.
These changes will form part of the gazette which will promulgate the 2006/7 tariffs. The consultation process with regards to the quantum of these tariffs is not complete and therefore implementation of the zero rating will most likely only become effective on 1 May 2006.
The representatives of GA that took part in the discussions were encouraged by the process that was followed and are hopeful that the lessons learnt can be effectively utilised in future negotiations. The hope was also expressed by some representatives that the Regulating Committee, tasked with regulating SA Weather Services charges, would approve proposals to relieve the burden on GA in the near future.
The writer wishes to extend his sincere appreciation to the Regulating Committee (Dept. of Transport), ATNS, Airline representatives and all the members of GA that, through their contributions, facilitated a constructive conclusion to the tariffs issue. Their professionalism and adherence to democratic principles has restored faith and goodwill amongst many users.
African Pilot wishes to thank all those that took part in the delicate negotiating process, (especially Paul van Tellingen) for their unselfish hard work in getting a better deal for General Aviation. Paul received the Aero Club of South Africa's award for outstanding service to aviation which African Pilot wishes to endorse on behalf of all our readers.
GlobalFlyer to launch from space centre in February
The Kennedy Space Centre in Florida will be the take off site for Steve Fossett's next attempt to set a record for the longest flight of an airplane, NASA announced late last year. Fossett plans to fly Virgin Atlantic's GlobalFlyer aircraft around the world and then across the Atlantic a second time, solo, without stopping or refuelling. "Launching from the Kennedy Space Centre at NASA will give both pilot and aircraft the ultimate launch pad for this ultimate flight," said Sir Richard Branson, Chairman of Virgin Atlantic Airways. "We're excited to be able to partner with NASA on this attempt, as it is a perfect combination of innovation and aspiration." The Global Flyer arrived at Kennedy for pre-flight preparations on 6 January.
No more Cirrus ferry flights to Europe
Cirrus Design will no longer have to fly its brand new airplanes across the Atlantic to its European customers, under a new arrangement with Britten-Norman, based on the Isle of Wight in the U.K., Cirrus said late last year. "Cirrus planes will still be assembled in our U.S. facilities, where they receive their Certificate of Airworthiness," said John Bingham, executive vice-president of sales and marketing. "Each European-bound plane will then be partially dismantled and carefully crated." The aircraft will then be shipped to Britten-Norman for final re-assembly and delivery. Accelerometers are installed in the containers to keep a record if the shipment is disturbed in any way, the company said.
Soaring Boeing 787 programme not resting its wings
It has been a good year for Mike Bair. As the man in charge of the 787 Dreamliner, Bair is leading one of the most successful product launches in Boeing's history. With 364 orders, commitments in hand, and proposals outstanding for 500 more aircraft, Boeing 787 sales have vastly exceeded expectations and helped catapult the company past Airbus as the world's top seller of commercial jets.
The jet's design process is on schedule. General Electric and Rolls-Royce, Bair said, are enjoying "the smoothest engine development programmes I've ever been involved in." The project is even under budget. Yet on a year-end conference call with the media Wednesday, Bair declined to take any of the credit. "I'm really, really proud of our team. They've just done a spectacular job on all fronts," Bair said. "It's exciting. It's humbling. It's fun."
Bair may be modest because he understands there is much work to be done before the 787 fulfills the promises Boeing has made to customers, suppliers and shareholders. "It's been a big year for the team," Bair said, "but next year is going to be as challenging, if not more challenging." If 2005 was all about signing up launch customers and finalizing the airplane's configuration, 2006 will shift the focus to the partners who make up the 787's vast global supply chain. Boeing is relying on its suppliers more than ever before for the detailed design of the components they will build. Companies ranging from Mitsubishi Heavy Industries in Japan to Alenia in Italy and Vought in Texas must now engineer parts and manufacturing processes that will keep the 787 on track. "So far, so good," Bair said. "Messier-Dowty (a French supplier) is machining the first landing gear, and parts are starting to flow in a number of other areas in the supply chain."
For much of 2005, Boeing had 600 to 800 engineers from partner companies in the Puget Sound area helping it finalize the 787's high-level configuration. Those engineers are now back home, building factories, securing machine tools and planning production. A big question looming over them: How many 787s does Boeing ultimately plan to build each year?
Bair and Boeing Chief Executive, James McNerney, have insisted Boeing will stick to a conservative delivery schedule in the first eighteen months of the programme so that it can smooth any 'start up' wrinkles that arise. The first delivery is slated for summer 2008.
Still, Bair said late last year the company's conservative target has increased to 112 deliveries between mid-summer 2008 and the end of 2009 - up from its previous target of 96. "We found a way to pull a few back into the end of 2009," Bair said. For 2010 and beyond, Boeing and its partners are still assessing what the optimal production rate should be. If all its outstanding sales proposals turn into orders, Bair said, 787 production will be essentially sold out through 2012. Such potent demand could tempt Boeing to raise production rates considerably, so that it can rake in as much revenue as possible.
But Bair, McNerney and Commercial Airplanes CEO Alan Mulally remember the problems Boeing encountered in 1997 and 1998 when it raised output too high, too fast. Making sure there are no kinks in the supply chain is the biggest concern. "It's all a very carefully orchestrated, very carefully watched process, so we don't repeat what we did to ourselves in the late 1990s," said Bair. Not only does Boeing face the challenge of building hundreds of 787 Dreamliners, it also will be building them in several different styles. Bair left little doubt in the press conference that Boeing will eventually build a stretch version of the largest 787, to be dubbed the 787-10, prodded by requests from Emirates, the wealthy Middle Eastern carrier based in Dubai. Such a plane would seat about 300 passengers in a three-class configuration and could have expanded range capabilities. It would not be available before 2012.
The baseline model currently offered, the 787- 8, will have around 210 seats in a three-class configuration, while the larger 787- 9 will hold 250 seats in three classes. "It's fairly obvious to us that, one, it's very doable. It's a very modest investment," Bair said. "It's an airplane we see a market for, spurred on by Emirates, which is clearly very interested in an airplane like that." Emirates had been expected to decide at the Dubai Air Show in November between the 787 and Airbus A350 for a hefty fifty plane order, with most industry insiders expecting Airbus to win the day. However, Emirates ordered forty-two 777-300ERs at the show but said it needed more time to mull over the 787 versus A350 decision because neither airplane met its requirements.
Boeing's openness to launching the 787-10 could turn the campaign in its favor. Skeptics have cautioned that a 787-10 would cannibalize sales for one of Boeing's most popular jets, the 777-200ER, which has a similar seating capacity. But Bair has an answer for that problem too. "Better for us to step on the 777 than somebody else," he said. "If you can produce a product that the market is clamoring for, you'd be silly to deny this to the market."
Aviation humour
From a well known, domestic airline crew member: "Welcome aboard flight number 007 to Cape Town. To operate your seat belt, insert the metal tab into the buckle, and pull tight. It works just like every other seat belt. If you do not know how to operate one, you probably should not be allowed out in public unsupervised."
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