African Pilot’s June edition
In a departure from previous years the June edition of African Pilot has presented a comprehensive Very Light Aircraft and Light Sport Aircraft feature covering 49 LSA types from all over the world. This time the LSA types have been presented as an editorial, whilst providing readers with the website of every LSA manufacture so that as a reader you can check out the details of the aircraft type. Once again due to the COVID-19 lockdown, where most shops are still closed the June edition will be sent to all readers in its digital format. This exciting new method of publishing has many advantages such as almost immediate access, high quality in page view format, little or no cost to readers and instant access to ALL advertisers’ websites. Frankly, there are very few disadvantages, especially now that almost every person has a smart device such as a cell phone, iPad or computer. The world has changed and things will never be the same again!
African Pilot’s July edition
Now that the June edition has been completed, our team has made a start on the July edition that will feature Aviation Training Organisations and Flight Schools. The deadline for the July edition has been revised to Friday 12 June and I wish to thank all contributors and advertisers for their wonderful support during this sad period in South African and indeed world history. For advertising opportunities please contact Adrian Munro at Cell: 079 880 4359 or e-mail: email@example.com.
The following are links to all the magazines that African Pilot produced this year so that you can download all the 2020 editions in magazine view format:
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About African Pilot
There is no doubt that African Pilot provides the finest overall media reach of all aviation publications in Africa where we are in a position to provide professional video and stills photography, website development, social media platforms, company newsletters as well as several other important media services to our customers. Naturally the monthly printed magazine has an incredibly long shelf life due to its excellent design and layout. Then of course the monthly magazine is also available as a digital edition where ALL advertisers have enjoy the direct routing to their websites at a touch on a smart phone or tablet as well as a click of the mouse on a computer screen.
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Opinion worth reading
Why airline industry can only trust instinct to beat COVID-19
By Flight International
Tim Clark (Emirates Airlines president) delivered his view on the COVID-19 pandemic with his usual succinct style: “A US$15 trillion torpedo has hit the global economy,” whilst the fundamentals for the industry’s recovery are largely outside its control. The collapse in passenger demand has hit Emirates badly. It suspended passenger operations in late March and parked its entire Airbus A380 fleet. However, half its Boeing 777 passenger fleet continue to fly in an all-cargo role. Clark has described his job running Emirates as like playing three-dimensional chess and many crises have come and gone through his five decades in the industry, but he says this one is greater than the sum of all the others’ parts.
Airlines are adapting their procedures to deal with the virus, but social distancing on board is a non-starter says Clark. He is the first to admit that no-one has any real idea when the recovery will start and how quickly things will return to normal. Clark also concedes that any hopes of an early improvement were dashed in May, prompting the airline to now examine what its future size and shape should be with inevitable consequences for staff and fleet.
The enduring success of the Dubai-based global network carrier’s model could well be its downfall in the current crisis. The airline capitalised on its location to move people from anywhere to anywhere across the world with just one stop. That creates an incredibly rich mix among its origin and destination traffic. While this is certainly not unique to Emirates, the global hub-and-spoke business model will bring specific challenges as the industry works out how it will adapt to the ‘new normal’ created by the pandemic.
Speaking a decade ago about how Emirates negotiated the 2008-2009 global economic crisis, Clark said that with such little certainty and data, it was “like navigating a nuclear submarine in the dark without any aids”. The same is true today, with airline planners, which Clark is at his core having “never been there before”, he says. A bit like any maritime vessel, Emirates and its peers are at the mercy of the prevailing conditions. But when experienced airline leaders like Clark and Ryanair’s Michael O’Leary state that social distancing (under the current arrangements) is a non-starter for the airline industry, people must listen.
Clark says that with so little data to go on, he is following his instinct and if his instinct is correct, which is that a solid recovery will need the development of a vaccine (about which he optimistic) then the aviation industry’s resurrection is hanging by a very narrow thread indeed.
The global airline business undoubtedly accelerated the spread of the coronavirus, but the industry’s revival is fundamental to resurrecting global trade before the Covid-19 victims are outnumbered by the economic ones. Meanwhile, Clark is due to sail into the sunset next month, beginning a well-earned retirement. But one suspects the master tactician will not want to go far until COVID-19 is positioned squarely in checkmate.
SOUTH AFRICAN AVIATION NEWS
Status on GA / RA flight operations in Level 3
As an update from the last communique sent out on 31 May as Level 3 was about to start, regulations regarding Aviation was released with limited flying activities being allowed in GA / RA unless in support of business operations, including ATOs as well as maintenance related flights. This remains the status quo as we are nearing mid-June, where many of the domestic airlines are also restarting schedules in support of business travellers.
The current Aero Club / CAASA maintenance preservation flight authorisation system is working well, and to date over 850 flight approvals have been granted, and as we started this on 21 May in around a week’s time the next tranche of flights at the 28 day cycle can be carried out if the owner / pilot so wishes, details on this will be communicated to current approval holders.
Given there are many aircraft that need to be flown to and from AMOs / APs, we have further developed the authorisation system to incorporate the means to apply for re-positioning flights for maintenance purposes, which will include the to and from flights and any local acceptance flights post maintenance for aircraft having valid and current CoA, ATF, CRS. For your reference go to the Aero Club or CAASA websites www.aeroclub.org.za or www.caasa.co.za to gain access to the system. Those aircraft with expired documents will need to apply for a Special Flight Permit in the normal manner to the SACAA. See below the General Notice in this regard. The system will go live on 10 June at noon.
We are also still working hard at re-opening GA / RA to a further extent and as noted in the last communique to secure a means to carry out proficiency flights, and have engaged with the DoT / SACAA with proposals for consideration, which are being reviewed on an ongoing basis and hope to have a solution soon on this matter.
Letter from Charlie Marais to CAASA
Thank you so much for maintaining the information flow, just a few pointers to give the industry some push in the right direction:
• I take it that EOL represents Electronic Online Learning. There are various categories of this kind of learning as follows:
• Clear differentiation between learning which results in certification and supplementary training, which do not require accreditation, I believe.
• Examples would be CRM, DG and SEPT, as well as other training resulting in direct certification by the organisation doing the EOL.
2) Then there are two different ways of presentations towards attaining a certificate from a service provider:
• One without human interaction such as the present case where you pay on a platform and in your own time you complete the course and when passed, after writing an exam, get presented with your certificate. This system is SACAA accredited.
• Then there are the live sessions, CRM, DG, SEPT, again, that takes place inside a virtual classroom. Some platforms, such as ZOOM, accommodate live interaction, hands raising, questions posed, all other, may I dare say much more efficient ways of teaching and while being recorded, serves as all the requirements posed. The notion that X is going to sit in for my CRM is just disingenuous. This session must also end with an online examination prior to presenting a certificate when successful. Most people can do the first part but lack the facility of a platform to write examinations on, which can be remediated and kept as a training file entry for future reference. There is such a platform available in SA, by SA. From SA for SA.
3) My question is simply, how difficult is this. I am commenting on your assertion that this will take long. Why? This is in no way rocket science anymore. We have the answers and we are ready to rock and roll. Petty micromanagement is holding the entire industry to ransom. Really? Why
is it that we cannot sit around the table as grown-ups, get the facts on the table, stop being power mad and get the job done as is done everywhere in the world?
4) Yes, I understand there are fly by nights, solid fraudulent cases and so on, but the possibility to do all the wrong things will always be seated in the people from all over the world. I get that. When writing a PPL or CPL / ATPL examination I understand the level of care that should be taken and that has failed dismally due to internal fraud. However, I would like to stay away from this one, I believe our students must be worthy of their results. Let us compare a CRM session to this. The priorities of doing great CRM resides in the lecturer and such person’s ability to be relevant to the audience, it is not just a tick in the box. The first prize is thus in person, second very best on a platform that allows personal interaction such as ZOOM and last and very far down the line of efficiency in any form is teaching without personal contact as some companies are allowed and I have tried for many years. I am sure to get this going and I also believe this is required in some cases, thus not without merit.
5) COVID-19 waited from no man and has pushed us into the future, why is it so difficult to move with the times, is it age? The power of control is intoxicating, but although there surely must be authority, why not keep it real? COVID-19 calls for rapid response and not, because of COVID-19, it will take a long time. If this is the case, we must sit around the table, or is it just me no one wants to talk to?
6) Oh, by the way, I have been proposing this more than once and for a few months already, feedback, well, you said it, due to COVID everything is more behind and will take longer. Was it only me, or are there others that used this period to catch-up?
SAA unions force further delay to business plan publication
South African Airways’ rescuers are seeking creditors’ approval for a further postponement to the deadline for publishing a business plan for the embattled flag-carrier. The rescue practitioners have previously secured four extensions to deadlines for publishing a plan; the most recent to 8 June, since SAA entered the rescue process in December last year. However, three unions, representing the majority of SAA personnel, have sent a letter to the practitioners seeking a further postponement to 15 June.
A draft business rescue plan has already been distributed to employees and creditors and had been awaiting the inclusion of submissions from the respective workers’ and creditors’ committees following consultations scheduled for 4 June. The practitioners state that there have been ‘meaningful engagements’ with the creditors’ committee regarding the draft plan, but that the employees’ committee wanted instead to consult via the ‘leadership compact’ which was unveiled on 1 May by the government’s department of public enterprises. ‘This consultation has not occurred,’ the practitioners added.
Legal representatives for the three unions: NUMSA, cabin crew association SACCA and pilot group SAAPA, have objected to the business plan’s being published on 8 June and have sought the extension. The practitioners stated that ‘it would not be appropriate to proceed with the publication of the business rescue plan without conveying the request of the unions that represent a majority of the SAA employees. Should such request be approved the practitioners will do everything possible to limit the negative impact of the extension of the publication date.’ They point out that any extension ‘will not stop’ the practitioners from taking necessary measures to conserve cash and protect the interests of the airline.
Warning about Hollard short term insurance
I took out a policy with Hollard Insurance for a MotorXtender plan and when it came to a claim due to the cambelt failure in my company VW Caddy Maxi, this was repudiated by Hollard. Because Hollard had come recommended, unfortunately I did not undertake any further research on this company. However, by visiting Hello Peter, I discovered that Hollard has an appalling rating of just over one star when five stars is excellent and one star is extremely poor. Reading the reviews, it became clear to me that Hollard regularly repudiates claims of all types. This company will use anything within the fine print of its policy to repudiate claims, so best be warned. I have since cancelled my policy, but I encourage all our readers to review their insurance policies so that when you have a claim, it will be honoured by the insurance company. Should you require more detail on this specific situation, please e-mail me at firstname.lastname@example.org.
WORLD AVIATION NEWS
Emirates lays off pilots and flight attendants to cut costs
Like many airlines around the world, Emirates was forced to cut its costs and scale back its operations in order to ensure its survival during the crisis. The first round of layoffs was announced publicly on 1 June 2020, via the Dubai Government’s media office. An Emirates spokesperson stated that the airline is continuously reassessing its situation. It will ‘have to adapt to this transitional period.’ On 9 June layoffs continued at the airline, as more pilots and flight attendants were given the notice that they were let go from working at the carrier. On 10 June 2020, layoffs continued, marking the second day in a row that employees were informed of the termination of their contracts. Previously, it was rumoured that the company wished to reduce its workforce by 30,000 and to permanently retire 46 Airbus A380 double-deckers.
Post COVID-19 commercial airline aviation will undoubtedly look much smaller than it was prior to the pandemic. As one of the largest airlines by its capacity numbers, Emirates, is reportedly preparing to cut back its Airbus A380 fleet and workforce. In addition, those that are still going to be employed by the airline will have their salary reduced by 50%, starting 1 July. The salary cuts are set to continue until 30 September 2020.
The president of the airline Tim Clark stated that ‘some degree of normality’ would return only by 2022 or 2024, depending on a multitude of factors, including a vaccine. “There could be an uptick if a vaccine for the new coronavirus is found. But the next six to nine months will be tough for the airline industry,” predicted Clark.
NORAD F-22 jets intercept two Russian bomber groups near Alaska
The two interceptions took place on 10 June 2020. The first air group consisted of two Tupolev Tu-95 bombers escorted by two Sukhoi Su-35 fighter jets with the support of an A-50 airborne early warning and control aircraft. The formation came within 20 nautical miles (37 kilometres) from the coast of Alaska. A second group consisting of two Tu-95 bombers accompanied by an A-50 flew within 32 nautical miles (59 kilometres). The Alaskan Air Defence Identification Zone (ADIZ) extends up to about 170 nautical miles (320 kilometres) from the coast.
Both groups were intercepted by a patrol of two F-22 Raptor fighter jets, supported by KC-135 Stratotankers and an E-3 Airborne Warning and Control System aircraft. The two formations ‘remained in international airspace and at no time did the aircraft enter United States or Canadian sovereign airspace,’ said NORAD. “Intercepting multiple Russian aircraft demonstrates NORAD forces’ readiness and capability to defend the homelands 24 hours a day, seven days a week, 365 days a year,” said General Terrence J. O’Shaughnessy, NORAD Commander. “Flying air patrols protects the approaches to our nations and sends a clear message we continue executing our homeland defence missions with the same capability and capacity we always bring to the fight.”
The NORAD is a bi-national organization in charge of defending the airspaces of the United States of America and Canada. It oversees the Operation Noble Eagle which has been established in the wake of September 11, 2001 and has conducted about 1,900 interceptions since then. Interceptions between Russia and the United States are frequent over the Bering Sea where Russia and Alaska are facing each other.
Editor comments: We must question why this situation is happening in today’s world, especially since all nations have suffered severely due to the COVID-19 pandemic. What are the Russians trying to achieve and frankly do we know what is the situation in other parts of the world? There are many occasions where we should be grateful that we live in South Africa, at the southernmost part of the African continent, where frankly we are somewhat distanced from the shenanigans of the northern hemisphere in potential instability situations.
Weekly News from African Pilot
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Until next week Monday, please be ‘Serious about flying’.
Athol Franz (Editor)