by Frank Beeton
M
oving
atters
Frank Beeton scans the transport world for news pertinent to the Logistics Sector.
Will SARA Fly?
At the recent Africa Aerospace and Defence
2014 show held at Waterkloof Air Force
Base, the State-owned Denel Group
unveiled its South African Regional Aircraft
(SARA) project.
moving matters
D
escribed as a 24-seat twin-turboprop aircraft, this
high-wing design is the subject of an 18-month
feasibility study, which, if positive, could lead to
a five-to-seven year development phase, with entry into
service predicted around 2020-21.
Alternative combi, freight and military versions have also
been proposed, and the final project direction will depend
on support from potential operators, partners, government,
industry and investors.
Some readers will remember the situation in South Africa
during the 1980’s when it was possible to fly to many
destinations using scheduled airline services.
Prominent among these was Magnum Airlines, using
Piper Navajo Chieftain aircraft, and later larger Embraer
Bandeirantes and Swearingen Metros.
Not only was this service extremely useful for businessmen
on tight schedules, but it also sustained a number of smaller
airfields that would normally only have been supported by
private aviation operations.
More recently, many of these services have fallen away, and
even flight frequencies into some of the larger airports, such
as East London, have been significantly reduced, making
the planning of trips considerably more challenging.
South Africa’s aerospace manufacturing industry has also
faced considerable challenges. Since its establishment
during the era when overseas procurement of military
hardware was made particularly difficult by the Apartheid
political scenario, it grew to significant proportions through
the numerous military programmes it was required to
execute.
| Wheels in Action
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➲ Denel’s SARA regional aircraft design is still a flight
of fantasy, but it could take wings if adequate support
is forthcoming
Local manufacture and servicing of aircraft such as the Atlas
Impala, Dassault Mirage F1, Atlas Cheetah, Denel Oryx and
Rooivalk, and other equipment in the South African Air Force
inventory, ended or diminished greatly in the post-1994
democratic era, and the cancellation of the Airbus A400M
order by the SAAF, despite some residual manufacturing
involvement, has left the industry desperately seeking
traction in the new South Africa.
If the SARA project finds the required level of support, it will
help to sustain the local aerospace industry in the face of
reduced military procurement.
The project will, inevitably, also have some export potential,
but foreign sales are only likely to materialise once
substantial orders have been placed by local operators, and
the design objectives have been met.
It should be noted that the 24-passenger capability is
tantalisingly close to the capacity of the venerable Douglas
DC-3 (Dakota), which in turboprop form, is still operated by
the SAAF.
If that service’s medium transport requirements
can be met by SARA, early interest in the project
from the SANDF could be pivotal in ensuring that
it will, eventually, take off.
november 2014