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AD ASTRA

Official magazine of the South African Air Force

Volume 30 No 3

2010

ad astra - special edition AAD 20102

ContentsChief of the Air Force Message 03

Dear AD ASTRA Reader 07

Passionate About Flying: Careers in the SAAF 08

Lifelong Learning: Military Skills Development 15System

SIYANDIZA: Marketing Tool for the SAAF 16

Air Power Partnerships: For Human Security in Africa 18

Operating: Hawk Mk 120 Fighter Trainer 20

Interaction: Fighter Pilots and Mission Controllers 22

Uncovering a Face Behind the Hawk 23

2010 FIFA Soccer World Cup: Lessons Learnt 24in Air Support

Operating Modern Fighter Aircraft: 26Gripen at 2 Sqn

In Context: Electronic Warfare 28

Finding the Balance: Air Power in South Africa 29

Ensuring Air Power Integrity: Radar Renewal Programme 30

Side-by-side: Ab Initio Pilot Training 31

SAAF: Transport Role 32

Profile: Super Lynx 300 Mk 64 33

SAAF Playstation 4: Profile – Agusta A109 36

Strategic Management Tool: 39Corporate Communication

It is an Honour: Super Lynx Pilot 40

Lt Stopper Modisaesi: The Man Behind the A109 40

Directorate Human Resource Systems: 41Gender Mainstreaming

68 Air School: Technical Training 42

Displaying for the Nation: Silver Falcons 44

The role of Aviation Safety in the SAAF 46

Military Skills Development System: 47MSDS Application Coupon - SA AIR FORCE

The front page depicts the role of the South African Air Force during the 2010 FIFA Soccer World Cup: See page 24

Printed by Lebone Litho Printiners (Pty) Ltd

Controlling Authority:

Lt Gen C. Gagiano Chief of the Air Force

Editorial Committee for the AD ASTRA magazine:

Brig Gen Y.J. Mavumbe Dir Corporate Staff ServicesBrig Gen D.E. Page Technical AdvisorCol P.N. More SSO Corporate CommunicationLt Col R. Leburu SO1 Ad AstraMaj J.V. du Toit Editor

Editorial Staff for the AD ASTRA magazine:

Lt Col R. Leburu Language EditingMaj J.V. du Toit EditorCO S.M. Kotane Text Editor & Senior JournalistWO2 D.M. Nomtshongwana PhotographerSgt T.D. Bapela JournalistCpl T.E. Kekana JournalistLCpl N.V. Dlevu JournalistMs K. Muller Language SpecialistMs H. Greebe (Denel AMG) Layout & Design

The AD ASTRA magazine is the official magazine of the SA Air Force. It is an authorised publication. Opinions expressed are not necessarily those of the South African Air Force or the South African National Defence Force. The Editor reserves the right to alter any contribution or advertisement.

COPYRIGHT exists in this publication and no article or picture may be reproduced without the prior and written consent of the Editorial Committee.

AD ASTRA Magazine Private Bag X199 Pretoria 0001 The official websites of the:SA Air Force is www.af.mil.zaDepartment of Defence is www.dod.mil.za

+2712 312 2317+2712 312 [email protected] DcssAdAstraEd/AirComd/SAAF/DOD

Tel: Fax: E-mail:Lotus Notes:

AD ASTRA

Official magazine of the South African Air Force

Volume 30 No 3

2010

ad astra - special edition AAD 2010 3

Chief of the Air Force

Message

It is once again my pleasant task to extend, on behalf of co-hosts, a

cordial welcome to all who visit this year’s Africa Aerospace and Defence Exhibition (AAD). The third such exhibition to be held at Air Force Base Ysterplaat, AAD 2010 is hosted by a consortium comprising Armscor, the Commercial Aviation Association of Southern Africa (CAASA), and the South African Aerospace, Maritime and Defence Industries Association (AMD), all supported by the South African Department of Defence on behalf of Government. AAD, as we know it today, had its beginnings in the erstwhile Aerospace Africa and Dexa air displays and exhibitions of the latter part of the 20th century.

However, as the African proverb has it, four men fishing from one boat will together catch more fish than the sum of what their individual catches would have been had they each worked from their separate boat. Collaboration between the three partners supported by the Department of Defence was, therefore, both logical and inevitable, resulting in the first biennial AAD in 2000, with this year’s exhibition and air show being the sixth. Compelling reasons obliged the transfer of the 2006, 2008 and this year’s AAD from Air Force Base Waterkloof to Air Force Base Ysterplaat and I am aware of the magnificent efforts made by the City of Cape Town and all at Air Force base Ysterplaat. AAD 2012 will return to a

refurbished Air Force Base Waterkloof. Air Force Base Ysterplaat has certainly marched the extra mile and the sincere thanks of the partners go to all who were involved with those three excellent presentations. Yours has, indeed, been a job well done!

The AAD exhibition is more than merely a showcasing and marketing exercise. It also provides an opportunity to assess the current performance and defence in the context of economic growth, support of continental peace and stability, and internal reconstruction and development of the country. A vibrant, viable defence and aerospace industry requires national vision, leadership, and collaboration between Government, industry and international enterprises. I trust that AAD 2010 will demonstrate this and provide you with new insight into the quality of African progress in this regard.

The Government of the Republic of South Africa is presently implementing a strategy to achieve, advance and strengthen worldwide alliances for those industries of this country which are concerned with, amongst other things, aerospace, air transport, and maritime and land high technology

equipment. In this endeavour AAD 2010 plays an important supportive role by inter alia helping to open up business and trade opportunities on our continent. This unique partnership between Government and public and private industries positions Africa on the map as a responsible player within the global quest for peace and stability.

My task of welcoming our visitors to Air Force Base Ysterplaat runs concurrently with yet another equally pleasant duty. It is with great appreciation that I thank all those whose unselfish collaboration and sustained hard work under difficult conditions have made AAD 2010 possible. You have indeed done well! I also congratulate all exhibitors on the high standard of their presentations, and the air and ground crews on the quality of their demonstrations and exhibitions. Finally, I wish the organisers every success.

(C. GAGIANO)CHIEF OF THE AIR FORCE: LIEUTENANT GENERAL

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the principles of respect, tolerance, fairness and consideration.

• Excellence in All We Do: Excellence in All We Do is based on our sustained passion to continuously improve individual and organisational performance. This is characterised by our personal excellence, team excellence, leadership excellence, operational excellence and military professionalism.

• Integrity: Our Integrity is reflected through our aspiration to be honourable and to follow ethical principles, to be faithful to convictions and to practise what we preach. This is ingrained in honesty, credibility, trustworthiness and transparency, the cornerstones for building trust.

• Service before Self: In Service before Self we take pride in that professional SAAF duties take preference over personal desires. This is vested in the standards of loyalty, love for our country, commitment, willingness to sacrifice, devotion, faithfulness, pride, courage and military discipline.

I recently came across a piece from Susan Scott’s book – Fierce Leadership. I have applied these rules in my personal and professional life. You, as the youth – the leaders for tomorrow and potential SAAF members – can see it as a 10-point learning tool:

1. To hold off the forces of darkness you need to stay awake and be aware of your physical self.

2. Names and ideas will come to you.

The ideas you should write down and act on immediately. Take note of the names of people who are sucking the joy and life out of everyone and everything they touch, even if they are people you should promote.

3. You will not single-handedly cause or prevent success. Surround yourself with people who have ferocious integrity, courage and a commitment to champion the common good over narrow self-interest.

4. Your central function is to engineer intelligent, spirited conversations that provide the basis for high levels of alignment, collaboration and partnership throughout your organisation.

5. You are not invincible. Be kind.

6. On the other hand, don’t suck up to anyone, ever, or you will turn into lickspittle.

7. Don’t even consider recom-mending a reorganisation.

8. Do not, under any circumstances, tell a lie – either of commission or omission.

9. Be yourself. People can spot authenticity from 50 paces.

10. Take it one conversation at a time.

Remember to apply your mind in a positive manner – make the right choices now, while you are young – in order not to regret it later!

Enjoy this special edition with us.

PER ASPERA AD ASTRA

Dear Ad Astra

READER- Maj James du Toit, Editor AD ASTRA magazine -

This edition is specially dedicated to the future of the SAAF, our

youngsters. A variety or articles – including careers in the SAAF – will certainly capture the attention of both the young and the young at heart.

Once more the SAAF will thrill and excite public crowds at the biennial Africa Aerospace and Defence Show. Silver Falcons, helicopter/transport and fighter platforms will roam the Capetonian skies above Ysterplaat. The AAD 2010 aviation programmes and exhibitions from the Defence Force and the private sector are set to heighten aviation awareness and to showcase aerial muscle.

In the past five years the SAAF has commissioned four new aircraft. The SAAF Gripen, Hawk Mk 120, Super Lynx 300 Mk 64 and the Augusta A109 considerably enhance the SAAF’s capacity to protect and serve aerial South Africa. We need enthusiastic people to fly them – people like you! This year’s AAD is geared to assist in inspiring potential pilots/technicians to fulfil their dreams and achieve their goals within the SAAF. We were not made to merely exist, but to live life to the fullest and achieve our goals – have a taste of this vision at the AAD. Simply put, AAD is the place to be!

The SAAF adopted the Air Force Values below. We, as SAAF members, pride ourselves on living the Air Force values, applying them daily. In this way we express our patriotism:

• Human Dignity: In Human Dignity we respect the infinite dignity and worth of all individuals by treating others the way we would expect to be treated. This is founded on

Through diversity our people are able to deliver Air Power Excellence by living the Values of the SAAF.

MANDATETo provide and manage the Air Defence capability of the Department of Defence on behalf of the DOD, thereby participating in the service to ensure: The sovereignty and protection of the Republic's territorial integrity, and compliance with the international obligations of the Re-public to international bodies and states.

VISIONOur passion to serve, and the knowledge we have of our craft,

will ultimately earn our Air Force the highest respect.

MISSIONWe provide deployable multi-role air capabilities for the

SANDF in service of our country.

SLOGANAchieving results through our people.


General Requirements

• Be a South African citizen and relinquish any other citizenship. Age between 18 and 22.

• Currently in Grade 12 or completed Grade 12.

• Not area bound.

• Must not have a criminal record.

• Comply with medical fitness requirements for appointment in the SANDF.

• Comply with all the prescribed requirements for appointment in the SANDF.

• Must be willing to relocate and to participate in deployments both in South Africa and abroad if required to do so.

Apart from these general requirements, additional requirements might have to be met, depending on the specific training demands of some of the more specialised occupations.

Diverse SupportAir Load Masters

Responsible for safe on-loading and off-loading of freight on board aircraft. Grade 12 Mathematics NSC level 3

The MSDS programme allows the member to adapt to the military way of life. Towards the end of the second year (unless otherwise indicated), the member will be given the opportunity to indicate whether he or she would like to extend the contract or leave the Air Force. An extension of the contract will mainly depend on the member's performance over the two years and the availability of posts in the relevant functional field.

Members who do not extend their two-year service contract will serve in the Reserve Force (part-time) after completion of the initial two-year period.

The mandate of the South African Air Force (SAAF) is to provide and

manage the air defence capability of the Department of Defence to ensure:

• The sovereignty and protection of the Republic’s territorial integrity.

• Compliance with the international obligations of the Republic to international bodies and states.

The arrival of recently acquired state-of-the-art aircraft and weapon systems have boosted confidence in the SAAF's capability to safeguard the nation and provide humanitarian support. In order to effectively carry out its mandate, the SAAF relies heavily on the skills and dedication of all serving personnel.

Military Skills Development System (MSDS)

The MSDS programme is a two-year voluntary service system. Recruits are required to sign up for a period of two years, during which they will receive military training and further functional training. Further functional training includes a wide variety of options, varying from specialised musterings such as Engineering to general support musterings such as Material Support Clerks.

- Supplied by Directorate Human Resource Services -- Photographs by WO1 Christo Crous and WO2 David Nomtshongwana -

Careers in the SAAFPassionate about flying


Material Support Clerk (Supply)

The acquisition, storing, issuing, withdrawal and disposal of all equipment (supplies) used by the Air Force. Grade 12 with Accounting NSC level 4 and computer literacy is essential.

Material Support Clerk (Admin)

The management and coordination of all road transport needs and reports, and administration of all vehicle accidents and maintenance of trip books, authorities, vehicle service cards, toll gate forms and work journals. Grade 12 is essential and a code 08 driver’s licence is preferable.

Musicians

Responsible for providing music at military parades, functions and military funerals. Grade III Theory (UNISA)

and Grade VI Practical are essential.

Nature Conservation

Responsible for ensuring the environmentally sustainable management of military activities and infrastructure. It would be required of successful candidates to follow an Environmental Management System approach (ie in the implementation of Environmental Education, Training and Awareness, Base Environmental Management, Integrated Training Area Management and Environmental Considerations in Military Operations). A 3-year National Diploma or Bachelor’s Degree in Natural Science or Geography is essential.

Tailor

Responsible for providing a professional tailoring service to the Air Force military personnel at various bases/units, in accordance with military standards. A recognised 3-year National Diploma is essential.

Protection Services

The protection of Air Force bases, units and personnel. Sub-divisions include entrance control, X-ray machine operation, sentry duty and dog handling. Specialist training includes VIP protection, task force and regimental instruction. Grade 12 is essential.

Personnel

Attend to all personnel matters, eg recruitment, career advancement, transfer of members and other

or Mathematics Literacy NSC level 4 is essential with English as a passed subject. Candidates must have passed English, be medically fit and not have a hearing impairment.

Ground Load Master

Responsible for preparation of freight (ie inspections and palletising of freight) to allow for safe on-loading and off-loading. Grade 12 Mathematics Literacy NSC level 4 is essential.

Catering

Responsible for preparation and serving of daily meals at Air Force messes and assisting with the control of food supplies. The planning of menus and functions is also required. Must be prepared to work long and irregular hours. Grade 12 Accounting NSC level 4 is essential.

Firefighter

Render professional crash and structural firefighting services at all Air Force bases. Grade 12 Mathematics is a prerequisite. Should not suffer from a fear of heights, claustrophobia or colour blindness.

Language Practitioners

Deliver a language support service in respect of documentation and publications in any of the eleven official

languages and some other foreign languages. A 3-year recognised tertiary qualification is essential, although postgraduate studies would be preferred.


personnel matters. Computer literacy, good communication and interpersonal skills are essential. Grade 12 is essential.

Physical Training, Sport and Recreation Officers

Prescribe fitness-training programmes and manage the execution of the fitness evaluations of all members of the Air Force. Act as secretary of the unit sport club, organise all sport events, maintenance of sport facilities, compile budgets for state and private funds and liaise with sponsors. A recognised 3-year Degree or Diploma in Human Movement or Sport Management is essential.

Command and Control

Minimum Requirements

Be between the ages of 18 and 24. Completed Grade 12 with Mathematics (NSC level 4).

Training

Duration – 18 months’ training at Air Space Control School (also includes Basic Military Training at Air Force Gymnasium). Successful applicants are utilised in the following fields:

Airspace Controller

The day-to-day execution of all airspace control activities are managed by Air Traffic Controllers (ATCs) and Mission Controllers (MCs). ATCs are responsible for expediting and maintaining a safe and orderly flow of air traffic, and MCs execute in-flight command and control over 10

military operational missions. This requires adapting to different work situations, and therefore, a high level of concentration is an essential skill.

Ground Command and Control Management (GCCM)

The Ground Command and Control Management operational role is to serve the SAAF and Joint Operations for tasking, allocating and controlling all air operations, except for in-flight Command and Control. It consists of Command Post Officers and Command Post Assistants whose primary role

is to provide the necessary information for the allocation of own-forces to the various theatres and provide the relevant own-force information necessary for the general planning to conduct air operations.

Information Communication Tech-

nology Management (ICTM): Tele-communications relate to most of the operational capabilities of the SAAF and can, therefore, be regarded as the single most important tool required by the SAAF to fulfil its mission.

Based on this, the primary objective is to have a secure and reliable telecommunications infrastructure, which can provide a wide range of Information Communication Technology (ICT) services necessary for efficient command and control of the weapon systems and support of other functions of the SAAF, in order to create and provide an integrated situational-awareness medium. The following are provided and managed by the Information Communication Technology Management section: Static Microwave Networks, Information Technology capability of the SAAF, Tactical/Static ICT capability, Electronic Private Automatic Branch Exchange (EPABX) capability (Telephone Services), Cable Infrastructure in support of all voice and data services.

Technical Support

Construction Machine Operator

The handling of all construction machinery and vehicles used during

base and runway maintenance. Must be prepared to travel and work irregular hours. Grade 12 is essential.

Bowser Driver Operator

Drive heavy bowser vehicles and handle refuelling apparatus during


the refuelling of aircraft. Grade 12 Mathematics and a sense of responsibility with regard to safety aspects are essential.

Material Support Clerk (Technical)

Monitor the servicing of aircraft according to laid-down methods at the right time and ensure that a complete service record is kept. Administrative abilities, a technical aptitude, computer literacy and Grade 12 Mathematics are essential.

Engineering

Minimum Requirements

• Be between the ages of 18 and 24.

• Completed Grade 12 with full matriculation exemption, with Mathematics and Physical Science minimum NSC level - 5 as prescribed by universities with English as a passed subject.

• Must be recommended by the Consolidated Selection Board.

Selected Air Force candidates for engineering studies join on a contract basis. This necessitates the successful completion of military courses during the first year of the contract, followed by studies at selected universities and continued service in the Air Force for the remainder of the first contract period.

After successful completion of Basic Military Training and Officer Formative Training (which focuses primarily on leadership development) during the first year, the initial two-

year MSDS contract is migrated to a nine-year Core Service System contract. Members then commence their studies at one of the following Universities: the University of Pretoria, the University of the Witwatersrand, the University of Stellenbosch or the University of Cape Town in one of the following disciplines: Mechanical Engineering; Electronic Engineering; Industrial Engineering; Aeronautical Engineering; and Civil Engineering.

Additional Requirements for Engineering

Completed Grade 12 with full matriculation exemption, with Mathe-matics and Physical Science minimum NSC level - 5 as prescribed by universities. On completion of their academic studies, these members will be given the opportunity to apply their skills in the Engineering environment for the remainder of their contract. Qualified Engineers and those that are currently

studying are encouraged to apply.

Apprentice Training

Following the completion of Basic Military Training (22 weeks), members will receive Basic Technical Training, including a School Block (12 weeks) and a Workshop Phase (12 weeks). Trade workers will only then be selected for further Trade Training based on their performance thus far. This will imply that after serving one - year of the original 2-year MSDS contract, members will migrate to the Core Service System. Trade workers who have successfully completed the first year of development and who are not selected for Trade Training will be utilised as Technical Assistants during the second year of their contract. Trade Training includes Trade Theory, Trade Practicals and exposure to the avionic environment at a depot or a base.

The apprentice-training programme is offered in the following fields: Mechanical Trade; Electronic Trade; Electrical Trade; General Avionic Support Trade. On completion of Trade Training, members will be given the opportunity to apply their skills in the military aviation environment for the remainder of the contract.

Minimum Requirement for Apprentice Training

• Grade 12 or N3 qualification: 18 - 22 years of age; Grade 12 with Mathematics and Physical Science NSC level-3 as passed subjects or N3 in a technical field with English as a passed subject in Grade 12.


ability assessments. Only candidates who perform above the norm will be allowed to proceed to the next selection phase.

Psychomotor assessment

A hand-eye coordination test must be passed in order to proceed to the next selection phase.

Panel Interview

Candidates will then be interviewed by a selection panel comprising senior military personnel from the Air Force and other staff divisions. Taking into account the candidate's performance thus far, the following additional variables will serve as criteria for the evaluation during the interview: motivation, perseverance, purposefulness, creativity, officer potential, knowledge, adaptability and analytical ability.

Medical Examination

Candidates who are recommended for Pilot or Navigator training by the above-mentioned selection panel will then be subjected to a thorough medical examination at the Institute for Aviation Medicine.

An offer of employment will be extended to the most successful candidates, taking into consideration equal opportunity and affirmative action programmes within the Department of Defence.

Phases of Training

Duration

3 years, including Basic Military Training, Officers Formative Course,

• Tertiary qualification: 18 - 26 years of age; N4 - certificate passed with at least 60% and N5 - N6 certificate passed with at least 60% in a technical field and English (compulsory) as a passed subject.

Pilot/Navigator Training

Even in the absence of any significant external military threat against South Africa, the main aim of the SAAF is still to keep the country's air space safe. It remains, therefore, crucial to have a well-trained flying corps to be able to react to potentially threatening situations. At this stage, Pilots and Navigators are mainly utilised for humanitarian purposes.

Training Process

Minimum Entry Requirements

• Be a South African citizen or relinquish any other citizenship.

• Age between 18 and 24 or not older than 26 years (if a graduate).

• Not be older than 28 years upon commencement of practical flying training.

• Currently busy with or successfully completed Grade 12.

• Obtain at least a Grade 12 NSC level - 4 Mathematics and Physical Science.

• Mathematics and Physical Science 60% in N4.

• Mathematics and Physical Science 50% in N5 / N6 / 1st year university or university of technology level.

• Pass English at Grade 12 or an equivalent level.

• Be medically fit, as normally required of persons wishing to train as pilots or navigators in the Air Force.

• Have 6/6 vision; in other words, that you must not have need of spectacles, contact lenses or laser correction.

• Not have any hearing impairment; in other words, that you must not have a need of hearing aids.

• Must be willing to relocate and to participate in deployment both in South Africa and abroad if required to do so.

• Must not have a criminal record.

Selection Process

Candidates who comply with the minimum requirements may apply throughout the year and may be earmarked for further selection. This will mainly depend on the need to train new Pilots/Navigators at the time. Candidates will be invited to take part in the selection process in Pretoria, and this entails the following:

Psychometric Evaluation

All applicants will be required to undergo aptitude and general cognitive


Military Certificate Course, Ground School and Flying phase.

Basic Military Training (BMT)

Training will be presented over a 22-week period at the Air Force Gymnasium Boston.

Officers Forming Course

On completion of Basic Military Training, Pupil Pilots and Learner Navigators will be transferred to the SA Air Force College, located in Thaba Tshwane, Pretoria, for a period of 19 weeks in order to complete the Officers Forming Course.

Survival Training

Subjects currently presented by 80 Air Navigation School at Air Force Base Ysterplaat include Basic Parachute Course (does not include jumps), First Aid Course, Land Survival Training and Sea Survival Training.

Military Certificate Course

All Pupil Pilots and Learner Navigators will complete a Military Certificate Course before commencing flying training. This course is offered at the Military Academy in Saldanha and includes all Flying Theory.

Ground School and Flying Phase

On successful completion of the Survival, Preparatory Training phases (if recommended) and the Military Certificate Course, Learner Navigators will be transferred to 80 Air Navigation School in Cape Town and Pupil Pilots will commence their flying training at Central Flying School Langebaanweg.

Flying Phase

Pupil Pilots will be required to master ab initio side-by-side training and thereafter the Astra aircraft (Pilatus PC-7 Mk II trainer), including simulation exercises and general formation, instrument, navigational and night flying.

Pupil Pilots qualify after a period of approximately 2 years and 7 months of training of which approximately 65 flying hours are spent on side-by-side trainer aircraft and 110 flying hours on the Pilatus PC-7 Mk II. Successful Pupil

Pilots will receive their wings at the same time as the Learner Navigators.

Learner Navigators

Learner Navigators will be stationed at AFB Ysterplaat in Cape Town for their flying training, but will from time to time receive training at various squadrons in the Air Force, if required and subject to aircraft availability. The subjects offered and type of aircraft used for the duration of these phases are as follows: Navigation, Maps and Plotting, Flight Planning, Avionics, Crew Cooperation, Electronic Warfare.

Aircraft

Side-by-side trainer, Astra (PC-7 Pilatus), Cessna Caravan, C47 TP Dakota. Learner Navigator training lasts for approximately 2 years and approximately 90 flying hours and 60

simulator hours. Learner Navigators will qualify and receive their wings at the same time as the Pupil Pilots.

Pilot Streaming

Initial basic flying training has been outsourced to an external service provider, which conducts side-by-side ilot training. On completion of this phase, pupil pilots continue with their training at Central Flying School Langebaanweg, where they will receive their wings – the final achievement – after they have been streamed as pilots or navigators. Navigator and survival training is provided by 80 Air Navigation School, Air Force Base Ysterplaat. Survival training covers theory, lectures and presentations, practice sessions with life jackets and dinghies, parasailing, sea survival, coastal escape and evasion, land static survival and dunking training. Flying


nstructors from neighbouring countries enrich the training contents by sharing their expertise with pupil pilots.

After this phase, pilots will receive further training in their respective streams, i.e. transport, rotary-wing or combat. Ab initio rotary-wing training is outsourced to a private company. The training is intensive and requires consistent hard work,

but isolated achievements such as the first solo flight bring occasional relief. The limelight may fall primarily on the flying instructors and the pupil pilots; however, one should not forget

the essential contributions made by the ground subject mentors and the technicians who keep the aircraft

fulfil their contractual obligations to the SA Air Force.

Further Training and Utilisation

On completion of the flying phase, a streaming board will be convened to determine in which line function a pilot will be utilised, namely: Fighter, Helicopter or Transport line.

The criteria used for the allocation of pilots to various line functions are: needs of the Air Force; results and achievements on course; own preference; recommendation by flying instructor. Pilots will be transferred to one of the following Air Force institutions for further training in their line function, before being utilised at the various squadrons of the SA Air Force: Fighter Squadron - 85 Combat Flying School, AFB Makhado, Limpopo; Transport Squadron - 41 Squadron, AFB Waterkloof, Pretoria, Gauteng; Helicopter Squadron - 87 Helicopter Flying School, AFB Bloemspruit, Free State.

Please NoteCandidates who comply with the minimum requirements for application may apply throughout the year and may be invited for further selection. This will mainly depend on the need to train new pilots at the time. Candidates will be invited to take part in the pre-selection process in Pretoria.

General Requirements for all Musterings

The candidate must be single when applying and remain single for the duration of training. Be a South African citizen and relinquish any citizenship. Classified medically fit by the Surgeon General. Must not have a criminal record.

flying, as well as the other support staff without whom the flying training schools cannot function.

Pupil Pilots

Pupil Pilots will be stationed at Central Flying School Langebaanweg for the Basic Flying Phase (ab initio phase). The following subjects will be presented:

Ground Phase: Air Dynamics, Plotting on Maps, Navigation, Electronic Warfare.

Flying Phase: Pupil Pilots will be required to master the side-by-side trainer, and the Pilatus PC-7 Mk II trainer, including Simulation Exercises, General Flying, Formations, Instrument Flying, Navigational Flying, Night Flying.

Pupil Pilots qualify after a period of approximately 2 years’ training and approximately 180 flying hours.

Contract

On successful completion of the Pilot/Navigator course, members will be offered a contract and thereby have to


The Military Skills Development System (MSDS) is a two-year

programme that encompasses the philosophy of lifelong learning to equip new recruits with knowledge, skills and experience to make them employable and marketable within the SA Air Force (SAAF), as well as in the public or private sector. Recruits are provided with various skills ranging from airmanship, environmental awareness, musketry, computer skills, basic financial management skills, hygiene and discipline to work ethics.

The White Paper on Defence and the Defence Review require that the South African National Defence Force (SANDF) consists of a relatively small Regular Force and optimally larger Reserve Force. This principle follows the international trend of most modern defence forces. Accordingly, the Defence Strategy was adjusted to incorporate this thinking pattern that is pertinently augmented in its human resources systems.

The Military Skills Development programme is a South African project which aims to improve the mission-readiness of the South African Defence Force. It has been running since 2002, with the number of recruits influenced by budgetary restraints.

The recruits sign an initial two-year contract, after which most will be considered for further service in the Core Service System. Those who do not qualify have the option to serve part-time in the Air Force Reserve Force. However, since the Air Force’s strategy is to recruit directly for specific musterings, recruits are appointed directly into musterings from the outset.

The project is aimed at rejuvenating and ensuring the continuous flow of young and fit soldiers. The programme is also aimed at creating an increased state of military readiness by enlarging the South African military reserves.

Purpose

The basic principles of the MSDS comprise four major elements:

• It provides for an initial two-year employment contract with the option of further employment in the Core Service System.

• It provides for a further five-year Reserve Force contract on completion of the initial two years.

• It aims to provide for accreditation of military and enablement skills obtained during the initial two years of full-time employment.

• It must provide for the rejuvenation of the Defence Force with young and fit operationally deployable personnel.

Taken as a whole, the MSDS fosters qualities that will enable members to become responsible young adults, who will make a valuable contribution to the community. The Air Force provides a foundation of knowledge and skills that will assist the members towards their future, no matter what career they choose. The SAAF teaches them valuable skills and will help develop qualities such as leadership, self-reliance, confidence, teamwork and communication.

In addition to the MSDS, the SAAF has established the Young Falcons programme as part of the Siyandiza project, an additional effort to enhance the MSDS. Since the inception of MSDS in the SAAF, on 1 January 2003, the Young Falcon’s programme has

had good successes in familiarising interested Grades 11 and 12 learners the military aviation environment.

The Air force expects its members to be of the highest calibre, both physically and ethically, so it has in place a number of regulations that may impact on the lifestyle of military personnel.

What is expected of SAAF members?

The role of the SAAF is the defence of South Africa, so in the event of major hostilities all personnel face the possibility of deploying to, or near, a war zone. Deployments of SAAF personnel within South Africa and abroad occur on a regular basis in response to events, such

as peacekeeping missions, planned exercises and natural disasters.

Health and Fitness

Before they can be accepted into the SAAF, recruits will need to pass a number of medical tests to ensure that they are in peak physical condition and are able to serve to their maximum capability. Once someone has become a member, that person will need to maintain a fit and healthy lifestyle in order to cope with the physical demands of service.

Behaviour and Appearance

SAAF personnel are legally bound to follow all lawful commands, which may be given at any time and could involve considerable risk to life. Such orders may require personnel to live, work and fight anywhere in South Africa or abroad at short notice.

- Article by Lt Col Alistair Saulse and photographs by WO1 Christo Crous -

Lifelong Learning

Military Skills Development System


communication. In a way, Siyandiza comes up in a form of intervention with regard to addressing issues of equity in the line of aviation. Also, the programme becomes essential in the sense that it deals with poverty alleviation, especially when some of

these youngsters eventually become selected for job opportunities.

Siyandiza’s target audience is, at the moment, high school learners from grades 9 to 12. In its approach to reach learners, Siyandiza places emphasis on careers such as pilot and navigator, as well as air traffic controller, mission controller and engineer.

Siyandiza is a programme that has been created by the South African

Air Force (SAAF) in a bid to promote aviation awareness and develop the country’s youth, particularly those that come from disadvantaged backgrounds, by exposing them to

information on career options available in the SAAF. This programme is mainly managed by members of the Reserve Force from the national office at Swartkop, Tshwane, and several functionaries throughout the nine provinces.

This outreach programme is about social mobilisation, advocacy, awareness, education and

In its vision, Siyandiza points out that its intention is to expose the youth to aviation careers, thereby supporting the SAAF in achieving air power excellence. On the other hand, the programme’s mission is to prepare the youth in developing an active interest in the SAAF and aviation in general by providing exposure and some rudimentary training.

Siyandiza employs a very calculated strategy in order to achieve its objectives. Firstly, it embarks on aviation awareness by visiting schools every year. Siyandiza also hosts schools when learners are on an excursion to visit the South African Air Force Museum. Therefore, it is important for Siyandiza to participate in exhibitions at Science and Technology events. Siyandiza is also present at air shows, as well as selected agricultural shows.

Learners need to be proficient in mathematics, science, geography and English in order for them to be considered as Young Falcons. This is a developmental programme with regard to aviation awareness. Learners who wish to apply for the Young Falcons programme must be in grade 10 or 11 in order to commence with the development training.

These Young Falcons are then exposed to several aspects of aviation through visits to SAAF facilities and lectures during camps that are held annually to enable them to appreciate the world of aviation and everything it entails.

The Young Falcons’ learning areas include Virtual Aviation, Navigation, Meteorology, Radiotelephony, Aerodynamics, Propulsion Systems, Instrumentation and how radio and radar work, including some life skills.

On completion of the training programme, all those learners in grade 12 showing interest in the careers in the Air Force are then given a preparatory phase for the selection process.

- By Lt Col R.P. Leburu, SA Air Force Siyandiza Programme, photographs by WO2 David Nomtshongwana -

SIYANDIZA

Marketing Tool for the SAAF


However, there are requirements in this regard, namely that learners must be South African citizens, aged between 18 and 22 or, if they are university graduates, they should not be older than 26 years of age. In addition to these requirements, the applicants must not be area-bound, have no criminal record, preferably be single and, most importantly, the learner must have successfully completed grade 12.

This year Siyandiza started fairly well in its attempts to carry out its outreach exercises of aviation awareness. The Siyandiza functionaries visited Emaculata High School in Soweto in March where they addressed learners from grades 9 to 12 about the National Defence Force and the Air Force in particular, while at the same time focusing on career opportunities available in the aviation world.

During the same month of March, other events included the Soweto Career Day, which was held at the Orlando Community Hall, and Siyandiza also received learners from Tidima High

School, all the way from Limpopo. These learners were made up of children from grades 8 to 12.

In April, Siyandiza was able to reach far-off places such as Trompsburg in the Free State province. The school was Madigetla High School, and Siyandiza was able to give a presentation to senior members of staff.

Another trip was undertaken to Trompsburg and, this time, the presentation was made to a great number of teachers from the Xarib

district. The Executive Mayor of Trompsburg made it possible for Siyandiza to carry out its presentation. Also visited in the same district was Albertina Sisulu High School in Edenburg.

Other activities included a trip to Kimberley, where Siyandiza attended

a Career Exhibition in May. Also in May 2010 there was a Matric Motivational and Career Day that Siyandiza attended in Mpumalanga. In addition to this, another important event that Siyandiza attended was the Aviation Week at Sci-Bona Discovery Centre in Johannesburg.

Siyandiza’s presence was also prominent at the Pietermaritzburg Royal Air Show this year. The Young Falcons’ Winter Camp held at the South African Air Force Gymnasium was a notable success. Most parents

were present to witness the splendour of the passing-out parade held in honour of their children, the Young Falcons.

It seems clear that Siyandiza as a programme is on the right track, and there appears to be much hope that success will continue to be characteristic of all Siyandiza’s activities.

There are, nevertheless, some challenges that this programme is faced with. The root cause of these problems has been Siyandiza’s lack of funds to buy promotional items. Also, Siyandiza needs to reach every corner of the country, and money plays a vital role to be able to do so. Siyandiza is a unit in the Directorate Corporate Staff Services (DCSS) and, as a result, this programme depends entirely on the budget that it receives from the Air Force, like all units do. Most of the schools in rural areas are inaccessible, and this makes it difficult for them to make contact with members of Siyandiza. The inadequacy in the transport system in these remote places adds to these problems. In addition, there are inadequate means of communication. These are serious problems that keep these young people behind and forgotten.

These problems aside, Siyandiza’s objectives are relatively easy to achieve as a result of the programme’s sound structure. This programme is the responsibility of passionate educated members of staff who also exhibit excellent leadership.


- By Colonel Rama Iyer, Directorate Basic Flying Training, and photographs by WO1 Christo Crous -

Air Power Partnerships for

Human Security in Africa

The Common African Defence and Security Policy, the Peace and

Security Council, the Continental Early Warning System, the African Standby Force, as well as the various sub-regional arrangements, serving as major components of the African Security Architecture, endorse the fact that an unambiguous link exists between individual, national, sub-regional, regional, and international security. Alongside areas of economy, progress, peace and governance, views on security too have become holistic, and thus the term ‘human security’ has come to the fore.

The visioning and employment of air power, too, is required to be done holistically, as a “penny-

packets” approach leads to wasteful utilisation of expensive resources. This is particularly so in the African context, where such profligacy will surely be at the expense of progress and wellness in other critical areas like health, education and social welfare. Additionally, air power holds the potential of singularly alleviating many of the prevalent human security problems. It is thus imperative that security and air power issues receive combined attention in order to exploit

the characteristics of the latter to benefit the former.

The handicap of a general lack of “air consciousness” in Africa, compounded by inadequacies of infrastructure, equipment and funds, as well as varied priorities, apathetic attitudes, and a lack of a unified sense of purpose, has not permitted optimisation of air power towards improving human security status. The only exception has been the utilisation of limited military air resources towards peacekeeping work. Be that as it may, if all continental aviation resources were to be harnessed and employed collectively, far more effective use could be made of what is available. Obviously, such a course of action would call for

well-orchestrated cooperation and partnerships.

One of the primary areas wherein such an orchestration could bring about tangible and expeditious results is air transportation – a major resource from which human security draws its strength. Aerial mobility, by becoming a tool for all-round progress, has transformed our world into a global village. The over 30 million square kilometers spread of Africa and its

adjacent islands, compounded by a lack of an efficient surface-transport infrastructure, makes this development so much more pertinent.

In July 2000, the Conference of Heads of State and Government of the Organisation of African Unity (OAU) adopted the Decision on Market Access for Air Transport in Africa. The Decision was expected to progressively eliminate all non-physical barriers in the industry, including those linked to the granting of traffic rights, tariffs, and the number, frequencies and capacity of air services. Though it is heartening to note that, despite several constraints, air transport has steadily brought African countries closer together and has contributed to the expansion and

deepening of African trade and commerce, the rate of progress has not been commensurate with our combined capabilities and capacities. For example, by now we ought to have established adequate continent-wide hubs for distribution of freight, or even maintenance centres for attending to aircraft. Consequently, no appreciable rise in the degree of Africa’s economic prowess, or standards of human security, can be witnessed.

But, on the other hand, even if such qualitative and quantitative

increments were brought about in the status of air transportation in Africa, what will continue to be worrisome is the environment in which it is required to function. Firstly, there will always be the danger of threats being posed to the aviation machinery, be they in the form of easily available high-tech anti-aircraft and anti-infrastructure weaponry, or the use of hijacked aircraft and passengers as tools for bargaining, extortion and asymmetric warfare. Secondly, each and every air

1919

power attribute that makes air mobility a force-multiplier for development also bears the potential of being utilised for unlawful activities like smuggling arms, narcotics, contraband items and even people.

There is, consequently, a need for African countries not only to collectively take steps to enhance air transportation per se, but also to face the challenge of finding ways and means of restricting the potentially damaging use of the air by elements driven by personal motives and self-gain agendas. Optimistic schemes like the “Safe Skies for Africa Initiative” created by the United States in 1998, and the July 1999 Algiers Convention on the Prevention and Combating of Terrorism and The Algiers Plan, were steps in the right direction, but failed to fructify to the extent envisaged. This is where wholesome partnerships between the civil aviation sector, police and military forces of the African continent would play a dominant role.

In this context, it would be prudent to bear in mind that the conceptualisation of the African Standby Force has been “land forces-centric”, and incorporates a minimal air-power component. It could well be appropriate to include in it further air-related elements in order to expand its scope to include airspace security and safety as well. In addition to this inclusion, there is a need to examine the feasibility of forming a body akin to the Standing Aviation Committee as we have in the Southern African region – but to encompass the whole of the African continent.

Another area of concern is the maritime dimension of Africa. The seas are not only a medium for communication, but are also a vast source of economic gains in the form of living and mineral resources. Nearly three-fourths of all African states are either littoral or island nations, with landlocked nations enjoying free access to the seas by means of negotiated arrangements with transit and coastal states. The magnitude of the resources available to the continent becomes evident when we consider the 30 500 km of coastline length of the African continent, and

hence the sum total of the various Exclusive Economic Zones.

Viewed against this immense repertoire of natural wealth, the current lack of maritime safety and security is severely detrimental to stability and economic development on the continent – and therefore, human security. Many African countries continue to lose substantial revenue to fish poachers, rampant criminal activity, drugs, arms, illegal seaborne immigration and human trafficking, flagrant dumping of environment-degrading toxic wastes, and oil theft from petroleum-producing nations. To compound this state of affairs even further, the continuous domain of the seas around our continent and island states serves as a vast, ready, and largely unsecured medium for a multitude of threats.

The only way out of such a predicament is to ensure the ready availability of a credible maritime capability. It is obvious that such a capability would perforce include substantial air power resources for reconnaissance, surveillance, patrolling and policing duties. Maritime air capability of African states, individually and collectively, is minimal. There is a pressing need to beef up combined continental maritime air resources by means of accelerated procurements.

The establishment of a synergistic and cooperative aviation industry base, and the setting up of aviation-related centres of expertise throughout the continent, are yet other avenues that can augment African air-power

capabilities. The design of sub-functionaries, through which the Standing Aviation Committee of the Inter-State Defence and Security Committee of the Southern African Region aim to achieve its objectives, could be used as a template for such endeavours. However, despite any amount of governmental facilitation and encouragement, the rising cost of air power resources cannot be overlooked, and the only way forward would be to adopt a strategy of shared acquisition programmes, common training, joint aviation exercises, and implementation of long-term support measures. At present the air-power resources of the continent are, for historical reasons, not only extremely diverse but also largely dated, and there is a requirement to move towards commonality, which can then serve towards the achievement of the objectives and goals of the Common African Defence and Security policy.

During a conference organised in March 2001 by the Programme for Strategic Studies at the Geneva Graduate Institute for Strategic and International Studies, it emerged that “local capacity-building” and “partnerships” were two major contributors in the field of human security and development. Even in the arena of air power the same approach holds good. “Local capacity building” and “partnerships” are the only means of obviating the prohibitive costs of air-power assets, and by doing so enabling the achievement of an improved human security status on the African continent.



The Hawk Fighter Trainer Aircraft System, comprising all 24 aircraft,

is now fully owned by the South African Air Force (SAAF) with only the deeper level logistics support deliverables out-standing from Project WINCHESTER. 85 Combat Flying School (CFS) is now fully operational in the training role and has progressed very well in develop-ing and establishing a collateral opera-

tional flight capability in various roles, notably Air Policing, Reconnaissance and Limited Close Air Support.

The Unit Ops Flight was operational in the Air Policing role for the 2010 FIFA World Cup. The aircraft will be equipped with cannons and various sensors and will be able to operate with the Gripens.

TRAINING

85 Combat FS trained 10 Astra and previous Impala graduates (8 pilots and 2 navigators) in 2009. All mem-bers successfully completed the jet conversion on schedule in December 2009. These aircrew all commenced the Hawk Operational Training Course (OTC) in January 2010 and will qualify at year-end as Hawk Wingmen.

Three previously qualified wingmen completed the first Hawk Flight Lead-ers Course (FLC) in December 2009. A further 5 Wingmen completed the FLC in May 2010.

Six new Astra graduates and one navi-gator, comprising 4 black males, one white male and one white female, have been streamed for fighters. This will

largely contribute to improved representiv-ity on the Hawk.

ORIGIN

The South African Air Force (SAAF) Hawk Mk 120 Fighter Trainer aircraft is a derivative of the BAE SYSTEMS Hawk Mk 100 series, designed and built by BAE SYSTEMS of the United Kingdom since the mid-1990s. The engine powering the Hawk Mk 120 is a Rolls Royce/Turbo-meca Adour Mk 951 engine, which is a newly developed up-grade from the Adour 871, with South Africa

as the first customer. The aircraft has a new South African developed Avi-onics Suite by Advanced Technlogies Engineering (ATE). The South African Industry has also been involved in vari-ous elements of the engineering, train-ing and support deliverables.

APPLICATION AND PLACEMENT

The primary role of the Hawk Mk 120 is all aspects of Air Combat Training for the SAAF’s air and groundcrews from aircraft type conversion to full mission training during a deployment. This will include Joint Training with the other services and participation in Opera-tional Training exercises.

The 24 Hawks replace the 250 Im-pala Mk 1 and Mk 2 aircraft phased out in late 2005. They are based at

AFB Makhado and the Unit functions under the name of 85 Combat Flying School. The unit relocated from AFB Hoedspruit to AFB Makhado in Janu-ary 2005.

By nature of the Hawk’s inherent train-ing capabilities, certain collateral oper-ational tasks by day and night in a low-threat environment are envisaged for the aircraft. These will be developed and implemented over the next few years and may include the following: Border Patrol; Reconnaissance; Limit-ed Close Air Support; Air Defence, and Air Policing.

PROGRAMME STATUS

The Hawk Project has delivered the 24 aircraft to the Air Force on the contracted baseline. The Operational Flight Trainer (simulator) is fully in use. The 20 Computer Based Instruction Stations are used daily to train aircrew and ground crew. The final Mission Planning and Ground Support System replaced the interim solution in April 2010.

Possible future updates on the air-craft include the fitment of an Instant Frequency Measurement card for the Electronic Warfare System, a Digital Video Recorder and a Ground Based Replay System, a Helmet Mounted Designation Capability and the A-Darter Infra-red Self-defence missile. It will also include a Datalink capability to exchange tactical information with the Gripen and the Super Lynx and Oryx helicopters, Ground Based Air Defence, as well as with the Navy cor-vettes and submarines. These updates will hugely enhance the current Fast Jet Training Capability of the SAAF.

GENERAL CHARACTERISTICS

Crew: 1-2; Length: 12,43 m (40,78 ft); Wingspan: 9,075 m (29,77 ft); Height: 3,98 m (13,06 ft); Empty weight: 4 530 kg (9 987 lb); Max take-off weight: 9 100 kg (20 062 lb); Powerplant: 1× Adour Mk 951 with 6 500 lb thrust, and Wheel track: 3,47 m (11,38 ft).

- Article by Brig Gen John Baine, Director Fighter Systems, and photographs BAE and WO2 David Nomtshongwana -

Operating

Hawk Mk 120 Fighter Trainer


PERFORMANCEMaximum speed: 500+ kts (1 000 km/h); Range: Around 900 Nm clean; Can carry 2 x external fuel tanks and do air-to-air refuelling for extended ranges up to 1 240 Nm. The aircraft is capable of performing hot ground refuelling to speed up turn-around time. Service ceiling: 48 000 ft.

ARMAMENT

5 x underwing and 2 x wingtip sta-tions 1 x 30 mm Aden gun pod; Provi-sion for up to 2 x wingtip short-range infrared A-A missiles; 5 x CBLS2000 with 4 x 12.5 kg smoke and flash prac-tice bombs; series of local 120 kg Mk 81 bombs (growth to 250 kg Mk 82 bombs), and simulated weapons (all of the above plus 2x slectromagnetic missile and 5x high drag stores).

ROLE EQUIPMENT

1 x Vinten 601E Recce Pod; 1 x Se-capem Pod – TAXAN Target; 1 x Ban-ner Target; Laser Range Finder (LRF); Forward Looking Infrared (FLIR), and Recce Pod.

The Vinten Recce Pod has a steerable wet-film nose camera with a 900 mm lens. It is also fitted with a panoramic wet-film camera that can take horizon-to-horizon photos. Both cameras can achieve a frame rate in excess of 2 frames per second. The aircrew can operate the cameras manually or the photos can be taken fully automatical-ly. In manual mode, the aircrew steer the line of sight of the nose camera and switch the camera on/off for the photo run. In automatic mode, the air-crew plan the whole recce run on the Mission Planning and Ground Sup-port System and then just follow the steering commands in the Heads-up Display (HUD), while the aircraft man-ages the camera.

Forward Looking Infrared

The Hawk can be fitted with a fixed, forward-looking infrared sensor. The infrared image can be displayed on any of the 6 Multi Function Displays (MFDs) in the aircraft, as well as on the HUD. The infrared image can also be recorded with the rest of the HUD symbology and MFDs. The FLIR en-ables the aircrew to operate in com-plete darkness, ie darkmoon condi-

tions. It does this by having a sensor that is sensitive to infrared light (light waves that are not visible to the human eye).

Laser Range Finder

The Hawk can also be fitted with a Laser Range Finder (LRF). The LRF enables the pilot to know the distance to a specific place on the ground very accurately. The aircrew need to know this when they do a positional update while flying. It also helps the Mission Computer of the aircraft to be more ac-curate while it is calculating the best time to release a bomb to ensure it hits the pilot-designated target.

COMMUNICATION

3 x ACR 500 radios (of which 1 is used mainly for data communication). Each of the radios used for communication can transmit on one channel or listen to two channels at any time. The com-munication system can be utilised very effectively during search-and-rescue operations and Telstar (communica-tion relay).

IDENTIFICATION FRIEND OR FOE

1 x IFF Modes 1, 2, 3A, C, Mode S and Mode SA (secure IFF).

VIRTUAL SENSOR

Simulated radar has been implement-ed in the Hawk Mk 120 aircraft. This enables the aircrew to fully train as if they have an air-to-air radar-equipped aircraft.

The current software baseline allows the pilot to “see” up to 7 other Hawk aircraft at any time. Before the sortie, aircrew choose on which team they are (friend or foe) and upload this in-formation into the aircraft. Then, during

the flight, an aircraft can “see” all the other aircraft on their team on the Tac-tical Situational Display - whether they are in his/her radar volume or not – as if the team’s position is being broad-cast by an AWACS or data link. All the aircraft on the other team are only vis-ible when they are in the virtual radar volume.

The aircrew can manipulate the virtu-al radar beam as would be done in a fighter that has real radar, and includ-ed is a Range While Scan and vari-ous Combat/Dogfight modes. The pilot uses the throttle lever to manipulate the radar modes and designate radar targets.

A “Multi Link” mode of the simulated radar is being implemented which will allow Hawk aircrew to use their simu-lated radar to “see” Gripen aircraft and Oryx and Lynx helicopters, the Ground Based Air Defence system (using the Kameelperd radar), as well as the Navy corvettes and submarines.

The simulated radar is made possible by using the Link ZA data link proto-col, which was developed in South Africa. Link ZA is a layered protocol that first establishes the link between the 8 entities (like plugging in 8 PCs on a LAN), then running an “operating system” and finally running different applications. With the simulated radar, the Hawk uses the position word / ap-plication to send its own position and receives the positions of the 7 other entities that participate on the link. The data communications between the air-craft is encrypted to enhance security.

In future, it is only a question of up-dating the aircraft software to receive other useful tactical information in the cockpit, eg the radar picture from a Gripen or the Chaff/Flare quantities of the wingman.

21


- By Lt Col Glen Gibson, Officer Commanding 2 Squadron, AFB Makhado -

Interaction

It is 0900B and all of the locally based aircrew are gathered for the briefing.

The scenario is mapped out. The training is complete. This is the real thing. The 2010 FIFA Soccer World Cup is here and our mandate is to ensure the safety of everyone attending the event from any and all airborne threats. This

requires the commanders to have the best available picture of the scenario at all times. The critical link between the commanders and their assets is the mission controller. A coordinated effort is required and it must be executed with military precision.

During the Second World War, when radar installations were built along the British coastline, a new era of air warfare began. Suddenly the pilots were not the only eyes in the sky; however, they were still the ones with fingers on the triggers and at mortal risk due to their German counterparts. With a ground-based system that could “see” the enemy long before it could be picked up by human eyes, there was a need for a way of communicating this enhanced air picture to the men who could do something about it.

In today’s environment, while technology has advanced, the role is very similar. What has changed significantly is the nature of the threat. The most feared threat in modern times is that of terrorism, and an event like the World Cup, with millions of people watching worldwide,

provides exactly the opportunity that terrorists are looking for to send out their message to the world. From an airborne perspective, any thing from a light aircraft packed with explosives to a hijacked airliner is a potential threat.

For example, take a terrorist with a pilot’s licence and a light aircraft who attempts to attack a stadium. He would not file a flight plan, turn on his transponder or speak to any Air Traffic Control authorities. The first knowledge that he was a threat could be his appearance as an unidentified blip on the radar screen, or his being picked up visually by a pilot flying a Combat Air Patrol.

The interaction between mission controller and pilot is critical to the success of the operation. The pilot’s own human shortcomings and

those of the system/aircraft he/she is operating limit the pilot’s situational awareness. His/her eyes can only see so far, and his/her radar can only cover a certain portion of airspace at a time. The mission controller has a better overall picture of the scenario; however, the picture is two-dimensional

and is limited by the update rates of the radar hardware. Thus mission controllers must maintain the pilot’s awareness of the overall picture and pilots must keep the mission controllers aware of the smaller and faster changes. The ultimate aim is that both parties maintain an accurate mental picture of the scenario and optimum situational awareness.

Whichever party sees the renegade first must report it to the commanders who will then assess the threat according to the intelligence scenario. If it is a genuine threat, mission controllers will direct the assets at their disposal to intercept it. Depending on the

renegade’s compliance, the interceptor will either escort the aircraft to a suitable airfield or, in the event of complete non-compliance, shoot the aircraft down before it reaches an area where it can cause excessive collateral damage.

It is critical in a high visibility event such as the World Cup that the situation does not degrade to the point that an aircraft gets shot down. Many steps are in place to prevent such threats from even entering the arena.

Just as for the soccer teams on the football fields, teamwork is critical. When working as an effective team, the whole is much greater than the individuals involved. A fighter pilot and mission controller working effectively together achieve far superior results than they would if each was working on their own.

Fighter Pilots and Mission Controlers


Uncovering

A Face Behind the Hawk- Information supplied by Lt Themba Vilakazi, 85 Combat Flying School -- Photographs by WO2 David Nomtshongwana -

Lt Themba Vilakazi from 85 Central Flying School at Air Force Base

Makhado in Limpopo province is one of the aviators in the South African Air Force (SAAF) who is overwhelmed by the power that the Hawk MK120 has.

The Lt, while elaborating on what makes the aircraft special, as well as what sparked his interest to it, he simply called the Hawk the winner with a lot of capabilities. He told Ad Astra Magazine that what mostly sparked his interest to it was the fact that it has an open architecture avionics systems that can afford the crew a high situation awareness. He further pointed out that the aircraft was enhanced by simulated radar, Multi-Functional Display System (MFDS) and Hands on the Throttle and Stick (HOTAS).

Lt Vilakazi sees the Hawk as an aircraft that cannot be compared to all other aircraft that he has piloted before. A few such aircraft that he referred to were C47TP, C208 and the Astra Pilatus. In terms of its attributes, he mentioned that the Hawk was equipped with the Ardour Engine that introduced a Full Authority Digital Engine Control with the maximum thrust of 6500 pounds.

According to Lt Vilakazi, the Hawk’s external fuel tanks enhance its take-off, landing distances are well within desirable capabilities, and together the Auxiliary Power Unit (APU) can be deployed away from the main operating base.

On the issue of how it felt to be serving the SAAF as a navigator, Lt Vilakazi it was out of honour, trust, privilege and respect that one gained after having learned and the ability to protect the country and its skies.

Furthermore, he explained that peacekeeping to him was a very important idea because it was about supporting the mission of the United Nations with the aim to create a peaceful, just and a sustainable world.

He also described peacekeeping as a fair and effective means of sharing the burdens of international security in order to bring about stability.

In his message to future aviators, Lt Vilakazi warned that becoming an

aviator was not a job for the faint-hearted. He said, if one was considering navigation as a career, one needed to thoroughly examine why one wanted to become navigator. He said that one needed to accept to be ready to go to war even at the risk of one’s own life just for the sake of one’s country. In his conclusion, Lt Vilakazi also stated that

it was important to know that you will be doing much more than just aviation because you will need to concentrate on flying, as well as on the mission and, above all, you have to be passion-driven.


2010 FIFA Soccer World Cup

- By Brig Gen Les Lombard, OC AFCP, and Lt Col Andrea Ehmke, Air shows, AFCP -- Photograph by WO1 Christo Crous -

During the 2010 FIFA Soccer World Cup the South African Air Force

(SAAF) was requested to assist the South African Police Service (SAPS) with capabilities not inherent to the SAPS.

This resulted in a major effort in the air mobility, Intelligence, Surveillance and Reconnaissance (ISR) and air-space security domains. The air-space security domain was most challenging in terms of the various asymmetric threats that had to be managed with conventional air defence means. In terms of best practices in the air-space security domain, benchmarking was done with Germany, the previous host, as well as with Italy, the hosts of the 2006 Winter Olympics.

Additional research of approaches followed by different countries brought a rapid realisation that the approach must be aligned with the constitution and aviation acts of a country. This philosophy was followed in South Africa as the air-security plan had to comply with the Constitution, the Aviation Act and the Defence Act. Close cooperation with the SACAA and ATNS was therefore an imperative, and much of the success can be ascribed to following an integrated planning process with these partners.

During the preparation for the operation, eight exercises were held at all the venues in order to prepare own forces, the aviation communities in those environments, and also to establish standard operating procedures with our counterparts at ATNS. This partnership with the entire aviation sector was a critical success factor during all SHIELD EXERCISES (conducted at all venues in the years prior to the World Cup) and Operation KGWELE for World Cup 2010. Civil airfields were visited and presentations were given to the aviation community throughout the country. This concerted effort and approach sensitised the aviation industry well in advance and resulted

in a general positive attitude towards safeguarding the sky for WC2010.

The process could have, and will in future, be improved to ensure that the organisations representing all the numerous facets of aviation be incorporated in the planning and marketing of the restrictions and processes. ATNS as a partner throughout the event contributed vastly to flexible and seamless use of airspace, accommodating all security airspace requirements. ATNS provided a co-coordinating function from Bushveld Air Space Control Sector (BACS), which was complemented by SAAF controllers at the control centres of ATNS. This contributed to enhanced coordination and flight safety and a high degree of mutual trust was developed during the exercises and the operation.

The SAAF used various sensors throughout the country to compile an integrated radar picture. SAAF mobile radar units complemented by the SA Army Thutlwa and SA Navy Frigate radars were used to supply a sound and identified air picture at all six the Sector Control Centres (SCCs). In addition, all ATNS secondary and primary radars were incorporated in the Air Picture and Display System of the SAAF. The integration of systems required the deployment of a substantial and robust communications network throughout the country. Use was made of own tactical communications resources from Mobile Communications Unit (MCU), and support form CMIS, as well as networks of ATNS and Telkom. The complexity of establishing such networks and systems once again underlined the time required for detailed planning and roll-out of capabilities before mission-ready training commences. The focus supplied by the World Cup greatly energised the process of interdepartmental cooperation to make these integrations possible. The recently introduced Gripen fighter further enhanced the ground radar capability with its highly efficient airborne radar, allowing the

detection of low-flying small radar cross-section aircraft. Continuous future interdepartmental training and exercises are recommended to ensure mission-readiness for possible future endeavours.

An Operational rhythm in terms of meetings and briefings was established during the SHIELD Exercises. All involved knew exactly what to expect and prepare for on a daily basis. Daily planning during Operation KGWELE optimised the operational and mission packages to match actual force level availability with the senior controller and system groups determining the minimum numbers of aircraft and crews required to carry out the air operation according to the requirements and to the match risk factor. Under Operation KGWELE, the SANDF’s World Cup Operation, the SAAF had an array of aircraft on duty for the event, including the missile and cannon armed Gripen fighter, cannon-fitted Hawk advanced trainers, supported by the Astra trainer and BK117 and Agusta A109 helicopters. The squadrons deployed throughout the country for Operation KGWELE and the ease of deployability of the new generation aircraft whilst maintaining a high level of availability was astounding.

In total 2 209 SAAF posts were filled during the operation. The discipline and morale during the operation was commendable, reflected in very low absenteeism for leave, illness and disciplinary issues. All bases and units were involved in some way or another, marking this operation as the largest internal air operation in South Africa in terms of scope and geographical dispersion. In terms of air defence the SAAF participating units were LASS, BACS, 140 Sqn (MSCCs and Umlindi Radars), 142 Sqn (Tactical Mobile Radars), 2 Sqn (Gripen C&D), 85 Combat Flying School (Hawk), Central Flying School (PC7 MkII) and A109 and BK117 helicopters from 15 Sqn, 15 Sqn “C” Flight, 17 Sqn, 19 Sqn, and 87 Heli Flying School. During this operation 347 Air Security

Lessons Learnt in Air Support


Patrols were conducted with 51 intercepts recorded. The mobility required assets from 28 Sqn (1 x C130), 44 Sqn (2 x C212), 35 Sqn (1 x C47TP), 41 Sqn (mix of B20, PC12 and C208s) and 16 Oryx helicopters (15, 17, 19 and 22 Sqns and 87 HFS). The ISR capability was well used and deserves much greater doctrinal development for interdepartmental collaboration. The assets used were from 35 Sqn (C47EW and C47MP), 41 Sqn (C208 with the electro-optical reconnaissance sensor) and the 2 Sqn Gripen in an airborne radar and reconnaissance role.

The Gripen, with its sophisticated radar system and capability, added a new dimension to Air Force interoperability and added to the futuristic netcentric approach. The challenge is to align ground-based and other airborne systems with the new capabilities. Data-link integration between the Hawk and Gripen will vastly increase the Hawk’s air-to-air capability by sharing the Gripen’s situational awareness. The use of secure netcentric systems would have resulted in improved situational awareness. Creative re-engineering is a requirement to fulfil the requirements of the future battle space for the continent.

The three ISR C208 Caravan aircraft from 41 Squadron are equipped with an electro-optical reconnaissance onboard operator station which is data linked to a ground station, providing the operations centre with real-time imagery. These aircraft were operating quietly over the fan parks and stadiums, keeping an eye out for troublemakers and relaying the video in time to ground command centres for immediate reaction by ground forces. This was essential to maintain law and order, with thousands of fans congregating at the ten venues and numerous fan parks across nine South African cities.

The screening and authorisation process was highly commendable and was the cornerstone for the preventative aspect of air space security. This process was established well in advance during preparation and SHIELD Exercises. The aviation fraternity was well informed and exposed to the required processes

prior to the event. During the World Cup, 12 921 pilots were screened and 64 739 flights were authorised. This would not have been possible without the dedication and hard work of the well-trained Authorisation Cell, which worked in concert with the SAPS Air Liaison Officers at 91 airfields in the country to prevent unauthorised crew and flights from departing and becoming an airborne risk. The cooperation from the civil aviation community was excellent, and without this support the success could not have been achieved.

The SAAF invested considerable resources during the SHIELD Exercises to develop and update standard operating procedures (SOPs). SOPs, however, must be continuously evaluated and developed in order to maximally utilise an asset and to ensure maximum interdepartmental benefit. The SOPs regarding ISR assets and interdepartmental cooperation, as well as combat search and rescue, with special emphasis on night operations, require immediate attention.

The availability of systems and the success of the logistics process were highlights during this operation. Hitherto unattainable levels of serviceability and availability were achieved in respect of operational requirements. The average serviceability reported throughout the SAAF was in excess of 98%. Responses were instant where and when they were required, which can be assigned to the world-class training and good communication that cascaded between the various levels

in a very short time. This success in communication between levels can largely be attributed to the doctrinal adaptation to include system groups in a more detailed and continuous way with the planning and execution of operations, which also allowed for continuity and availability of critical personnel at all times. A lesson reaffirmed early on during the operation was that resource management is critical during a sustained large-scale effort and needs to be managed at an operational level from the first day. The support from AF MDW and 18 DSU played a critical role during this widely dispersed operation.

A Human Factor specialist is required to enhance operational effectiveness by developing technologies capable of extending the information management capacity of the individual that adapts to the situation and significantly improves human performance. Cockpit Resource Management type training will contribute to effective communication and listening skills, as this once again appeared to be a major cause of “fog of war” confusion and uncertainty at all levels. Human fatigue and situational awareness over extended durations, as well as the relationship of fatigue and long periods of inactivity during air security standby, requires study.

The success achieved during WC2010 is the culmination of interdepartmental exercises over a three-year period, with a focus on force preparation and force projection as deterrent. We are now well positioned to support similar events in the future.


ARMAMENT

1 x 27 mm Mauser BK-27 cannon (C version only). Provision for up to 6 x short-range infrared A-A missiles. Provision for up to 4 x medium-range electro-magnetic A-A missiles. Provision for Mk81/Mk82 free-fall bombs and laser-guided bombs. Gripen is cleared for various air-to-surface missiles as well.

GENERAL DESCRIPTION

The Gripen is described as a 4th generation swing-role fighter aircraft. Aerodynamically it utilises an inherently unstable design, coupled with fly-by-wire control, a canard, delta-wing layout and a good power-to-weight ratio to provide a very agile aircraft capable of sustaining 9 “g”. Its fully integrated, digital avionics design allows for seamless integration of systems and data fusion, providing the aircrew with a superior awareness level and extremely benign flying characteristics.

Aircrew awareness is further enhanced by the data-link capability, linking air platforms and/or air platforms and ground stations. Very good survivability is ensured by a combination of small size, inherent stealth design characteristics, high agility and a state-of-the-art active and passive electronic warfare system. The combination of the above factors ensures very high operational effectiveness.

The major enhancements contained in the EBS version include the following: A full multi-role capability, air-to-air, air-to-ground and reconnaissance modes;

Full Authority Digital Engine Control (FADEC); air-refuelling capability; on-board Oxygen Generation System (OBOGS); upgrading of all major computers; upgraded avionics architecture; full-colour displays; FLIR and NVG compatibility, giving it a night capability, and HMD to do target designation for 5th generation Short Range Air to Air Missiles (SRAAMS).

The Gripen system includes a state-of-the art, fully encompassing training system, centred on a Computer Based Training System (CBTS) and two Squadron Level Mission Trainers.

- By Brig Gen John Bayne, Director Fighter Systems - - Photographs by WO1 Christo Crous and WO2 David Nomtshongwana -

Operating Modern Fighter Aircraft

Gripen at 2 Sqn

The Gripen Light Fighter Aircraft System under Project Ukhozi is

still in the delivery and implementation phases. To date, nine dual-seater and six single-seater aircraft have been delivered, ie fifteen in total. The outstanding eleven single-seater aircraft will result in a total of twenty-six aircraft by the end of 2012.

2 Squadron is conducting Operational Test and Evaluation training for aircrew and is developing doctrine, tactics and operating procedures in the build-up to operational status. The Squadron was operational in the Air Policing role for the 2010 FIFA Soccer World Cup. Fifteen Gripens were in the country by June 2010, all

equipped with IRIS T 5th generation air-to-air missiles with cannons on the single-seaters. The Gripen also operated as an airborne command and control and sensor platform for all participating aircraft. More details of the aircraft systems are tabled below.

TRAINING

The initial cadre of five pilots, one test pilot and one navigator, trained by SAAB Instructors in the RSA last year, have been complemented by two SAAF and one Reserve Force test pilots, bringing the total qualified aircrew to

ten, of which 1 is a black male. One recently qualified black Hawk flight leader has commenced with the Gripen Operational Conversion Course and is already type-qualified. Three Gripen aircrew are cross-trained on both Hawk and Gripen, with a further two being cross-trained. More Hawk graduates will progress to Gripen in the coming year.

GENERAL CHARACTERISTICS

Crew: 1 - 2. Length: 14,1 m (46 ft 3 in). Wingspan: 8,4 m (27 ft 7 in). Height: 4,5 m (14 ft 9 in). Wing area: 25,54 m² (274,9 ft²). Empty weight: 6 620 kg (14 600 lb). Loaded weight: 8 720 kg

(19 200 lb). Max takeoff weight: 14 000 kg (31 000 lb). Powerplant: 1× Volvo Aero RM12 (GE404) afterburning turbofan, 54 kN dry, 80 kN with afterburner (12 000 lbf / 18 100 lbf). Fuel Quantity: 2 700 litres internal. Wheel track: 2,4 m (7 ft 10 in).

PERFORMANCE

Maximum speed: Mach 1,8. Range: Combat radius of action with air-to-surface and enhanced self-defence weapons: >1 200 km (>650 Nm) (500 m). Service ceiling: 15 000 m (50 000 ft).


Flying training is further enhanced by the availability of the dual-seater aircraft. The systems are utilised by air and ground crews and are designed to cater for all levels of training, from initial conversion training to advanced operational/technical training.

APPLICATION AND PLACEMENT

The Gripen C (single seat) and D (dual seat) fighter aircraft replace the now withdrawn-from-service Cheetah C and D aircraft as the SAAF’s operational fighter capability. The aircraft are based at AFB Makhado and operate under the banner of 2 Squadron. The Gripen C and D aircraft are utilised in the following roles: air defence, surface attack, reconnaissance and operational conversion training.

PROGRAMME STATUS

The Gripen acquisition consists of nine dual and seventeen single-seater aircraft with associated support systems. The first Gripen flight-test instrumented aircraft arrived in South Africa on 17 July 2006. This aircraft was utilised to conduct a Development Test and Evaluation (DT&E) phase under the auspices of SAAB. The DT&E phase was conducted at the Test Flight and Development Centre (TFDC) at AFB Overberg, and utilised the Denel Overberg Test Range (OTR). The aircraft was handed to Armscor during the first half of 2008 and returned to TFDC for further development test flying. Training of ground crew commenced in 2007. Deliveries of aircraft, training and logistic systems are in process, with flying training that commenced during the fourth quarter of 2008. The Gripen commissioning ceremony and public unveiling took place in September 2008 at that year's AAD.

SUITABILITY FOR THE AFRICAN SCENARIO

Based on the Swedish doctrine of deployed operations from road bases, the Gripen is ideally suited to the African environment. Its take-off and landing distances are very modest and, together with the Auxiliary Power Unit (APU), it supports short-duration deployed operations, with very little ground-support equipment, from austere locations. The on-board

Built-in Test Equipment reduces fault-finding time and, together with simple swapping of Line Replaceable Units (LRUs), the turn-around time is significantly reduced and the process simplified.

LATEST ADDITIONS TO THE GRIPEN CAPABILTY

The IRIS-T (Infra Red Imaging System – Tail/Thrust Vector Controlled) Short-Range Air-To-Air Missile (SRAAM) of Diehl BGT Defence was selected by the South African Air Force to equip their Gripen fighter aircraft as an interim solution until the locally developed A Darter missile attains operational status.

South Africa, as the second export customer for the IRIS-T missile, placed a procurement contract for the system in May 2008. The IRIS-T Training System was accepted in Überlinger Germany in March 2009 with SAAF personnel training completed in November 2009.

The IRIS-T missile is a state-of-the-art high-kill-probability digital SRAAM with unrivalled performance capabilities which, when coupled to a Helmet Mounted Display (HMD), can engage air threats in the rear quarter of the aircraft, as is the case with the SAAF Gripens. The IRIS-T can be slaved to a variety of sensors for target designation with a very high resistance to all IRCM (Infra Red Countermeasures) and DIRCM (Directed Countermeasures). The missile system has already entered service with the Air Forces of

Germany, Greece, Italy, Norway, Spain and Sweden.

The communications and identification systems have been designed according to the SANDF Combat Net Interoperability Standards. Therefore,

the aircraft avionics have the capability to interact with the SANDF Command and Control systems through the data-link system, supporting the netcentric warfare concept.

Regarding ordinance, the full range of locally produced missiles, bombs, the Diehl BGT IRIS-T interim missile and Thales DJRP recconnaisance pod are cleared or are in the process of being cleared for use on Gripen.

The South African Air Force selected the Thales Optronics DJRP Reconnaissance Pod as the preferred low, medium to high-altitude image sensor. The DJRP is a flexible tactical Electro-Optic and Infrared sensor, capable of capturing high-resolution imagery from low-altitude high-speed to high altitude at supersonic speeds. The system has the potential ability to downlink the information to a ground station in order to accelerate the intelligence process. The infrared sensor can be put to good use during daytime operations to enhance the detection of camouflaged positions.

These include utilising Gripen aircrew to cross-train on the Hawk, and utilising reduced fleets for flying, with many aircraft becoming ground-based rotables rotated to airborne status to at least maintain system integrity.

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In Context


The South African Air Force (SAAF) Electronic Warfare (EW) Centre

was created in 1996 with an approved structure, which included all facets of EW at 5 Air Servicing Unit. Although administratively the EW Centre resorts under the Officer Commanding 5 Air Servicing Unit, the Manager of the EW Centre reports functionally to SSO EW, which is a staff post at Director Combat Systems.

The responsibilities of the EW Operations section include the

employment of operational EW systems. These systems are the Mobile Ground Signal Intelligence System (MGSS), C47TP Electronic Warfare platform, the Oryx helicopter Communication Jammer (OCJ) and Oryx helicopter Radar Jammer (ORJ). The section manages the transport, maintenance and operation of the EW Centre and also ensures that manpower is available for all the EW deployments and operations.

The EW Training section is responsible for providing electronic warfare training to all South African Air Force aircrew and other members. The various courses presented are:

• Introduction to Electronic Warfare presented mainly to pupil pilots at Central Flying School Langebaanweg, pupil navigators at 80 Air Navigation School and other musterings in the SAAF.

• Basic Electronic Warfare Course presented mainly to squadron

pilots, mission controllers and SAAF intelligence functionaries at the Electronic Warfare Centre.

• Electronic Warfare Operator Course presented to pupil EW operators at the Electronic Warfare Centre.

• Electronic Warfare Analysis and Jamming Course presented mainly to EW operators at the Electronic Warfare Centre.

• Electronic Warfare Mission Planning Course for Fighter, Helicopter and Transport aircrew

presented mainly to squadron pilots, navigators and EW operators at the Electronic Warfare Centre.

• Electronic Warfare Systems Course presented at the Electronic Warfare Centre.

The section is also responsible for managing and providing continuation training to Electronic Warfare Operators.

The EW Data Analysis section includes the processing of raw sensor data from ground-based and airborne Electronic Warfare platforms. The section ensures that the COMINT and ELINT databases are kept up to date. The EW Data Analysis section is also responsible for disseminating the information to the applicable role players.

The Technical Evaluation section includes the exploitation of foreign weapon systems. Counter-measures and threat definition are then developed,

tested and evaluated in cooperation with the Engineering Services section to increase the survivability of South African Air Force aircraft during operations.

The Technical Support section is responsible for the organisational, intermediate and unit level maintenance of ground-based and airborne EW systems. The section provides logistical support to EW force development camps, exercises, evaluations and trials. They are also responsible for the management of the EW Centre’s operational budget.

The Engineering Services section includes the maintenance of all operational pre-flight data files. These files enable EW systems to correctly identify threats. Pre-flight data files are tested on the Multiple Emitter Environment Simulator, otherwise known as the MEES, before flight testing. The engineers are also responsible for maintaining the threat parameter database from where the pre-flight data files are compiled.

The engineers are also responsible for developing and optimising counter-measures and determining their effectiveness by means of modelling and simulation, as well as flight testing. The engineers also assist Squadrons with optimising their Standard Operating Procedures (SOPs) by means of effective use of the onboard EW systems. The squadron SOPs are annually exercised and reviewed during EW force preparation exercises.

Furthermore, the engineers are also involved with Electronic Warfare research that is done at the CSIR.

Electronic Warfare is a specialised occupation with many subdivisions; therefore training of personnel in this line of work must be done in an extremely professional manner. The SAAF Electronic Warfare Centre ensures that EW training provided to SAAF and other SANDF members is of a very high standard. The various courses presented by the SAAF EW Centre have been developed in such a way as to ensure that attending members will gain the maximum knowledge needed.

At the next level there is the Basic EW Course that is mainly presented to squadron pilots, navigators, mission controllers and SAAF intelligence functionaries. Radar theory and EW principles are the focus points on the course.

- Information supplied by Brig Gen John Bayne, Director Fighter Systems -- Photograph by WO1 Christo Crous -

Electronic Warfare

29

Finding the Balance


The basic functionalities that emerged early in the history of

air power were the ability to deliver firepower against targets in the air or on the surface, the ability to provide information through reconnaissance and surveillance and the ability to provide mobility in the transportation of people and goods. In fulfilment of the Constitutional mandate of the SANDF, the SA Air Force is responsible for providing operationally ready, prepared and supported air capabilities and, since the origin of the SA Air Force in 1920, the provision of these capabilities has given impetus to the design and structure of the Air Force.

The demands of the 21st century are essentially no different, but the emphasis in the modern era is on the application of air power during the conducting of operations in support of human security imperatives and in the enhancement of peace, safety and security in the Peace Missions domain. Key characteristics of air power - flexibility in speed, range and tempo - all contribute to the effective employment of highly mobile joint forces in contingencies that may occur in an unstable environment. This flexibility enables the execution of concurrent operations in different operating environments and is made possible by the integrated ability to link near real-time intelligence with centralised command and control.

The abiding challenge for all air forces is to find and maintain an appropriate balance between the firepower, mobility, surveillance, reconnaissance and command-and-control capabilities in the generation of a credible air-power capability, almost inevitably within limited budgets. The SA Air Force is accordingly engaged in planning to configure itself as a balanced air force, based on traditional air-power principles and taking cognisance of regional and continental air-power requirements, which currently reside predominantly within the Peace Mission domain. Important strategic guidance in this undertaking is found

in Air Force Vision 2015, while insights gained in the balancing exercise will almost inevitably influence future revisions of the Air Force vision.

The SA Air Force has elected to use the following air-power competencies to structure and balance its future capabilities:• A Combat Air competency, which

captures the fighter and combat-support helicopter roles.

• A Mobility competency, which captures all fixed and rotary-wing air transport roles, including VIP air transport.

• An Intelligence, Surveillance and Reconnaissance competency, which relates to the systems and sensors required to enable the gathering, processing and dissemination of information.

• A Command and Control competency, which captures all means to support the taking of command decisions and the dissemination thereof to the lowest level.

Despite the current emphasis on peace missions, the traditional air-power principle of establishing and maintaining an air situation enabling the free use of the air while denying such use to possible adversaries remains a cornerstone of air-power doctrine. In peacetime this may involve the employment of air power during so-called major events to ensure security against illegal activities from the air. This has recently included deploying the newly acquired SA Air Force fighter fleet to ensure a safe air situation above and around all 2010 FIFA Soccer World Cup venues. Lynx maritime helicopters were also used jointly with the SA Navy in safeguarding all possible sea entry points to the venues. Safeguarding South Africa’s air borders against military threats is a key Air Force responsibility. This requires the ability to detect and monitor the movement of aircraft into and within South Africa’s airspace to provide appropriate air defence coverage. The

present systems, however, are more than 40 years old and are in dire need of an update. While there is currently no conventional military threat, the same capabilities can be used to detect criminal violations of South Africa’s airspace and such detection is the essential first step in initiating appropriate counter-measures.

South Africa’s role within SADC and in Africa has important implications for the Air Force. It is evident, based on government’s imperatives to ensure peace, safety and security in the region and on the continent, that ensured capacity in the mobility competency must be provided to support diplomatic initiatives, military cooperation and the deployment of SANDF contingents in various peace missions. The SA Air Force was recently afforded the opportunity to replace its Light Utility Helicopter through the Strategic Defence Packages. The fixed-wing transport capabilities are, however, in serious need of enhancement and renewal. The C-130B medium-transport aircraft is almost 50 years old and the C-47TP light-transport aircraft, which has also been adapted for maritime surveillance, has an airframe design that is 75 years old. These aircraft cannot be kept airworthy indefinitely.

Modern air power is technology-intensive. The sustainment of appropriate technologies by a small air force like the SA Air Force requires innovative approaches. Close cooperation with the defence-related industry and the smart exploitation of technology development may assist in finding appropriate applications and solutions. In the final analysis a conclusion must, however, be reached concerning appropriate air-power means within the broader South African context. Focused and directed education, training and development opportunities for all South Africans, the embodiment of an Air Force culture and the achievement of competence at an international level are envisaged to be the key determinants in the future of air power in South Africa.

- By Col J.J. Huysamen, Directorate Air Capability Plans -

Air Power in South Africa


Radar Renewal Programme

Plan. The focus, however, has since the last decade or so moved from the conventional way of doing counter-air operations to include operations other than war (OOTW), more specifically the securing of airspace during high-visibility events.

A prime example of this was during the 2010 FIFA Soccer World Cup (Operation KGWELE), where the SAAF was tasked to ensure the integrity of our airspace in terms of Air Defence, as well as the execution of all Air Traffic Control Services within the designated airspace over and around the stadiums and bases used for air operations. The critical role of situational awareness during this operation was once again realised when the SAAF’s Sensor Capability was utilised to create a National Recognised Air Picture (NRAP) used by various users, from the commanders at national level, through to the Mission Controllers, Air Traffic Controllers and Radar Operators, who relied on this information to make critical, real-time decisions.

These ATM and ADM surveillance capabilities allowed the SAAF to provide the required sensor information to the required control facilities (ie Aerodrome Control Towers, Sector Control Centers, Joint Operation centers, etc) in order to fulfil the following functions:

To create an accurate real-time air situation picture; to provide early warning against air threats; to provide in-flight command and control of all air assets, and to provide safe execution of Air Traffic services.

The sensors currently in use by the required capabilities are as follows:

Air Defence Management

The SAAF currently has two types of ADM radar systems that provide a detection capability of airborne objects, namely the Plessey AR3D (Umlindi) and the S711 Tactical Mobile Radar (TMR) Systems. The Umlindi system

was acquired in the early 1970s and has undergone a midlife upgrade to extend its operational availability only up to 2012.

The TMR was acquired in the mid 1980s and has undergone no midlife upgrade. Both these systems are reaching the end of their life expectancy.

Air Traffic Management

The SAAF employs six static Airfield Radar Approach Systems (AFRAS) with primary (PSR) and secondary (SSR) surveillance sensor capability across the RSA, four Precision Approach Radar (PAR) systems, and four Mono-pulse Secondary Surveillance Radar (MSSR) systems supporting SAAF and civilian Air Traffic Services within its military environment. These systems have been in service since 1979.

Problem Scenario

The current ATM and ADM sensors make use of technology that varies in age between 35 and 40 years. Obsolescence has become a serious problem that adversely affects the availability of spares. From an operational perspective the Radar Picture quality has also significantly deteriorated over the years, especially low-level primary radar coverage.

The SANDF realises that if the surveillance capabilities are not urgently addressed, our newly acquired Strategic Defence Packages (SDPs), utilised for the air defence air-to-air and surface-to-air weapon systems roles, will be sub-optimally employed/ utilised.

The SAAF has launched a project (Project CHUTNEY) to negate this problem. The project will be looking at the upgrading or replacement of the radar surveillance sensors currently in use by the SAAF. The project will have a balanced approach and will focus on the requirements as identified for ADM and ATM, focusing on a mix of primary, 3-D, secondary and secure mode identification, friend or foe capable surveillance sensor systems. The requirement does not include airborne sensors (eg Airborne Early Warning systems), but only terrestrial systems in the static, deployable and tactical mobile configurations.

- By Lt Col André Robinson, Directorate Command and Control Systems -- Photograph by WO1 Christo Crous -

Ensuring Air Power Integrity

The South African Air Force (SAAF) is the custodian of Air Power in

the RSA and is therefore responsible for establishing, maintaining and renewing Command and Control capabilities, which will enhance and project Air Power within the country's, borders and beyond. The Constitution of the Republic of South Africa, Chapter 11, par 200(2), states: "The primary objective of the Defence Force is to defend and protect the Republic, its territorial integrity and its people in accordance with the constitution and the principles of international law regulating the use of force."

The SAAF is also responsible for providing a balanced Air Defence Management (ADM) Surveillance Capability within the territorial, theatre and area (eg point defence) domains, as well as an Air Traffic Management (ATM) capability to ensure safe and credible execution of all Air Traffic Control Services within the designated/allocated area of responsibility/airspace, in cooperation with all relevant national and international flight control agencies, as prescribed by the SAAF Command and Control Surveillance Capability

Ab Initio Pilot TrainingSide-by-Side

- By Colonel Rama Iyer, South African Air Force and photograph by WO2 David Nomtshongwana -

31

In order to ensure a more gradual learning curve for trainees, while

simultaneously cutting down on operating costs, the South African Air Force, decided to incorporate a three-tier pilot training system in which learners commence their flying training on rudimentary aircraft, before graduating to the more advanced Pilatus Astra. After qualifying for their ‘wings’ on the Astra, they would then proceed for further training to the fighter, transport or helicopter stream. An option to lease such basic trainers and operate them out of Air Force Base Langebaanweg was examined, but proved to be unaffordable. Consequently, it was decided to outsource the training to a civilian flight school.

In October 2009, the first batch of students commenced their training on Cessna 172 aircraft at Grand Central Airport near Pretoria. They completed their training in April 2010 with each trainee having flown 70 hours, and having earned a Private Pilot’s Licence. Thereafter they were transferred to Central Flying School Langebaanweg for continuation of training on Astras.

South African Air Force Headquarters staff, having closely monitored the training of this initial batch of student pilots, realised that though no noticeable weakness came to light in flying training per se, Grand Central Airport did not provide the requisite atmosphere and ethos for their continued military and officership development. Hence it was decided to shift the training to the Air Force environs of Swartkop. With the second batch of students having commenced

their training in April 2010 at the new location, the benefits were immediately evident.

In order to derive maximum benefit out of this cost-effective initiative and to ensure a seamless transition for the students from one set of conditions to another, curricula and syllabi at both the civilian flight school and at Central Flying School Langebaanweg are being continuously adapted and fine-tuned. There is close interaction between both military and civilian instructional staff, with the Directorate of Basic Flying Training at the South African Air Force Headquarters overseeing the process. This interaction, in conjunction with the built-in supervision of civilian flying schools by the South African Civilian Aviation Authority, has augmented the superior training standards that the South African Air Force has always strived to achieve.

In terms of costs there have been two favourable outcomes. Firstly, substantial savings have been realised because of a major portion of initial flying training being carried out on a cheaper-to-operate aircraft. Secondly, the “cost of wastage” that inevitably needs to be borne because of students not making the grade has also been far less.

Training on Astras of the preliminary batch of Cessna 172 trained pupil pilots is in full swing at Central Flying School Langebaanweg, and the initial assessment of the students’ progress has been indeed very positive. It could be safe to assume that this approach to primary military flying training that has successfully proved its efficacy in other countries for many years will yield similar results for the South African Air Force.

It is foreseen that the project will have a phased approach with regard to the acquisition of the best suitable technology for Surveillance Sensor Systems for ATM and ADM utilisation (as specified in the SAAF Command and Control Surveillance Capability Plan). The details, however, will only become more visible during the next phases of the project.

The SANDF has to maintain a long-term capability to fulfil its primary function by using accurate, leading-edge technology to make critical and informed decisions. It is not possible to fulfil this mandate with obsolete and operationally inadequate systems. It is imperative to retain a sustainable core force, and for this reason the SAAF has the obligation to replace/

upgrade the current ADM and ATM Surveillance Sensor Systems to ensure the continuous surveillance and protection of the South African sovereign airspace by ensuring optimal low, medium and high-level air space coverage of the area of responsibility to fulfil the various in-flight command and control functions under positive control conditions.


32

SAAF

Transport Role- Information by Col Port, Directorate Air Transport and Maritime Systems -- Photograph by Frans Dely -


The collateral role of Air Transport is to provide support. A typical example

of this would be humanitarian aid such as flood relief and food supply to people in disaster areas. The conventional role is to provide rapid deployment of armed forces and related equipment during a wartime operation. It also provides tactical mobility to fighting formations and units and permits the

speedy delivery of personnel and equipment into and within an area of operation. The Air Transport force is able to provide the means for rapid deployment of a network of cargo, personnel and related equipment over varying distances in areas with poor infrastructure during an emergency. Air Transport operations are grouped into three categories, namely strategic, operational and tactical air transport. Seven C47TP platforms are currently utilised by the SAAF in the Intelligence, Surveillance and Reconnaissance role. A secondary role is to assist with the training of student navigators. These categories depend on the mission the air transport asset is performing, not on the type of airframe itself. The transport of VIP passengers and other flights for liaison purposes are inherently part of all three categories.

The SANDF mandate to ensure safety and security to its people and

to the state includes the government mandate to provide air transport to VIPs, including the President, the Deputy President, the Minister of Defence, and other governmental dignitaries. 21 Squadron is the VIP Transport Squadron in the SAAF and is proud to provide this capability to the country’s head of state and other dignitaries on a global basis

under all weather conditions. VIP missions provide VIP Air Transport to dignitaries in support of international and local events, including summits, presidential inaugurations, state visits and all other functions of interest to the government of the day. Missions are conducted both internally and externally to international destinations from as far afield as the Americas, the Far East, Europe, the Middle East and Africa. The SAAF VIP fleet consists of the Boeing Business Jet (Inter-continental Presidential aircraft), Falcon 900 (Continental Deputy Presidential aircraft), and two Falcon 50 aircraft (used by the Minister and Deputy Minister of Defence). Nine C130 Hercules aircraft were modified in order to extend their life cycle in the SAAF. The SAAF currently operates one C235 and four C212 Casa aircraft in the medium/light military air transport role, as well as four C47TP aircraft.

The SAAF currently operates the following types in the Liaison class: two Citation C550s, four King Airs (three BE20s and one BE30) and one Pilatus PC12. Eleven Cessna Caravan C208s are currently utilised by the SAAF in the Light Liaison and Reconnaissance role. The requirement for this capability will increase in the near future if the focus on border safeguarding and patrol is taken into consideration. This aircraft is also utilised in the training role for newly qualified pilots who are streamed for the Transport and Maritime System Group, as well as for the training of student navigators.

21 Squadron is seen as the governments ‘window’ to the SAAF and operations must therefore be impeccable. 21 Squadron is the only unit that has direct visibility to the President and government officials on an almost daily basis. To maintain the high level of professionalism and safety, both air and ground crews are trained at internationally approved training institutions that provide updated international procedures and information imperatives to global operations. Simulator courses are conducted for aircrew in the UK and in the USA in order to provide and equip these members with the necessary knowledge and information required for international operations in adverse extreme weather conditions over and above South African conditions. Technical maintenance courses for ground crew are conducted primarily in the USA, where relevant trade courses are attended on an annual basis in order to maintain licensing requirements.

21 Squadron is dependent on AMG personnel who provide the necessary experience levels required at a unit requiring such high levels of serviceability throughout the fleet. Due to current limited resources, external servicing companies are now utilised to ensure that international maintenance legislation is maintained throughout. This enables unrestricted global operations approved by the South African Civil Aviation Authority, critical to the core business of the unit. To ensure mission success, aircraft are maintained to the highest possible levels to ensure safe and efficient operations in support of the government’s VIP Air Transport requirement.

33ad astra - special edition AAD 2010

- Information and photographs supplied by Maj Gees Basson, 22 Sqn, AFB Ysterplaat, and WO1 Christo Crous -

Super Lynx 300 Mk 64Profile

The Super Lynx 300 is significantly different to the machine that first

flew in March 1971. The Super Lynx is fitted with a glass cockpit and 1 210 kW (1 620 shp) CTS800-4N engines from a Honeywell/Rolls-Royce joint venture LHTEC, in place of 835 kW (Rolls-Royce Gem 42s). The CTS800 is the commercial version of the T800 turboshaft developed for the Boeing Sikorsky RAH-66 Comanche. Not only does the CTS800 introduce a single-engine 30 second power limit, it also produces an average of 36% more power at all settings, in single and twin-engine operation.

The T800 gives the Super Lynx 300 a hot-and-high capability that earlier Lynxes lacked. While maximum take-off weight at 5 330 kg (11 740 lb) is the same as for the UK Royal Navy’s Lynx HMA8 maritime helicopters, this weight can also be lifted in hot-and-high conditions.

The new engine and glass cockpit are the major improvements to the Super Lynx. The bigger engine has greater mass flow and a larger diameter, which means the T800 sits further from the helicopter’s centerline so the engine mounting and helicopter’s outer mould line are different. This gives the aircraft an almost “mean” look.

The new engine meant making structural changes to the top deck above the cabin to take a new load path and the heavier, more powerful engines. Alterations to the Lynx’s aerodynamics reflect the T800’s side intake, while a new exhaust was also required. The engine also has an integral particle separator in the inlet, whereas the (Gem) only has such a system as part of additional role equipment. The particle separator has an exhaust above the engine. Westland is also working on a design for an exhaust infrared (IR) suppressor.

The bolted, semi-rigid rotorhead, actuators, controls and composite rotor blades are the same as on the Royal Navy's Lynx HMA8.

The winch is electrically rather than hydraulically driven, as the T800 does not have a hydraulic pad. Fixed fittings

for the electrically powered winch are installed inside the cabin to reduce drag. Large sliding cabin doors allow easy installation of stretchers and other equipment. In a heavy landing, forces are absorbed by the undercarriage and belly.

Both main gearbox-driven hydraulic systems supply power to the flying controls, but only one supplies utility systems, such as the deck lock, rotor brake and wheel locks.

Improved hot-and-high performance was the main objective for the Super Lynx 300. The tail rotor was given increased pitch range – now 30° - to provide the necessary control forces in thinner air densities. Although the change was relatively simple (just moving the stop), Westland still had to qualify the modification. The main rotor had enough pitch availability.

The upgraded machine is flexible enough to carry out roles including anti-submarine and anti-surface warfare, over-the-horizon targeting, vessel replenishment, maritime patrol, including boarding operations, search-and-rescue, armed protection, transport and special operations. The Super Lynx is designed to be a multi-role helicopter and role changes have been made as rapid as possible, in most cases taking less than 40 min.

It is intended to operate from ship decks so the two rear wheels are offset, which allows the aircraft to rotate about the deck lock system. There are no

toe brakes, only wheel locks IN/OUT, depending on whether the landing is on deck or on land. The helicopter cannot be taxied or perform running landings.

This is a functional rather than pretty aircraft. The stepped nose mounts the Electro Optical Sighting System (EOSS), Electronic Support Measures (ESM) and a 360° maritime scan radar. The pilot head is at the front. Its design makes the airspeed indicator start from zero, unusual in a helicopter where the indicator normally shows only at higher airspeeds. The vertical speed indicator, being electrically powered, also gives an instant and accurate reading of climb/descent rate.

The aircraft has an ice accretion indicator on the fuselage, visible to the pilot. The helicopter performs well in moderate icing conditions, but only the engine intakes and pitot head are anti-ice equipped.

The helicopter’s most notable feature on the head is the shape of its main rotor blades, with their distinctive paddle-tips, designed to help combat the limitations of high-speed forward flight. The rotor hub is semi-rigid, which gives crisp handling. Vibrations are suppressed by an absorber on the rotor head and provides for an incredibly smooth ride. For shipboard stowage, the rotor blades can be folded. The fin is offset slightly to offload the tail rotor and this allows for more tail rotor efficiency during flight.

System controls are split between soft keys around the displays and two Thales-supplied Control Display and Navigation management Units (CDNUs) in the centre console. These are primarily used for communication and navigation systems management. The CDNUs, with a data transfer system, and the communications system are combined into the AMS. Sensor data is fed to where it is required, for instance Attitude and Heading Reference System (AHRS) data is directed to the CDNUs and the displays.

The right-hand pilot’s seat is comfortable, although adjustment is

limited to up and down – the pedals are adjustable to accommodate the short and the tall. The outstanding impression is of simplicity in cockpit layout. Two Smiths Aerospace colour liquid-crystal displays (LCDs) – called integrated display units (IDUs) by Westland – directly in front of the pilot contain essential flight and navigation information, plus whatever else is needed, such as EOSS or Radar data. The displays are interchangeable, so

if one fails, the information is available on the other. The right-hand display (IDU4) is dedicated to primary flight instrumentation by service pilots, although this can be transferred to the inboard right IDU3. The two screens ahead of the other cockpit crewmember can show standard cockpit instrumentation, navigation, tactical or sensor information as required.

Westland has linked the mission systems on the Super Lynx with a military standard 1553 databus, while the remainder is connected using the commercial ARINC 429 architecture – a similar scheme is used in the EH101. As

some sensors are carried over from earlier Lynxes, analogue to digital conversion is required, which is performed by the same system as that which drives the engine

instruments. Some analogue equipment is already digital compatible – the air data system, for instance, is ARINC 429 compatible – and Westland has integrated the radar altimeter (radalt) with digital systems in earlier programmes.

The essential flight instruments on the Super Lynx displays are round dials. Between the four IDUs are two flat-panel displays that show engine

and gearbox system parameters, fuel state and so on. The fuel system manages itself to maintain centre of gravity almost constantly, simply providing the crew with a presentation of what is where.

The radar will track a moving target, even one behind the aircraft, using a small joystick to manipulate the settings. The Electro Optical Sighting System (EOSS) wide field-of-view

and zoom capabilities are impressive. The navigation facilities are of the highest order and the systems are well integrated and relatively simple to operate. Visual presentations offered to the crew are excellent even in the Night Vision Goggles (NVG) environment.

Because the engines are digitally controlled, there are no throttles or manual speed selects, reducing cockpit clutter. Instead there is a simple engine management panel overhead with a twist knob for each engine, with “stop”, “ground idle” and “flight” settings. Ground power plugs into the left-hand side of the aircraft, out of pilot sight. There is no warning light except an ELEC caption on the Central Warning Panel (CWP), but if ground power is still plugged in, the aircraft battery will not come on line, hence the caption.

Beginning overhead, the aircraft is set up for the start with the aid of a checklist. It is relatively quick and efficient thanks to the clean layout. Selecting “ground idle” and the Full Authority Digital Electronic Control (FADEC) kicks in and completes the start. Starting the number one engine first brings on all the accessories, such as hydraulic power to check the controls. Starting in accessory (ACC) drive disengages the main rotor gearbox and allows for the engine to drive all systems except the rotor system (blades). After some additional checks, the number two engine is started and the rotor wound up to 104%, where it stays throughout normal flight. In a hurry, both engines can be started simultaneously by moving both Engine Mode Selector Switches (EMSS) to “flight”.

Semi-rigid rotors are crisp to handle, but can cause pilot-induced oscillations. Aircrew having experienced this with the Oryx should have no problems pulling the Lynx into the hover and maintaining an accurate and steady hover with minimal input. A glance at the instrument panel will show immediately how much power is used and, importantly, how much is still in hand.

Strong winds pose no handling problems for the Lynx, and tail rotor control is sufficient with no difficult hover sectors. This helps when the task places the pilot out of wind.

With the aircraft trimmed out and controls released, the helicopter



stays more or less over the spot. Auto-hover is available for specific operational applications. Flying sideways and backwards to the proposed limits of 40 kts shows that there is still plenty of tail rotor control available, again a comfort to the pilot. Spot turns present no problems with the aircraft capable of a maximum 60°/s rate of turn in both directions. The ample tail-rotor control power is evident from this impressive demonstration, during which the horizon becomes a blur and sideways g can be felt. There is no operational requirement for this, but it is still impressive… from the outside!

The dual-channel automatic stabilisation equipment directly drives the control servos, unlike in other helicopters, where the inputs go to a mixing unit. While in the hover, one can disengage the system and any helicopter pilot should be able to continue an accurate hover with little extra effort.

Although there are two hydraulic systems, only the number one system powers tail rotor pitch change. Its loss also affects the collective lever, which immediately stiffens up, as do the pedals. Once again, maintaining a fairly accurate hover and landing is within the average helicopter pilot’s ability.

Malfunctions, such as generator failure and engine fire drills, the only emergencies that require instant action, are well defined and logical to solve. The fire drills are well presented and subsequent actions are carefully designed to prevent shutting down of a good engine. In some helicopters, the multiplicity of aural warnings can be confusing to the pilot. For simplicity, Westland has reduced the aural warnings to two, alerting the aircrew that a caption has illuminated (amber or red) and, secondly, that the aircraft has descended through the low height Warner (Radio altimeter setting at low level).

At 2 000 ft (600 m) and weight at 465 kg below maximum, pulling 100% torque, well below maximum continuous power (115%), produces the normal maximum operating speed (VNO) of 150 KIAS.

VNO is 10% below the unpublished “never exceed” speed (VNE) of 165 kts, but flight testing has taken the Super Lynx to 10% beyond VNE – 182 kts – to ensure that no pilot will experience any control problems at high speed.

Vibration suppression is good, with no increase in the benign vibration levels at 150 kts. Despite the aircraft’s utilitarian appearance, it will cruise quite happily at 140 kts and could cruise at 150 kts if required, although fuel consumption and range would be affected. Rolling left to right to the sustained steep-turn limit of 45° and the transient limit of 60° at this weight and VNO poses no increase of vibration. Visibility into the steep turns is good with a little bit of body repositioning.

Settling into a casual cruise of 120 kts, then setting an engine to ground idle, will momentarily cause a loss of 1% rotor RPM, which then restores itself immediately and the relevant engine displays converting to single-engine power presentation automatically.

While in the cruise, one can lower and raise the collective lever quickly, with and without the automatic stabilisation equipment (ASE) engaged. Rotor RPM fluctuates ±1% and attitude change ±1°, a satisfying conclusion for a pilot in difficulties. Full ASE provides a hands-off aircraft ready to accept any pilot inputs. For example, height hold can be governed by barometric or radar altimeter.

The aircraft handles excellently, helped considerably by the transparent ASE. But even without stabilisation, the helicopter is docile. Without the ASE at 80 KIAS, trimming the aircraft for straight and level flight and taking hands and feet off the controls will result in no attitude change for a few seconds. Some helicopters in this situation will immediately go divergent, but not the Super Lynx.

With the number one hydraulics turned off in the cruise, there is hardly any difference in control feel and any normal approach presents no difficulties

Landing on ships without deck grids, applying negative pitch on the rotor system will cause the engines to spool up. This is what happens when the Lynx lands on a moving ship – moving the collective lever into the negative pitch range and 2 000 kg of rotor down-force anchors the helicopter to the deck until strapped to the deck. For ships equipped with grids, the hydraulic deck lock is engaged and… the Lynx is secured.

Compared with other helicopters I have flown, the Super Lynx is crew friendly. For a relatively small aircraft, it is packed with sophisticated, user-friendly equipment. The aircraft is a delight to handle and the automatic stabilization, hydraulics and trim systems are well integrated.


- By Lt Col Alec H. Kitley, Officer Commanding 15 Squadron, AFB Durban - - Photographs by WO2 David Nomtshongwana -

Profile - Agusta A 109 SAAF Playstation 4

Mention “Light Utility Helicopter” in the presence of any South African

connected in any way to the SANDF before 2006 and you can be assured that they will think immediately of one

machine, the ubiquitous Alouette III. This is the machine that will remain a favourite in the hearts of these members. However, there is an exciting newcomer in the South African Air Force (SAAF) helicopter fleet that has taken over, and vastly expanded on, the roles of this solid, dependable chopper.

The Agusta A109 Light Utility Helicopter (LUH) was purchased as part of the Strategic Arms Package and was acquired to take the place of the Alouette III, which by 2000 was already dated, having started life in the SAAF in 1967.

ACQUISITION HISTORY

The project for the replacement of the Alouette III began in 1995 when the project team utilised operational inputs from all the helicopter squadrons, mixed them with the requirements from Chief of Joint Operations and Director

Helicopter Systems and drew up the User Requirement Specification (USR) in late 1995. This document was then used as the baseline for the requests sent out to the various manufacturers.

Of the initial proposals received, only Agusta, Bell and Eurocopter provided a helicopter for evaluation. The SAAF test pilots from Test Flight and Development Centre (TFDC) Bredasdorp conducted the evaluation and the A109 won hands down, winning on all six criteria. Agusta was then officially awarded the contract on 01 April 2000 with developmental work already beginning in March 2000. The first A109 LUH prototype flew in mid-2001 with the first two helicopters delivered to the SAAF in September 2005.

As part of the Strategic Arms Package, Denel Aviation was awarded the right to manufacture certain of the components and assemble 24 of the 30 helicopters purchased. Various other South African companies were also afforded the opportunity to partner with Agusta and the SAAF in the provision of parts and services. The final A109 was delivered to the SAAF in September 2010.

DESIGN

The A109 is a quantum leap forward in terms of capabilities, integration and data display to the pilot, leading to an increased situational awareness. This is achieved through a full digital (yes, full – only the standby compasses are analogue) new generation, integrated glass cockpit with three large (16 x 21 cm) multi-function Liquid Crystal Displays (LCDs). These displays allow for full colour presentation of flight data, navigation information, system health and mission-specific

information. The cockpit is fully Night Vision Goggles (NVG) compatible and, with the ergonomic layout of information, it is almost easier to fly under poor visibility conditions than in broad daylight. Route and mission planning is conducted on computers and then transferred to the helicopter systems.

The A109 also has a four-axis digital autopilot with auto hover, approach to hover, linked ILS and a host of other useful functions. In fact, the aircraft is so advanced that anyone with a slight leaning towards conspiracy theories might believe that the SAAF is already trying to go “unmanned”.

Working on the A109 has some unique challenges for technicians. Space between components is rather limited thanks to the compact design and the digital focus has led to miles of cables twisted throughout the structure, looking rather like a close-up of Medusa’s head. Laptops are required to download system information for the technicians in order to monitor the components and for the aircrew to plan missions. However, manual inputs can be used to operate the helicopter as a back-up.

TECHNICAL SPECIFICATIONS

The A109 is a single main rotor, twin-engine helicopter with retractable undercarriage capable of carrying two crew plus six passengers. The helicopter was designed to operate on an extended servicing schedule and only requires maintenance checks every 50 hours with more in-depth servicing every 100 hours. To this end, many modern design features such as elastomeric bearings and a Health and Usage Monitoring System (HUMS) were incorporated.

The helicopter weighs 2 200 kg empty and has a Maximum All Up Weight (MAUW) of 3 175 kg with full fuel. It is powered by two Turbomeca Arrius 2K2 turboshaft engines with full authority digital engine control (FADEC) developing 609 shaft horse power (shp) each. The A109 is roughly the same size as the old Alo and measures 13 m long, 3.4 m high and 10.8 m wide. Fuel consumption averages at 210 kg per hour, and therefore a range of approximately 270 nautical miles (nm) or endurance of two hours at 75% cruise with normal fuel tanks fitted (470


kg fuel) is attainable. With auxiliary tanks fitted, inside the fuselage and not in the cabin, this increases to 400 nm or just over 3 hours (680 kg fuel).

The performance of the helicopter is excellent and it has a Velocity-never-exceed (Vne), or maximum speed, of 168 knots with an average cruising speed of 145 knots. Finally the “junior” helicopter can outrun its bigger brother. The maximum altitude for take-off and landing is 15 000 ft and the maximum operating altitude is 20 000 ft. The Agusta does tend to run out of power from 7 000 ft and higher, but it was never intended to be a heavy-lift machine.

OPERATIONAL CONCEPTS AND MISSION REQUIREMENTS

The A109 is a true multi-role helicopter and is capable of single pilot IFR, Command and Control, border patrol, cargo transport, cargo sling, CASEVAC, coastal operations, special forces deployment, ship-borne operations, sea and land rescue, limited armed escort, paratrooping, Forward Air Control, relief work, urban operations and VIP transport.

Initially 30 helicopters were purchased to suit the strategic plan of the Air Force, which was designed for current and foreseeable future threats. Sadly, one helicopter was lost in an accident on 12 May 2009. These machines are deployed at 15 Squadron Air Force Base (AFB) Durban, 17 Squadron AFB Swartkop (Pretoria), 19 Squadron AFB Hoedspruit and 87 Helicopter Flying School AFB Bloemspruit (Bloemfontein) in order to provide effective coverage of the RSA.

DEPLOYMENTS

The A109 has already successfully been deployed to Mozambique in March/April 2007 to assist the two Oryx helicopters with flood-relief work and also to the desert sands of Namibia in February 2009 with the SAAF transport aircraft on an international exercise. In both cases it performed very well and maintained extremely high serviceability levels. The Agusta has also graced numerous joint exercises within the RSA over the last few years and performed its function effectively.

It must, however, be admitted that there are still a few minor teething problems.

As was previously indicated, the A109 is a fully integrated machine and of course this has led to some interesting software issues and strange feedback loops. However, Agusta and the SAAF have an effective system in place to raise any latent issues, which are then resolved as soon as possible. The Operational Testing and Evaluation (OT&E) of the full helicopter has been stretched out due to supply problems of certain system components, but it is rapidly nearing completion, when the full capabilities of the helicopter will be unleashed on the unsuspecting opponents of our State.

Nay-sayers who worried about the ground clearance, performance and perceived lack of toughness of the system have had to eat their words daily. The reality is that the helicopter is fully capable of conducting operations across the full spectrum of requirements in a far better manner than the Alouette III was ever able to - the proof of the pudding is in the eating. One has only to speak to the aircrew that actually fly them to know what an excellent buy they were.

SPECIALISED SYSTEMS

What really sets the A109 apart is the box of tricks it can utilise for operations. The A109 is designed to be able to just plug in most mission equipment, with all required wiring and brackets already installed to the helicopter, and continue on the mission. This makes it easily supportable in the field.

A useful feature is the ‘training’ switch. This allows an instructor to select a simulated engine failure on either one

of the engines with a single switch selection. All the engine indications then adjust to also simulate an engine failure and emergency training can be safely conducted. Should the pilot err in his or her attempt to conduct a safe single-engine landing, the “failed” engine automatically spools up within two seconds and damage to the helicopter is averted.

The A109 is capable of carrying weapons ranging from 7.62 mm machine guns to 20 mm canon, unguided rockets and light anti-tank missiles. However, the SAAF is currently only investigating a 7.62 mm pintle mount (in the door) machine gun.

An extremely useful tool for successful mission accomplishment is the Digital Map Generator (DMG), which can be viewed on the left hand or centre LCD, greatly aiding accurate navigation under tactical conditions.

The A109 can carry a low light/FLIR observation system with an integral laser range finder that allows for battlefield observation or battle damage assessments, as well as border or urban observation. When this is linked to the powerful searchlight, there is no escape. The searchlight also has an integral infrared filter for covert operations.

The SAAF’s mission of deployable multi-role air capabilities is fully realised in the A109, a modern and highly capable machine in which any young South African will feel as at home as behind the console of their favourite Playstation.


- Information supplied by Directorate Corporate Staff Services, South African Air Force -- Photograph by Ms hanrie Greebe -

Strategic Management Tool

Corporate Communication

Corporate Communi-cation in the SA Air

Force (SAAF) today is a sophisticated, multi-faceted discipline, able to help forge effective two-way communication between the Air Force, its stakeholders and its publics. In commerce, industry, government, politics, the arts, education, religion, charities and the Department of Defence, corporate communication is playing an effective management role in its own right.

The Air Force respects and acknowledges Corporate Communication as an art and social science of analysing trends, predicting their consequences, counselling Air Force Leaders and Management, and implementing planned programmes of action which serve both the SA Air Force’s and its stakeholders’/public’s interests.

SAAF Corporate Communications believes that, in a modern democracy, every organisation survives ultimately only through its stakeholders’ and the public’s consent. The consent of its stakeholders and publics cannot exist in a communication vacuum and therefore corporate communication in the SAAF established itself as a management function that elevates it above the traditional view of simply applying a number of communication techniques. Thus SAAF Corporate Communications is not equal to or simply the result of techniques or methods such as publicity, media relations, promotions, shows and exhibitions or aviation journalism. It involves well-organised, well-balanced management - through communication - of perceptions and strategic relationships between the SAAF and its internal and external stakeholders.

Mutual understanding between the SAAF and its stakeholders is of the utmost importance, because this forms

the basis of any sound relationship. Even more important is enabling the SAAF to influence stakeholder and public opinion, judgment and behaviour, with the obvious implication that the SAAF is dependent on the moral and financial support of its various publics and stakeholders in order to survive.

SAAF Corporate Communications falls directly under the Chief of the Air Force, because it communicates on his/her and the Air Force’s behalf. Corporate Communications is managed from the highest level with the aim of increasing organisational effectiveness by creating and maintaining sound relationships with all publics and stakeholders. It follows a functional management approach and regards communication as a means to an end, namely the achievement of Air Force key strategic issues, goals and objectives as stipulated in its Vision 2015.

Corporate Communications impacts on the bottom line of the SAAF. There is a constant drive to add value to the SAAF’s core business through effective communication in all possible disciplines. It is part of strategic

decision-making, negotiations, bar-gaining, advocacy and lobbying when defining and identifying problems and key strategic issues.

During such planning events, Corporate Communications analyses the external and internal environments to determine the perceptions, issues and trends to compile legitimate stakeholder profiles on those with organisational links to the SAAF.

Stakeholder Management is a new concept in the SA National Defence Force, and the Air Force is very privileged to be a part of the pilot project to develop a Stakeholder Management Programme for all its stakeholders.

So, should the Air Force make more regular contact with you in the near future, you could consider yourself important and expect and insist on our best and most professional attention and services.

Thank you for your contribution to establishing the SA Air Force as the custodian for Air Power Excellence, and the provider of a safe Air Space for all South Africans to live in.


Super LynxAdmiration of the

40

- By Maj Mark Gomez, photographs by FSgt Nathan Geduld -- Photograph: seated left, Maj Gomez and right, Capt Pretorius -

What you do in life echoes in eternity

- Marcus Aurelius

Maj Mark Gomez, one of the pilots from 22 squadron at Air Force

Base (AFB) Ysterplaat in the Western Cape province, has recently given Ad Astra his view of the Super Lynx aircraft that is amazingly imbued with several features that make it quite outstanding in the military world.

According to maj Gomez, the Super Lynx 300MK 64 is a search and rescue aircraft which has capabilities ranging from fishery protection inspection, sea surface scrunity, electronic counter-measure, as well as electronic surveillance measures.

Maj Gomez, who is the tactical coordinator for the Super Lynx, also explained to Ad Astra that the development of this amazing aircraft

came about after it had been realised that it had the potential to carry weapons.

The Super Lynx is said to have been proven to be a lightly capable maritime helicopter operating with small ships,l because its design is suitable for that type of mission. Maj Gomez’s love for the Super Lynx became indescribably strong as he appointed out that he would fly beside the Super Lynx.

When asked how it felt for him to serve South Africa as a pilot, Maj Gomez expressed great amount patriotism as he mentioned that there was a great sense of belonging and satisfaction. He added that being a navigator in the South African Air Force has made him realise that the scope of flying

was dynamic while, on the other hand, considered it to be an honour to fly this particular aircraft.

Maj Gomez, on why he became a pilot, first told Ad Astra that he initially started by studying Chemistry. However, because his passion for flying, he

eventually ended up in the aviation world. He said that being on the Lynx, one gets involved in combating and experience a feeling of a fighter pilot.

The Major pointed out that when operating on a maritime environment, his team works on different alert states, whereby the ships weapons system is to be airborne within five to fifteen to thirty to forty-five minutes, depending on the situation.

In his way of motivating the youth of this country, Maj Gomez believes that, passion; drive and dedication in everything that one wants to pursue will always be significant.

Directorate Human Resource Systems


The SA Air Force (SAAF), being one of the major divisions in the

Department of Defence and Military Veterans (DODMV), is still in the process of transforming its workforce, especially the inclusion of females in the aviation core musterings. However, the major challenge in this regard is that the majority of the personnel in the aviation mustering, including females, are headhunted countrywide, and as such the SAAF is losing a considerable number of females to other aviation industries.

The SA Air Force has developed relevant strategies to address its transformation challenges and is in the process of implementing these strategies. This article will address the challenges of transformation that are based on gender equality and mainstreaming.

ACHIEVEMENTS AND CHALLENGES

Over the period 1994 to 2010 the SAAF has managed to achieve the following female representivity levels in the aviation core musterings, ie aircrew (pilots and navigators), air space controllers, aircraft technicians and aviation engineers: 9 percent in 1994, to 15 percent in 2004, and to 20 percent in March 2010.

In the aviation core musterings the female component has slightly improved:

• Air space controllers have increased from 31 percent in 2004 to 34 percent.

• Aircrew have increased from 5

percent to 7 percent.• Aviation engineers have increased

from 9 percent in 2004 to 13 percent in 2010.

• Aircraft technicians have increased from 4 percent in 2004 to 9 percent in 2010.

However, in the SAAF the female representivity levels have been affected by the following challenges:

• Although the 30 percent recruitment targets for females has been allocated, only 25 percent female recruits can be obtained.

• TheSAAFhasincurredatotallossof approximately 1 158 females,excludingcontractexpiry.Included in the female losses that were incurred is a 16,2 percent loss of the following aviators: 57 aircraft technicians; 12 aviation engineers; 24 aircrew; and 141 air space controllers

TRANSFORMATION IMPROVEMENT STRATEGIES

The SAAF is implementing strategies that are aimed at addressing the challenges of attracting and appointing females in the aviation core musterings.

The strategies referred to above include the following:

• Improvement of service conditions and salary adjustments introduced by the Minister of Defence and Military Veterans (MODMV), including packages for retention of scarce skills of military aviators.

• Conducting an aviation-awareness

campaign (Siyandiza) targeted at all high schools and the community at large to attract young females with outstanding mathematics and science results.

• Removal of discriminatory barriers, which included the adjustment of the aircraft cockpit in order to accommodate the special characteristics of females and to ensure that the right quality of successful candidates are able to operation the SAAF aircraft systems.

• Introduction of a quota system in the annual aviation recruitment targets of the SAAF in order to ensure that the right quantity of females are recruited, trained and developed for appointment in the aviation mustering.

• Involvement of the Department of Education to enhance the recruitment drive for young females with outstanding science and mathematics results from universities and girls’ high schools countrywide.

• Presenting different aviation courses solely for women in order to ensure that the SAAF is able to fulfil its transformation imperatives within its aviation core musterings.

• Involvement of female military aviators and support personnel on the external military missions and deployments.

The SAAF is doing everything in its ability to invite and encourage the young females of South Africa to grab with both hands the opportunity of becoming one of the growing number of female military aviators of the millennium.

Gender Mainstreaming- Information Supplied by Directorate Humans Resource Sercives -


Technical Training68 Air School

68 Air School has an interesting and colourful history that originated in 1936 when the first students of the Special Services Battalion were transferred to the South African Air Force. The present premises were occupied in 1942. After a series of name changes, the name of the unit was changed to 68 Air School in 1999, reverting to its name when it was established in 1942.

The most modern and technologically advanced methods of training are currently used to prepare apprentices for their prospective duties and to ensure a competent work force in the SA Air Force.

68 Air School is indeed a unit to be proud of. 68 Air School is a winning team that aspires to fully develop its most precious resource – the human being. 68 Air School says: “We take pride in the glory of the past and we look to the future with great expectation.”

Training ProgrammeAfter Basic Military Training, an induction course of approximately two weeks is followed at 68 Air School.

The following phases of training will equip the apprentices with the necessary skills, knowledge and attitudes to be a Flight Line Operator. The course is included prior to further training to ensure that apprentices are able to function effectively on a flight line

during the Squadron Training phase.

After successful completion of the Flight Line Operator course, school block at the Centurion Technical College will be completed. This phase is theoretical studies only, and will prepare the apprentices for the Trade Training phase.

After school block, a Workshop phase will be attended at the Tshwane South College. This will provide theoretical and practical experience.

The Aircraft Reconnaissance Training Section

The Aircraft Reconnaissance Training Section provides training to SA Air Force apprentices from the Aircraft Reconnaissance Electro Mechanician section, as well as to members from the SA Army. The section also strives to provide a professional photographic service to the unit.

After completion of school block, workshops and EB2000, apprentices will spend the remainder of their training period at the section. The Trade Training Phase is a theoretical and practical phase containing the theory of photography. It will be expected of apprentices to submit practical assignments. The EB2000 course includes AC Mechanics, AC Structural Workers, AC Survival Fitters, Fitter and Turner, Ground Electrical and Motor Mechanics.

Upon successful completion of the Trade Training Course, apprentices will continue with the Competency Based Modular Training programme (CBMT). This phase covers all the aspects of reconnaissance and general photography and is mainly practical, but contains theoretical assessments for each phase. The phase is to be completed within

a minimum of 54 weeks, but can be extended to accommodate slower apprentices. The phase is completed individually through self-study and practical assignments. During the CBMT phase, the apprentice completes the Sensitometry and Squadron courses.

During the Squadron Training phase, the apprentice will be practically evaluated on the aircraft and related camera systems. The apprentice is transferred to a squadron (AFB Makhado) during this phase for a short period of time (approximately 1 month) to gain practical experience.

Aircraft Armament SectionThe Aircraft Armament Section provides professional training for apprentices in the trade Aircraft Armament, as well as generic training to all apprentices and staff members on ejection seat and cockpit access. During the training at the section, apprentices will complete 14 theoretical modules, of which 7 modules include a practical phase.

A Bombing Range phase forms part of this training. The apprentice will undergo practical field exercise for experience in the field of various bombing range operations. The foundation of the training is the handling and identification of ammunition and various aircraft safety aspects.

Electrical and Instrument Section

The staff members at the Electrical and Instrument Section are all dedicated to achieving the highest possible training standard for apprentices in the trades Aircraft Electrical and Aircraft Instruments. The Electrical and Instruments Section is a learning institution and thus core business takes priority. The aspects of discipline, sport and the neatness of the section and surrounds are part and parcel of the training programme and will not be neglected.

Apprentices will arrive at the section after completion of the EB2000 Course (Computer Based Education Training). They will then commence with a generic phase for both the Aircraft Electrical and Aircraft Instrument Mechanics in a timeframe of approximately five months.

After completion of the generic

- Information supplied by 68 Air School, photos by WO1 Christo Crous -


phase, the group will divide into their musterings and trade-specific training will be presented over a period of approximately three months. After successful completion of all of the training, the apprentice will be transferred to a squadron or depot for further training.

Radio and Radar SectionThe Radio and Radar Section presents the EB2000 Electronic Course to apprentices from all the electronic trades at 68 Air School. The course consists of both theoretical and practical training in basic and advanced electronics. The section also presents the Trade Theory courses for Aircraft Radio, Aircraft Radar, Electronician Communications and Electronician Radar.

After completion of the school block and workshop training at the Tshwane South Technical College, apprentices will commence with the EB2000 Course that is presented over a period of 15 weeks. The course is computer-based with fault simulation of basic electronic principles. On successful completion of the EB2000 Course, apprentices will commence with the Trade Theory training pertaining to their mustering – Aircraft Radio, Aircraft Radar, Electronician Communications and Electronician Radar.

The Trade Training is presented over a period of 20 weeks. Initially, all the trades complete generic training consisting of 10 modules, after which trade-specific training is presented. During trade-specific training Aircraft Radio and Aircraft Radar apprentices complete 8 modules and Electronician Communications and Electronician Radar apprentices complete 3 modules.

On completion of the Trade Training course, apprentices are transferred to a squadron, unit or depot to complete their practical training.

Aircraft Structures Section

On completion of the school block and workshop phases, the apprentice will commence with the Trade Theory Course at the Aircraft Structural Section. The apprentice receives training in aircraft components, materials and structural tools. The apprentice also receives training on the manufacture of aircraft parts, and

hand and machine forming of structural components and structural repair.

Fitter and Turner SectionAfter completion of the school block and workshop phases, the apprentice attends training at the Fitting and Turning Section for the remainder of the training period. Trade-related theoretical training and Competency Based Modular Training (CBMT) is presented to the apprentices over a period of approximately 18 months. It will be expected of the apprentice to execute practical assignments.

Ground Electrical SectionThe Ground Electrical Section is responsible for the training of ground electricians for the SA Air Force. Apprentices receive training in fault-finding and repair of all ground electrical related systems, including Aviation and Aerodrome Lighting systems.

Aircraft Survival SectionAn apprentice in the trade Aircraft Survival will receive training in all the survival equipment that is used on aircraft in the SA Air Force.

After successful completion of the school block and workshop phases at the Tshwane South Technical College, they will commence with the Basic Trade Course 1, which consists of theoretical and practical modules. This course is presented over a period of 15 weeks. On successful completion of the Basic Trade Course 1, the apprentice will commence with the Basic Trade Course 2, which is presented over a period of 15 weeks.

On completion of the Basic Trade courses, apprentices are transferred to a depot for a period of 15 weeks to complete the first phase of their practical training. Apprentices are then

transferred to a squadron for 45 weeks for the second phase of their practical training.

Motor Mechanics SectionThe Motor Mechanics are responsible for the maintenance and repair of all vehicles utilised by the SA Air Force. These include all operational vehicles such as fire engines and aircraft towing tugs, as well as sedan vehicles.

After successful completion of a school block and workshop phase, the apprentices will commence with workshop training, levels 1 to 4. Each level is divided into theoretical and practical training. The theoretical training is presented at the Tshwane South College, and the practical phase at the Motor Mechanic Workshop, 68 Air School.

Aircraft Mechanics SectionAn Aircraft Mechanic apprentice will receive training on all the mechanical systems on the various aircraft utilised by the SA Air Force.

Training at the Aircraft Mechanics section includes a theoretical phase where the apprentices attend theoretical training to equip them with the skills and knowledge required for further practical training. The apprentices then proceed to training in the hangar at 68 Air School to perform the practical tasks on different aircraft types. The apprentices will then be transferred to a squadron or depot to complete the remainder of the practical phase.

Upon completion of all the above phases, the Technical Evaluation Committee evaluates the apprentices. If tested successfully, the apprentice is reclassified as an artisan and receives a trade certificate.

44

Displaying for the Nation

Silver Falcons- Information and pictures supplied by the Team 70 -

The idea of a military formation-flying aerobatic team was conceived

almost sixty years ago, and in 1953 the first team, named the ‘Bumbling Bees’, was founded to represent and promote the SAAF by flying formation aerobatics in the De Havilland ‘Vampire’ jet. The team, stationed at Air Force Base Langebaanweg on the West Coast, was also the first jet aircraft aerobatic team in the country’s history.

In 43 years of existence and having flown in excess of 750 public displays, the Silver Falcons have only had

two accidents, neither of which were attributed to ‘pilot error’, and the team has thus deservedly earned the title of safest aerobatic team in the world. This is truly a testament to the skill and training of the South African Air Force pilots.

In 2008 the Silver Falcons opened the African Aerospace and Defence Expo in their new colours. The striking new livery, portraying a Falcon’s head and wings, was an instant success with the local and international public, air show aficionados and photographers alike. Within a matter of weeks the Silver Falcons made the front pages

of numerous newspapers and aviation magazines, as well as a number of TV appearances.

One of the greatest media coverage events for the team was the inauguration of President Jacob Zuma, when the Silver Falcons performed and received acclaim from no less than six international news channels, including CNN, Sky News and the BBC. The team continues to instil national pride by dazzling crowds at air shows across South Africa.

All members of the team are full-time flying instructors. Team membership is voluntary and to ensure the highest of standards members applying for a position in the team are required to do a “fly-off” with the current team before being selected. Unlike most other international military aerobatic teams, the instructors who fly for the Falcons do so over and above their normal work duties and outside of normal working hours. To be selected for the Silver Falcons is an honour and, as such, the longer work days and frequent time spent away from their homes and families are considered a small sacrifice for this privilege.

The safety of the team is paramount, and this responsibility falls squarely in the lap of the leader as he or she plans the smooth execution of manoeuvres whilst monitoring the height, speed and positioning of the formation. Contrary to what many people might think, due to the proximity (± ½ metre at times) of the aircraft to each other, the members flying in the team are unable to refer to their instruments during a display and can at times be unsure of their position and orientation to the ground or their surroundings, entrusting their lives to the leader.

The leader also has the added responsibility of synchronising the solo display of the number 5 aircraft when he or she separates from the team. To avoid catastrophe, the formatting pilots are solely responsible for maintaining specific postures and strict formation integrity as required by the leader. Internationally, the Silver Falcons are celebrated for the exceptional quality of their displays and piloting skills, something that requires absolute precision, dedication and professionalism from each member of the team.

The Team Today

The present Silver Falcons team is the 70th in the Silver

Falcons team’s history and the pilots are currently flying in their second season together. The leader, Major Scott Ternent, is an ‘A’ category instructor and has a total of 2 500 flying hours, holds a Commercial Pilot's Licence and has also flown the Impala jet aircraft.

Before being selected as the leader of the team, Scott - callsign ‘Martian’ - flew in the number 4 position for the Falcons. To date he has flown an impressive 100 plus displays for the team and can proudly boast being the holder of the second highest number of displays of any pilot in the team’s



history. Maj Ternent is married and has two daughters. He plans on returning to the fighter line again someday to fly the SAAF’s new fighter aircraft.

Captain Roy Sproul, callsign ‘Cougar’, is the number 2 in the team and is currently serving his second tour with the Silver Falcons, having previously flown for the team from 2002 to 2004. He is an ‘A1’ category instructor and also the Chief Flying Instructor at the SAAF Central Flying School in Langebaan. Apart from the Astra, Roy has flown and instructed on a number of civil and military aircraft around the world, from the Dakota and Pilatus PC-9 to the Czechoslovakian L-29 jet aircraft.

He holds a civilian instructor’s and Airline Transport Pilot's Licence and currently has a total of 3 000 flying hours. Captain Sproul comes from a family of military pilots; his grandfather was a fighter pilot, his father, Lt Col Rob Sproul (also residing in Langebaan), is a Helicopter Test Pilot and his uncle is a senior military helicopter pilot and instructor based at Air Force Base Ysterplaat in Cape Town.

Capt Buti Tsebe, callsign ‘Karima’, is the number 3 in the team. Buti has a total of 1 600 flying hours and is a ‘B’ category flying instructor on the prestigious ‘Delta’ flight at the Central Flying School. Capt Tsebe is responsible for training aspirant flying instructors for the SAAF, a task he tackles with zeal, frequently assisting students after normal working hours. He was selected for the team in July 2008 and made his debut in the number three position at the much publicised African Aerospace and Defence Air Show in September 2008.

Buti also had the privilege of joining the team at the time of the launch of the new Silver Falcons livery, where he performed a faultless display in front of the world’s media. Capt Tsebe has now flown 34 public displays for the team and hopes to get at least fifty shows under his belt before moving on to the fighter line to continue his SAAF career. Capt Tsebe, with his professional and friendly disposition, is truly an asset to the team and never fails to keep up the spirit of the team during extended trips away from home.

The number 4 in the team is Capt Gerhard Lourens. Gerhard, callsign

‘Venom’, is the latest addition to a legacy of professional display pilots and is the 93rd member of this prestigious team and has a total of 1 300 flying hours and 25 public displays to date. Fittingly, one of his passions and hobbies is falconry. Although only 27 years old and the ‘rookie’ in the team, Capt Lourens is the Navigation Officer at the Central Flying School and does a sterling job coordinating the navigation planning and training for all pupil pilot and instructor courses presented by the school. Before qualifying as an instructor, Gerhard flew the Cessna 185 aircraft at 44 Squadron in Pretoria. Gerhard plans on someday moving into the fighter line. His inspiration to join the team stems from his father (also a pilot), who placed a Silver Falcons poster in his bedroom in 1990 when he was just 3 years old.

Maj Nico Frylinck, callsign ‘Whisper’, is the number 5 and soloist in the team. He has 2 000 flying hours and is also an ‘A’ category instructor serving in the Testing and Assessing department at the Central Flying School. Nico is also unique for two reasons; firstly in that he is the only helicopter pilot in the team, having flown both the Alouette 3 and Oryx helicopters; secondly, Nico’s wife, Maj Clarita Frylinck, is also a ‘B’ category flying instructor and Flight Commander in the SAAF.

Nico, being the soloist in the team, has the task and challenge of entertaining the crowds during phases of the Falcons display when the formation is positioning for its next sequence. Maj Frylinck never fails to keep the crowds enthralled and gasping with his dramatic manoeuvres and daring aerial acrobatics. He is also an avid

golfer and with his great sense of humour keeps the team thoroughly entertained on trips.

To date, of the thousands of pilots that have served in the SAAF since its founding ninety years ago, only ninety-three pilots have ever been selected to fly for the team. Each time a new member is selected, the team number changes sequentially.

Finally, no military aerobatic team could operate without the support of dedicated specialist technicians that spend hours maintaining the aircraft, and the Silver Falcons team is no exception.

Before each display, a group of unsung heroes prepare and service the aircraft, working from well before sunrise to ensure that the team can perform with ‘absolute precision’, and again hours after the last display of the day. For all the attention the pilots get at air shows, this dedication and commitment do not go unnoticed and the team salute and hold their support crew in the highest regard.

With 2010 in full swing, the display season for the Silver Falcons kicked off with the Navy Festival in Simon’s Town during March and the West Coast Lagoon Festival in April. Apart from the normal air shows, supporters would also remember seeing the Falcons perform at the opening ceremony of the 2010 FIFA Soccer World Cup.

Every Defence Force member, scholar, aviation enthusiast or member of the public can expect a spectacular display from the Silver Falcons – proudly South African.


Safety in any organisation is of the utmost importance for the

organisation to be able to meet its objective of delivering either a product or a service. This is because mishaps cause a reduction in the resources needed (including personnel) to deliver the product or service, and this can quickly fall below the minimum level required. The South African Air Force (SAAF) is an organisation that delivers a service, the nature of which is reflected in its mandate: “To provide and manage the Air Defence

Capability of the Department of Defence (DOD) on behalf of the DOD, thereby ensuring the following:

• The sovereignty and protection of the RSA’s territorial integrity.

• Compliance with the international obligations of the RSA to international bodies and states.

To be able to fulfil our mandate, the SAAF is proud to have highly skilled personnel (our most important resource) and cutting-edge equipment like our newly commissioned Gripen and Hawk fighter aircraft and our Lynx and Agusta helicopters. Losing skilled personnel and expensive equipment on account of mishaps that could have been prevented would soon render the SAAF unable to meet the expectations of the citizens of our country, namely that we are able to deliver the service for which we are mandated.

The purpose of Directorate Aviation Safety (DAS) is to promote Aviation Safety (AS), and Safety, Health, Environment, Risk and Quality (SHERQ) in the SAAF. For various reasons it is necessary to make a clear distinction between AS and SHERQ. Broadly speaking, AS includes all safety aspects related to the operation of aircraft (on the ground and in the air), while SHERQ relates to all safety aspects governed by the Occupational Health and Safety Act. The managing of AS and SHERQ in the SAAF is done

by recognising that any safety programme has two distinct areas that need to be addressed continuously; these areas are known respectively as “proactive” and “reactive” safety.

Proactive safety starts with the training of our personnel to be able to identify safety hazards (unsafe situations, conditions and acts). Safety hazards in the SAAF are identified either by conducting

safety audits or by analysing unsafe incidents. If you are able to identify a hazard then you can do something about it to prevent a mishap from occurring. Our people must be able to analyse any safety hazard in order to accurately determine its cause and how to remove that cause before a mishap occurs. Although well-trained personnel in the safety environment are of utmost importance for the prevention of mishaps in the SAAF, and we live up to our slogan of “Achieving Results Through our People”, safety is everybody’s responsibility.

Unfortunately not all safety hazards are identified and mishaps still occur. The SAAF thus needs to have a system in place that will ensure the reporting of mishaps in time for management to take preventative action and to gather statistics that can indicate any unsafe trends in a system. The mishap

reporting system used in the SAAF tries to prevent mishaps from occurring, rather than trying to find a person to blame for each mishap. There are, however, times when the reporting of a mishap can lead to action being taken against a person. Although not always easy to identify, there definitely is a difference between an honest mistake and a malicious unsafe act or reckless behaviour. The degree to which this difference is recognised in an organisation is known as part of the “safety culture” of that organisation. The SAAF strives towards a just or fair safety culture because it is recognised as being the most conducive to optimising safety.

As stated above, mishaps still occur, despite all our efforts. It is important for the SAAF that all mishaps are investigated. Depending on the severity of a mishap, a Squadron or Base Investigation, or a Board of Inquiry is conducted to determine the cause of the mishap. Investigations are the starting point of the reactive safety process. Normally a Squadron or Base Investigation is conducted for minor accidents and a Board of Inquiry for major accidents. DAS reviews Squadron and Base Investigations, and the SAAF Aviation Safety Board, under the chairpersonship of Director Aviation Safety, reviews Boards of Inquiry. The purpose of the review process is to verify that the cause of any mishap has been identified correctly and that all possible recommendations to prevent a recurrence of the mishap are correctly formulated and implemented.

One aspect of safe flight operations is the availability of aeronautical information that any aircrew needs to fly the aircraft safely. Because safety is important to the SAAF, all relevant aeronautical information from a variety of sources are consolidated and published at DAS in the form of a single publication called the Flight Information Manual.

Because we are part of a bigger aviation community in the RSA and the region, we cooperate closely with Civilian Aviation Organisations, as well as SADC countries, on common AS and SHERQ matters.

All the members at DAS firmly believe in our motto: “Safety Makes the Mission”.

- By Col Giel Van den Berg - - Photograph by WO2 David Nomtshongwana -

The Role of

Aviation Safety in the SAAF


Military Skills Development SystemMSDS Application Coupon - SA AIR FORCE

(THE DEPARTMENT OF DEFENCE RESERVES THE RIGHT TO OFFER EMPLOYEMENT)Please complete the following:I would like to be considered for one of the following occupations in the SA Air Forec:Mark with a number 1 your first choice and with an number 2 your second choice (only two choices allowed):

SA Air Force HeadquartersDirectorate HR Services(Recruitment Section)Private Bag X199Pretoria0001Tel: +27 12 312 1164 / 2148 /2609 / 2904 / 2985 / 2665Fax: +27 12 312 2138Website: www.af.mil.za

My subjects, symbols and levels are as follows:Subject % Level NSC level

HG SG

DIVERSE SUPPORTCatering Material Support Clerk (Admin/Supply) PersonnelFirefighter Protection Services Musician

Air and Ground Load Master

Biographical InformationFirst Names:Surname:ID Number: Citizenship:Tel (H): Tel (W):

Your Cell No: Parent's Cell No:Any other contact No: I will be years of age on 01 January 2011 Postal Address:Code: Mearest major city:Height m Weight kgDo you wear prescription glasses/contact lenses? yes noHave you had any eye surgery? yes no

STUDENT ENGINEERMechanical Engineering Electronic Engineering Industrial Engineering Aeronautical Engineering

APPRENTICE TRAININGMechanical Electronic Electrical General Support TradePILOT / NAVIGATOR TRAINING

TECHNICAL SUPPORTConstruction Machine Operator Bowser Driver Operator Marerial Support Clerk (Technical)

COMMAND AND CONTROL

Airspace Control Operator Telecommunications

Province, Gender and Race (for statistical purposes, please mark with an X):

Gauteng W Cape N Cape Marital Status: Single Married

Mpumalanga Free State KZN Gender: Female MaleE Cape North West Limpopo

My Grade: 11 12 Technical University of Technology University

Race: African Indian Coloured White

Signature (Applicant): Date:Signature (Legal Guardian): Date:

National Senior Certificate: Busy with Completed Year of completion

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