The Aero Club of East Africa has opened its new “branch” club house at Orly Airpark, 15 miles south of Wilson Airport.
The opening took place as scheduled on Saturday, 17th October and was, by all accounts, a great day.
Over 130 members and guests attended, including Dr. George Saitoti (Minister of Internal Security), and Dr Titus Naikuni (MD of Kenya Airways) and Chairman Wako of the KCAA.
In his key note speech, Dr Saitoti encouraged Aero Club of East Africa members to continue their efforts to make aviation available to all, and promised his support in the future. He officially opened the Club House and then the members and guests were treated to aviation displays by Bruce Field, Chris Hardisty, Gai Cullen, skydivers and, most impressively, by a Dash 7 demonstration flown by Geoff Price. After a fly-past he landed it on the 15 metre wide runway.
I was a great day out and it was captured on photos and videos so that future generations can bear witness to this landmark event.
Chairman Harro Trempenau thanked his staff, Manager Anthea Bwye, Mort McCloy, Architect Gathecha Waweru, Captain Martin Ririani, Dr. Titus Naikuni and all Members who assisted in making the project possible.
Read more in the current issue of FlightCom magazine.
The GLOBAL AIR TRANSPORT INDUSTRY IS CONSTANTLY IN THE PROCESS OF CHANGE. Growth IN THE WORLD’S DEVELOPING ECONOMIES IS STABILISING THE WORLDWIDE DEMAND FOR NEW AEROPLANES. The LOUD FUEL GUZZLING AIRCRAFT THAT HAVE CRISS-CROSSED THE african SKIES ARE SLOWLY FADING INTO THE DISTANCE
The African airline industry has always faced unique challenges; tight regulation coupled with an uncompetitive operating environment has added to the high costs of doing business on the continent. In recent years however, there have been some gains made through regional economic growth and a reduction in market regulation. A number of airlines have begun to use innovative business strategies to create opportunities and stimulate passenger demand.
The growing presence of the world’s aircraft manufacturers on the continent is testament to the record orders for newer, more fuel efficient and environmentally friendly jetliners. With a global financial crisis that adversely affected the more prosperous markets, manufacturers have had to seek and pursue new business in Africa with its predominantly cash based economy.
Boeing
Since the introduction of the Boeing 707, the US manufacturer has been a traditional favourite in Africa. Boeings’ current outlook from 2009 to 2028 estimates the delivery of 620 new airframes to African airlines. A relatively small number compared to its worldwide forecast, but it remains a significant number in terms of new aeroplane deliveries.
Ethiopian Airlines (ET) has been one of Boeing’s most loyal customers and was first to introduce the 767 to the region in 1984. Today, the airline flies 28 Boeings out of its 35 aircraft fleet. Ethiopian was the first African airline to place an order for the Boeing 787 in 2005, with an order for 10. After reporting a record annual profit of US$117 million in July 2009, the spending spree continued, with the placement of an additional five 777-200LR’s valued at US$1.3 billion. Delivery of the 777s to be powered by General Electric GE90-115 power plants is scheduled for October 2010.
The 777-300ER has also attracted interest from Nigerian carrier Arik Air. Five aircraft are expected from 2011; in the meantime the airline has leased A340-500s to expand its long haul routes.
The 777 has proved popular with long haul African airlines, Kenya Airways and Egypt Air both operate the -200ER into their main international markets. However, the latter also flies the -300ER and recently converted a previous order for two -300ERs into an order for an additional eight 737-800s.
Chairman of Egypt Air, Tawfik Assy comments, “We are perusing a fleet plan that will allow us to expand our regional markets and offer international route options.” He added, “The next generation 737 performs exceptionally well in maintaining our scheduled flights to and from Cairo. The 777 is also unmatched in efficiency on our long haul flights.”
The 737-200 has been one of the most prominent aeroplanes in Africa. The classic twin jet still flies widely today but many of the larger airlines have replaced it with the next generation (NG) versions and the Airbus 320 family. Royal Air Maroc (RAM) is one of the largest Boeing 737 next generation operators with 26 -700/800s with another seven awaiting delivery. These fly alongside a small fleet of four Airbus A321-200s. Others that have gone ‘Next Generation’ include Air Senegal, TAAG Angola Airlines and Kenya Airways.
Following Ethiopian and Kenya Airways’ lead with the 787, RAM has also chosen to order the ‘Dreamliner’ with the purchase of five aircraft that will replace the current fleet of 767-300ERs. The Moroccan carrier plans to use the new aircraft to expand North American, African and Middle Eastern routes. In the Indian Ocean, Air Seychelles will also continue its long standing courtship with Boeing after announcing that it intends to lease two 787-8s from ILFC to replace its Boeing 767s.
The 747 has often been regarded as too big by most airlines in Africa. Boeing’s quest to revive the elegant queen of the skies with the new 747-8i has currently attracted 105 orders worldwide with just 27 slated for passenger use so far. In Africa, only Arik Air is known to have shown interest by signing a letter of intent for four aircraft due for delivery in 2012-2013. Currently most 747 movements are that of the -400 operated by overseas carriers. The type was once the backbone of South African Airways’ (SAA) long haul operations. The airline grounded its five examples in favour of newer Airbus A340-600s. High lease costs and a growing courtship with Airbus led to the grounding of its 747-400s in 2007.
ATR (Avions de Transport Regional)
Regional turboprops are an essential part of the global air transport system all over the world; Africa more so with its unique geographical challenges. Since 2005, ATR has delivered almost 40 airframes to carriers on the continent. The French manufacturer has a proven track record in this part of the world. African flag carriers such as Zambia Airways and Air Malawi pioneered the use of the original ATR 42-200 series back in the 80s. There are over 70 ATR aircraft flying across Africa by 23 airlines.
Tanzania’s Precision Air is one of the largest ATR operators in Africa. In addition to older models, the airline operates four newer ‘Elegance Cabin’ ATR 72-500s and has outstanding orders for two ATR42-500s and an additional ATR 72.
During the 2009 Paris Air Show, ATR extended its footprint by signing a contract with Nigerian regional carrier Afrijet. The deal involves the purchase of four 68-seat ATR 72-500s valued at US$80 million. Afrijets’ Managing Director Captain William Berry Noelle noted, “These new ATR 72-500s will allow us to introduce the most modern regional aircraft into our fleet. We have chosen the ATRs because we have full confidence in their performance in the hot and demanding African environment.” Noelle added that the new aircraft have a high dispatch reliability and can reach optimal profitability on regional routes.
In Southern Africa veteran flag carrier Air Botswana strengthened its long term relationship with ATR by purchasing two new ATR 72-500s in 2009. The airline is opening up new routes and increasing current frequencies. Air Botswana has traditionally been a small regional airline heavily dependent on international transfer traffic from Johannesburg to its popular tourist destinations. The ATRs fly tourists direct from Johannesburg to the Delta, without having to route through Botswana’s capital Gaborone.
Across the border in Angola, a further two ATR 72-500s are destined for a new regional carrier Fly540 Angola. Initial domestic destinations include Luanda, Cabinda and Malanje and the airline plans to cover 15 routes across the country. Angola is a strong emerging economy showing positive GDP growth even during a global recession. The speed of economic development and a growing market has necessitated the need for growth in air travel. Fly540 claim to be building the first international standard pan-African airline with ambitious plans to operate into 15 countries by the end of 2010 with hubs in East, West and South West Africa. Fly540s Kenyan operation already operates new ATR-72-500’s out of Nairobi.
ATR is currently in the final stages of developing its newest -600 series. The ATR 42/72-600s will be equipped with a new avionics suite that will feature advanced technologies in navigation and communication tools.
Royal Air Maroc and ATR have signed a contract for the purchase of four ATR 72-600s and two ATR 42-600s with options on a further two ATR72-600s. The new turboprops will be operated by RAM’s new regional subsidiary Air Maroc Express. They will be the first -600 series operated in Africa and the Mediterranean.
Driss Benhima, President of Royal Air Maroc comments, “We decided to launch a call for tender for new turboprop aircraft and according to the results of our technical, economical and exploitation studies, the ATR -600 series have proven to be the right choice for our regional subsidiary.” Deliveries are expected to begin in 2011. In the interim, Air Maroc Express will lease four ATR 72-200s direct from ATR.
Embraer
The appeal of the Embraer jet range has not gone unnoticed despite the preference for traditional turboprops. A fairly newcomer onto the African stage, the Brazilian plane maker is making steady inroads into Africa.
Embraer believes Africa’s medium-density markets that are ideal for the 70-120 seat capacity are still under-served, mainly due to regulatory restrictions. Despite some advances to open up markets, growth on the continent remains limited. The company estimates a requirement for 230 new aircraft over the next two decades in the 30 to 120 seat jet segment. 37% of these being replacement of older aircraft. In the turboprop department, the company foresees a fleet increase from 140 in 2009 to 300 units in 2028.
Embraer’s popular new E-Jets made their debut in Africa with Egypt Air starting in 2007. 12 E-170s have been delivered to the airline’s regional subsidiary, Egypt Air Express. In the same year deliveries to Kenya Airways were initiated for three E-170LRs. The new jets are leased from GECAS and replaced Kenya’s aging Saab 340s on domestic and regional routes.
Nigerian Eagle Airlines (formally known as Virgin Nigeria) operates two larger E-190s with a third on order. The airline also has outstanding orders for the smaller E-170LR version. The first known incident in Africa involving a new E-Jet took place in August 2009. A Nigerian Eagle Airlines E-190, flight VK812 made an emergency landing in Abuja after smoke was detected in the cabin. The cause was believed to have arisen from a faulty air conditioning system. The plane landed safely with no reported injuries.
Embraer’s first E Jet order in Southern Africa came from Mozambique’s national carrier Linhas Aeraes de Mocambique (LAM). In 2009 the airline took delivery of two E-190s and has an additional two purchase rights. The airline has configured its Embraer jets in a dual class layout with nine business seats and 84 in economy. “We decided to modernise our fleet of short and medium haul aircraft, as well as to reduce costs. The focus was on adapting our capacity to market demands,” said Jose’ Ricardo Vigas, Chairman of LAM’s Board of Directors. He added, “We want to replace the larger aircraft with newer and smaller ones, thus enabling us to increase frequencies and open new routes. The Embraer E-190 is precisely the model we needed.”
Airbus
Airbus Industries has achieved a growing market share of business in Africa, where historically Boeing products have been favoured. The European company states that flourishing trade and tourism, greater liberalisation and the emergence of a low cost sector will drive a strong growth in Africa’s passenger numbers. Airbus estimates a growth of 5.8% in Revenue Passenger Kilometres (RPKs) over the next 10 years.
North Africa in particular has been quick to embrace Airbus products with most major carriers such as Egypt Air operating a wide range of Aircraft. In 2008, Tunisian flag carrier Tunisair announced a fleet renewal exercise by placing an order with Airbus for 16 new aircraft comprising 10 A320-200s, three A330-200s and three new generation A350-800s.
The new technology of the A350 has also caught the eye of Libyan carrier Afriqiyah Airways. The airline has placed an order for six of the -800 version. 10 A320 family jets will also be delivered over the coming years. In order to expand long haul connectivity, the young airline has recently taken delivery of two A330-200’s with a third aircraft on the order book. The popular twin-jet is one of the most widely operated long haul aircraft in the world today. Airbus has won more than 1,000 orders for the A330. Afriqiyah’s all-Airbus fleet brings the cost saving benefits of aircraft commonality.
In the most unprecedented move ever, in 2009 Ethiopian Airlines added Airbus onto its long term fleet expansion strategy by placing orders for 12 A350-900’s. The deal valued at US$2.9 billion is in addition to a previous order for 10 of Boeings rival B787 dreamliners. The A350’s are scheduled to arrive from 2017.
Ethiopian’s CEO Girma Wake said, “The new purchase from Airbus and Boeing is made in line with our fast growth strategy in which it is predicted that the fleet size would significantly increase in the next 10 to 15 years.” He added, “In order to meet the required level of fleet size going forward, we made the decision to diversify the fleet type amongst Boeing, Airbus and Bombardier aircraft.”
It would be incomplete to account Airbus’ activities in Africa without mention of its association with South African Airways (SAA). The airline once operated a fleet dominated by Boeing equipment until SAA revaluated its entire fleet requirements. In 2002, Airbus was chosen to supply 11 A319s and 15 A340s, wiping out the entire Boeing long haul fleet. That order also included 15 A320s for delivery from 2010 but the A320 order was reportedly cancelled in 2004. SAA has now confirmed finalising a new deal with Airbus that could see the airline recommitting to the original order albeit modified. SAA still operates 17 737-800s plus a further four operated by low cost subsidiary Mango. The airline reports that it does not rule out the acquisition of future Boeing medium haul aircraft but it is strongly believed in South Africa that Airbus will triumph.
SAA also states that it has deferred the evaluation of the 787 / A350 for its long term long haul fleet requirements. Its six A340-200s are now at least 15 years old. Airbus has placed its A340-500/600s on the table for the time being. SAA already operates nine A340-600s and six A340-300Es. The saga continues.
The future
Canadian manufacturer Bombardier has had a long term presence in Africa, its next generation aircraft have attracted some notable orders. South African regional airline SA Express was the first on the continent to receive the new Dash 8-Q400 and operates an entirely Bombardier fleet. Ethiopian Airlines is expecting the delivery of eight Dash 8-Q400 Next Gen from 2010 in addition to four options. Arik Air too is taking delivery of Q-400s as well as CRJ-900ERs.
China has been a heavy investor in Africa over the past few years and has developed strong economic ties with several countries. No doubt the Chinese aircraft manufacturing industry will be looking at making future presentations to African airlines with new products such as the ARJ-21 family jets. Air Zimbabwe is already an operator of three 60-seat Chinese Xian MA60s.
There is tremendous interest by aircraft manufacturers and overseas airlines in Africa, but the future prosperity of African aviation lies in ironing out the continent’s own problems. Growth in Africa is still slow compared to other emerging regions. The main stumbling block is the slow progress of the Yamoussoukro declaration that aims to eliminate non physical barriers linked to air transport services in Africa, they include capacity and frequency restrictions of passenger and cargo flights and fifth freedom rights issues.
Despite some progress made, delays in implementing further regional deregulation could slow down intra-African traffic growth. Once greater air traffic freedoms are achieved, new growth opportunities at a regional level will also present African carriers a better opportunity to counter intense competition from outside the region.
The renewal of old aircraft with newer and more efficient aircraft has dramatically improved the competitive strength of airlines such as Ethiopian. With the unpredictable price of fuel in the future, fleet renewal has now become a more significant consideration for African airlines.
Read more in the current issue of FlightCom magazine.
Becoming a helicopter pilot is a very rewarding experience. For a commercial helicopter pilot career opportunities are plentiful, from emergency rescue flights to fire fighting and game capture, flight instruction and charter flights, land survey flights and offshore flying and much more.
Many a young child has dreamed of becoming a helicopter pilot, for everything that it stands for and the sheer mysticism of boundless flight.
Blue Sky Aviation Academy can fulfil your dreams to become part of the thrilling world of aviation. Blue Sky is situated in George in the heart of South Africa’s world famous Garden route. George is an ideal environment for helicopter training. It combines a beautiful environment with top class aviation facilities. Being located on the coast, George provides a broad diversity of geography for helicopter pilots, from sea operations, to nearby mountains and then the semi-desert of the Klein Karoo.
From an airspace point of view George airport is ideal. It has all the large airport facilities such as Air Traffic Control (ATC) radar and navigation aids. Students share space with airliners and helicopter marine operations. And yet the airspace is not too busy, which means that there is minimal disruption of the student's training. An added bonus is the proximity of the Mossel Bay airfield for light aircraft.
This area offers the second most temperate climate in the world, which makes it ideal for helicopter flying. However, if the coastal weather closes in, Oudtshoorn Airport is a mere 20 minutes flying from George.
Blue Sky’s training aircraft are well maintained and managed by safety conscious instructors. Training facilities are state of the art and the campus is truly phenomenal. The Blue Sky campus is situated in the luxurious and world renowned Fancourt Golf Resort. Here students feel at home in a safe and family oriented environment. Being part of a group of young students offers as social element and helps to build team spirit.
Helicopter flight training requires dedication and discipline. Blue Sky has therefore created the optimal environment to allow students to concentrate on their studies and leave the everyday logistics to the management. For a very reasonable cost of R30 000 for six months, the campus offers luxury living and entertainment areas. Blue Sky provides a comprehensive service to students including all meals, washing and cleaning of rooms. A lounge and computer room are just some of the benefits offered to students. After a long day of demanding flying, students can relax and practice their golf game on the school's exclusive golf facility on the campus.
The tourism opportunities are truly remarkable, ranging from bungi jumping to gourmet meals on the Knysna lagoon. The local Nelson Mandela University offers students the opportunity to study for a tertiary degree while staying at the Blue Sky campus.
Blue Sky Aviation offers a wide range of aviation career opportunities, of which the helicopter private pilot’s license is only the first step. Apart from the need to have passed an aviation medical, no formal qualifications are needed to enrol on the course.
You are required to pass eight ground school subjects before doing your PPL(H) flight test. Students attend lectures at the Blue Sky Academy to prepare for the exams. Flying training involves a total of 35 hours dual instruction and 15 hours solo flight. The total cost is budgeted as R25 000 per month, paid in advance for six months training.
After completing a Private Pilot’s helicopter license you can continue with the Commercial Pilot’s License for helicopters, which opens the world of career opportunities. As a starting salary helicopter instructors can expect to earn R15 000 to R 20 000 per month.
The Academy was started by Werner Roux, a medical doctor and property developer with a love for aviation and F A Meiring, a former Springbok rugby player and corporate marketing expert. For information on PPL-H and CPL-H courses visit the website www.blueskyavaition.co.za
Read more in the current issue of FlightCom magazine.
KCAA CONTEMPLATING FEE HIKE
The Kenyan Civil Aviation Authority (KCAA) is contemplating a hike in fees, ranging from navigation charges, overflight clearances, licence and exemption fees and more. Stakeholders expect that the KCAA proposals will soon be published in draft form, ready for “Stakeholders’ Comments’. The KCAA (Amendment) Act of 2002 states that any changes in user fees require not only the consent of the Minister, but also need ‘consultation’ with the customers. Both IATA and ICAO discourage unilateral imposition of aviation fees.
KCAA works on a ‘cost recovery’ basis. Needless to say, in tune with the new voluminous Kenya Civil Aviation Regulations, through which the minutest aspect of aviation in Kenya is ‘micro-controlled’, an army of inspectors and checkers had to be employed by KCAA. The Authority now has over 600 employees. That is 1.5 employees for every aircraft that flies in Kenya. Needless to say, the wage bill of the Authority has gone up dramatically and those who did not want the new Civil Aviation Regulations are now expected to pay for their implementation.
MET WORKSHOP OPENS EYES
The Aero Club and the Kenya Association of Air Operators on 9 and 10 September attended a two day workshop on aviation weather forecasting and reporting. The event, organized by the Kenya Met Department was very interesting in that it revealed that the Department actually possesses plenty of good aviation weather information, but somehow this does not reach the consumer. For example, the Department has excellent quarter-hourly satellite shots of Kenya, winds aloft, location of rain and thunderstorms and so on.
In a presentation, Aero Club of East Africa Chairman Harro Trempenau made it clear to the “weathermen” that the target group that does not have sufficient weather info is the 80 % of Kenyan aircraft who fly VFR and who do not necessarily fly in or out of any of the seven airports where there are MET stations (Mombasa, Malindi, Wajir, Nairobi JKIA, Nairobi Wilson, Kisumu and Eldoret). He explained what is needed - decent satellite shots on the internet or through GPRS, weather info enroute and at airfields of destination, info about winds on the ground and aloft, etc. Trempenau explained that, right now, the majority of pilots in Kenya get their weather info through a “marifa” way (i.e. “self help”). Pilots use their mobile phones to call someone at airports of destination to ask “iko mvua?”, “do you see any blue holes?”, or they go to foreign websites, get TAFs and METARS from the US Government and Eumetsat, etc. The official Met Dept website contains little of use to pilots.
The eyes of those in attendance really popped out when Trempenau illustrated the webcam system that the aviators in Kenya have created, with great initiative by Elsen Karsted. The KQ rep had just complained that their aircraft had no weather info when flying to Lamu. Trempenau was able to pull out the Lamu webcam ‘live’ to show him that Lamu had blue skies and the tide was high one minute ago.
The inevitable question of user fees also came up. The Met Department wants a share of the income from KAA and KCAA. Stakeholders argued that they should pay nothing until they get a product that is useable. They pushed for an aviation website run by the Met Department, showing an hourly high quality sat shot of Kenya and the region, TAFS and METARS for all seven airports where Met Dept is based, an ATIS at all airports where the Met Department has offices, introducing Automatic Weather Recording Stations in critical areas like Mau, Marsabit, Aberdares, Nyeri, etc, and sponsoring a large number of webcams of www.kenyawebcam .com.
DERELICT AIRCRAFT FOR SALE
At the last meeting of the Wilson Airport Air Operators’ Committee, all were informed that “derelict aircraft” will soon be gazetted to be sold off, even if “up-to-date with their KAA parking fees”. This resulted in lively debate.
It was also made clear that any vehicles operating on the “airside” of Wilson Airport (e.g. tractors, etc.) must be subjected to an inspection by the KAA to confirm “roadworthiness”. All affected vehicles require a rotating beacon and must display an “Inspection Sticker”. The deadline is 30 November 2009. Stickers will be valid for one year. Those vehicles without the stickers will be banished from the airside.
VETERINARY DEPARTMENT BEEFS UP SURVEILLANCE
A representative from the Veterinary Department advised air operators that, if meat is carried on board an aircraft in Kenya, a permit is required from the Vet Department. The forms required to apply for such a permit can be picked up at the Vet Dept. Head Office downtown. This rule is to counteract the growing “bushmeat” trade in Kenya. Even meat carried in a coolbox for “Personal consumption” must be accompanied by a valid receipt from the butchery or shop at which it was purchased (“Proof of Purchase”). Camp and tour operators, beware. The “Port Health Department” at Wilson is lurking....
KRA REQUIRES PASSENGER MANIFESTS TO BE “SPECIFIC”
At the AOC Meeting, the head of the Customs and Excise Department (Kenya Revenue Authority) at Wilson Airport, Mr. Mulehi, advised that the new EAST AFRICAN CUSTOMS UNION REGULATIONS now apply in Kenya. All passengers will be entered into a computer system to track down any ‘cheaters’ on Air Passenger Service Charges. Therefore, all Passenger Manifests must henceforth identify the aircraft operator. The common practice of stating “Private” under the heading of aircraft operator will henceforth not be accepted.
Mr. Mulehi also advised that any changes made to a Passenger Manifest, after it had been stamped and accepted and put into the system, will entail a fine of $ 10. This will, of course, affect mainly the larger operators who may have a “No Show” or a “Last Minute Booking” on virtually every flight. The trick is obviously to “manifest’ only at the last possible minute, when all is clear.
WEBCAM WEATHER REPORTING SYSTEM ENJOYS POPULARITY
The following webcams are now operating on www.kenyawebcam.com:
Kijabe-Rift Valley
Wilson Airport - Aero Club of East Africa
Ngong Hills from Langata
Lamu
Kilimanjaro - Kampi ya Kanzi
Nyeri
Kilima Camp- Maasai Mara
Watamu
Two webcams at Diani Beach, to be sponsored by www.Kikoy.com, will be up soon. Keep checking. We need sponsors for additional webcams, especially at Kericho, Marsabit, Nanyuki, and other key areas.
DREAMS, SCHEMES AND FLYING MACHINES
On 23 September 2009, Kenya celebrated the centenary of aviation. This might have gone unnoticed, had it not been for Stephen Mills who recently published a new “Coffee Table Book” on 100 Years of Flight in East Africa. The book is a “must read” for all aviators. It is spiced with hundreds of photographs, many from the Aero Club archives. The book can be bought at the Aero Club for KSHs. 4650 - a bargain at the price.
Read more in the current issue of FlightCom magazine.
In a glittering function, Execujet officially opened their new FBO facility at Cape Town International Airport. Execujet CEO Niall Olver flew out from Europe and the rich and the beautiful people were much in evidence.
The purpose built R250 million FBO facility is built on private land but has access to the main runway. It provides a vast hangar and ramp parking. ExecuJet’s new FBO facility provides exceptional VIP lounges, secretarial services, undercover parking, concierge services, helicopter transfers and a fully equipped boardroom. In his opening speech, Etti Poggi Managing Director, ExecuJet South Africa said, “The provision of these services will be an extension of the services already provided by ExecuJet South Africa at Lanseria and other ExecuJet facilities around the world.”
With the 2010 FIFA World Cup being hosted in South Africa, the opening of the new facility is well timed to deliver the expected level of service to the anticipated influx of business aircraft.
Since taking occupation of the new hangar at Cape Town International Airport, ExecuJet’s charter fleet offering has grown to twelve resident business aircraft. The fleet ranges from turboprops to a Global Express. ExecuJet has extended its AMO to this Cape facility in order to provide maintenance services to both local and foreign aircraft owners.
Read more in the current issue of FlightCom magazine.
Embraer announced the Phenom 100 Jet in May 2005 and has steadily moved forward ever since. Unrestricted US and Brazilian certifications were granted in December 2008, which coincided with the first deliveries.
On a similar path the Phenom 300’s first flight took place in April 2008 and first deliveries are expected before Christmas. The 300 light jet is in the final certification phase, with over 1000 flight hours accumulated. The test fleet comprises five pre-series aircraft. The power plant, fuel air management, brake, electrical and hydraulic tests were concluded by the second pre-series Phenom 300.
The third pre-series aircraft has completed all of the runway performance tests and is currently finishing avionics trials. The Phenom’s price, cabin performance and fuel efficiency make it a serious contender in the light jet segment.
Phenom 100 Status
The entry level jet went into operation in December 2008. To date the aircraft has logged over 1000 flight hours with 45 aircraft delivered worldwide. Throughout 2009 Embraer has worked on developments that further increase customer satisfaction. Existing and new Phenom 100 and Phenom 300 clients will be able to configure their jets with the latest versions of Garmin’s Synthetic Vision Technology (SVT) integrated with the Prodigy flight deck. The SVT presents a 3-D depiction of the terrain, obstacles and air traffic on the Primary Flight Display.
Read more in the current issue of FlightCom magazine.
Sun Solutions was established in 2003, its primary objective to provide solar powered runway and helipad lighting systems for humanitarian, military and law enforcement agencies. In 2005 Sun Solutions embarked on diversifying and aquiring new agencies related to the aviation industry and air crew equipment. The company has been awarded various tenders, working closely with the South African air and defense force and law enforcement agencies.
The Waterkloof AFB contract consists of two phases. Sun Solutions was contracted by Aurecon in 2007 to assist them with the SAAF project. Sun Solutions was given the substantial task of installing the runway lighting for the base. They are the sole importers and distributors for Carmanah lighting equipment in Southern Africa.
• Lighting at Waterkloof AFB Carmanah A704-5 features
• Easy Installation – no specialised work crews required
• Compact self contained design
• Significant operational cost savings
• Reduced maintenance – no scheduled maintenance for up to 5 years
• Renewable energy- eco-friendly
• Up to 44.3 cd of intensity
• Optional wireless remote control with 4 km range
• High intensity visible and infrared dual mode LEDs
• Dusk to dawn, on-command operation
Read more in the current issue of FlightCom magazine.