Armée Sud Africaine [ Afrique du Sud ]

Afrique du Sud , Nigeria , Djibouti, Angola , Érythrée , Kenya , Éthiopie, Ouganda ..
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Re: Armée Sud-Africaine

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La flotte sud-africaine de sous-marins d'attaque est en cale sèche, plus aucun n'est opérationnel pour le moment

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SA Navy submarines in the dry dock at Simon's Town Naval Base. S102, rear, is in for routine maintenance, while S103, front, apparently hit the ocean floor, hence the protective blue plastic hiding it from sight.
South Africa's fleet of attack submarines, which cost an estimated R8-billion in the infamous arms deal, are all in dry dock after the only operational vessel crashed into the seabed.
The SAS Queen Modjadji, named after South Africa's rain queen who lived in Limpopo, struck the ocean floor while conducting training exercises between Port Elizabeth and Durban last week.

The Sunday Times photographed the German-built submarine undergoing repairs in Simon's Town this week.

And yesterday the SA Navy acknowledged she had been damaged during a "training exercise".

This means that all three submarines - meant to police the oceans - are presently undergoing repairs and maintenance.
http://www.timeslive.co.za/local/2012/0 ... perational
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Re: Armée Sud-Africaine

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Le SAS Modjadji qui avait heurté le fond océanique est de retour en service

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The South African attack submarine SAS Queen Modjadji 1 is back in the water and is preparing to participate in next month’s international naval exercises Atlasur IV and Ibsamar. The boat is fully operational, The New Age newspaper has reported.
Ibsamar is a biannual exercise involving IBSA partners SA, India and Brazil. Atlasur is also is a two-yearly, joint and combined maritime exercise between the navies of South Africa, Brazil, Argentina and Uruguay. The first such exercise was held in Argentinean waters in 1993 and laid the foundation for a combined maritime doctrine between the nations.
http://www.defenceweb.co.za/index.php?o ... Itemid=242
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Re: Armée Sud-Africaine

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L'Afrique du Sud reçoit un proposition de don de 3 C-130 et 1 SC-130 bresiliens

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Brazil has offered four surplus Lockheed Hercules four-engine turboprop military transport aircraft to the South African Air Force.

The unsolicited offer, directed by the Brazilian Air Force (Força Aérea Brasileira, FAB) to the SAAF in July this year, comprises threeC-130E and one SC-130E Hercules aircraft.

The SAAF took delivery of seven new C-130B Hercules in 1963, of which six remain in use. Three ex-US Navy C-130F aircraft were acquired in 1996, with a further two ex-US Air Force C-130Bs delivered in 1998, all under the United States Excess Defense Articles Program.
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Re: Armée Sud-Africaine

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SAS Queen Modjaji’s hull received 1.5 x 1.5 m dent in accident

Written by defenceWeb Wednesday, 12 September 2012 12:49
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altThe minister of defence has revealed that the hull of the South African Navy’s submarine SAS Queen Modjaji received a 1.5 by 1.5 metre dent when it hit the seabed during a training accident on July 17. However, the submarine is back in the water after repairs and is preparing to participate in exercise Atlasur IX later this month.

In response to a parliamentary question posed by Pieter Groenewald, the opposition party Freedom Front Plus chief spokesperson for defence, the Minister of Defence and Military Veterans Nosiviwe Mapisa-Nqakula stated that a board of inquiry has been convened by the South African navy to determine the cause of the incident. “The outcome of the report of [the Board of Inquiry] BOI will provide the recommendation about the responsibility and accountability of the members of the crew involved,” the minister stated.

The reply to Groenewald’s question stated that SAS Queen Modjadji 1 made unplanned contact with the sea-bottom (mud and sand) on July 17 during routine “diving safety drill” and “hydraulic oil pressure failure” exercises.

A technical investigation has shown that SAS Queen Modjadji 1 suffered an indentation approximately 1.5 m by 1.5 m to the outer protective plating (7.8 mm) of the bow, protecting the main ballast tank no: 5.

Groenewald said he wanted to see disciplinary action over the incident. “The reply of the Minister confirms my allegations that there had been negligence and poor training,” Groenewald said. “The exercise was carried out precisely to imitate such a situation where the hydraulic pressure in the submarine should be stopped. Such exercises have strict security measures that have to be followed and it is clear that these measures were not implemented. The outcome of the Board of Inquiry is being awaited and disciplinary steps should be taken.”

The South African Navy said the diesel-electric attack submarine did not suffer any damage to its pressure hull in the incident. A hull survey was conducted by a team of navy divers once the submarine had returned to Durban, which determined that no mechanical failure lead to the collision.

The navy said the incident can be compared to a “fender bender” with damage to the exterior hull only. “The boat is technically sound and is able to continue with operational obligations,” the navy said. After sailing to Simon’s Town under her own power, the boat was taken out of the water for inspection and repair, which involved the replacement of a small section of the submarine’s outer shield.

Queen Modjadji 1 is now back in the water and is preparing to participate in the international naval exercises Atlasur IX and Ibsamar (India-Brazil-South Africa Maritime exercise). The boat is fully operational, The New Age newspaper has reported.

Ibsamar is a biennial exercise involving IBSA partners South Afrcia, India and Brazil. Atlasur is also is a two-yearly, joint and combined maritime exercise between the navies of South Africa, Brazil, Argentina and Uruguay. The first such exercise was held in Argentinean waters in 1993 and laid the foundation for a combined maritime doctrine between the nations. Atlasur will be conducted in False Bay, Hermanus, Simon’s Town and Hout Bay over the period September 24 to October 10, 2012.

Naval sources and South African defence analyst Helmoed-Römer Heitman have observed that accidents and incidents involving submarines are not uncommon. The Canadian submarine HMCS Corner Brook was extensively damaged last year June off Vancouver in a similar grounding. Other recent accidents involving submarines include a fire aboard a Russian nuclear submarine in port at Murmansk in December and the HMS Astute, lead-ship of a new class of British nuclear attack submarines running aground off the Isle of Skye in October. She was undergoing sea trials at the time.
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Re: Armée Sud-Africaine

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AHRLAC to Spread Its Wings Across Africa ... and Beyond
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AHRLAC is designed for a wide range of civilian and military tasks.

Interview with John Craig, CEO of the Paramount Group
05:48 GMT, September 11, 2012 defpro.com | While the Paramount Group is preparing for Africa’s leading defence trade show, the Africa Aerospace and Defence (AAD) taking place September 19th – 23th in South Africa, the company is making progress on one of its most prestigious aircraft development projects. Claimed to be Africa’s first indigenously developed and constructed aircraft, the Advanced High-Performance Reconnaissance Light Aircraft (AHRLAC) can be expected to attract a considerable number of interested looks at the company’s aerospace exhibit.

Nicolas von Kospoth of defpro.com talked to John Craig, CEO of the Paramount Group, about AHRLAC, as well as the company’s role as one of Africa’s largest defence contractors in regional and international defence and security markets.


defpro.com: First, could you please provide our readers with a brief overview of the Paramount Group?

John Craig: The Paramount Group is at this point Africa’s largest private defence contractor and one of the fastest growing defence companies in the world. It was founded in 1994 and focuses on providing a broad spectrum of fully integrated turnkey solutions to global defence, peacekeeping and internal security forces.

Paramount has established itself as a global innovator with the development of one of the world’s most modern and advanced families of armoured combat vehicles, and a revolutionary aircraft, the first aerial platform of its kind. Integrated with the latest technologies in electronic systems, these world-class platforms enable Paramount to deliver a total defence system to its customers. The Group is a leading innovator in the design and development of state-of-the-art products that it manufactures in locations throughout the world. It is partnered with some of the world’s largest and most reputable organisations in the global defence community.

Paramount Group has the unique ability to understand its client requirements and to use its extensive knowledge and experience to design cost-effective, future-proof solutions. As a result, Paramount has enjoyed strong growth and achieved an excellent track record of delivering successful projects.


defpro.com: How do you assess the achievements of the Paramount Group during the first half of the year and what are your overall aims and prospects for 2012?

Craig: 2012 is proving to be a very good year for us. We obviously don’t measure our results in half years. But, certainly, this year we are growing by almost 30 per cent over the previous year. Thus, it has been a good first half for us; our facilities and our personnel are all very busy on various orders and I think that the second half of the year is equally important for us. We are at the point of hopefully closing some major deals, which you will naturally hear about in due course. But we will have a lot of very important activities in the second half of the year.


defpro.com: In September 2011, the Paramount Group unveiled the Advanced High-Performance Reconnaissance Light Aircraft (AHRLAC). Could you first please portray this aircraft to our readers?

Craig: AHRLAC is a unique type of aircraft. It is a manned aircraft operated by two persons, a pilot and a systems operator, sitting in a tandem configuration as they would in an attack helicopter. To our knowledge there currently is no other aircraft in this solution space.

AHRLAC offers a number of unique aspects. This includes its unrestricted canopy, purpose-designed to give you all-round visibility for intelligence, surveillance and reconnaissance (ISR) roles. Further it has a turboprop pusher-propeller configuration, offering the crew an unrestricted forward-visibility. So it not a conventional “engine front/propeller front” aircraft that has been pushed into a reconnaissance role for which it was not originally conceived.


defpro.com: When the aircraft was unveiled, Aerosud’s Managing Director Paul Potgieter called AHRLAC a “revolutionary aircraft”. Which are the main characteristics and capabilities of AHRLAC that make it revolutionary?

Craig: The aircraft was designed with a flexible ISR and light attack configuration in mind. So this is not a commercial light aircraft that in an afterthought has been configured for these roles. That is what gives rise to a unique construction and concept.

A second aspect is that multi-mission capability was part of the initial consideration. It carries a payload pod underneath the fuselage that can be fitted with different mission payloads. This allows the aircraft to be reconfigurable and rapidly adapt to various types of missions. As you can imagine, this has great benefits for the customer’s investment, as one base platform can be adapted to various missions, according to the need and the time.


defpro.com: Let’s run through the development history of AHRLAC: When was this project conceived and which development stages have since been completed?

Craig: AHRLAC is an opportunity or a gap in the market that we recognised about four or five years ago and leading us to embark on the development of an aircraft. The only aircraft comparable and operating in the sort of sphere might have been the Bronco, an American aircraft that has not been in production for many years.

It required the spark of somebody making the decision that South Africa should develop its own aircraft. Our chairman, Ivor Ichikowitz, loves all things related to aviation and came to realisation that South Africa actually had competence with the development and construction of aircraft. Although South Africa already had a big chunk of this competence, which is shown in the development of the Rooivalk attack helicopter, in service with our Air Force, it is really a first in Africa that an aircraft is conceived and designed from scratch.

Ivor had the idea that it is time for South Africa to step up and not just be a maintenance facility for other companies and for products designed a long time ago. The more exciting part of life is to develop an own intellectual property. This is the only way to grow real competence and great careers.

In terms of milestones achieved, the concept works and the wind tunnel testing is completed. Further, we have accomplished hundreds of missions with a quarter-scale model, which demonstrated the aircraft’s fundamental stability and flight performance.

We are now in the phase of building our first full-scale flying aircraft, which is well advanced. We will be showing key subsystems of the aircraft to selected visitors to the AAD trade show in September and we are hoping to have the first platform assembled towards the end of this year, with the first flight scheduled for the first quarter of 2013.


defpro.com: Which key industrial partners are involved in this project and to what extent have governmental agencies contributed to the development effort?

Craig: AHRLAC is a private-funded initiative. The Paramount Group is funding the development and commercialisation. Our technical partner is our associate aerospace division, Aerosud. We benefitted from their experience with previous aircraft, such as the AH-2 Rooivalk attack helicopter, and their general aerospace competence. Although our technical partner helped us in the development effort, this remains a programme funded as a private venture by the Paramount Group.

Of course, we have a lot of interest and support from the government, in the broader sense, as this is seen as a strategic type of project around which aerospace competence would be developed here in South Africa. But it is important to know that this is not a government-funded project.


defpro.com: Do you consider AHRLAC as a platform that complements the capabilities of unmanned aerial vehicles (UAVs) or, rather, as a manned competitor?

Craig: I think AHRLAC is both. There are a number of roles in which it is complementary to UAVs. However, our philosophy is that a man in an aircraft for surveillance roles has got huge advantages over UAVs, which are able only to see and feed back the information of what the camera is looking at in the particular point in time. To our mind, the human being still offers the best all-round surveillance. An aircraft crew can recognise objects of interest at a distance and then zoom in their cameras or sensors for a closer look. Therefore, we believe that a manned aircraft makes a lot of sense in this role.

There are a number of missions which you can naturally only carry out with UAVs and we are not suggesting that UAVs are dead because AHRLAC was conceived. There will always be missions in which it would be extremely dangerous to send a manned aircraft. But a general all-round aircraft, which can be deployed from training through to general surveillance to protecting borders and key installations, as well as having the ability to intervene and deliver an end-effect with weapons? This is a spectrum of capabilities, which we don’t believe can be found with UAVs at this point.


defpro.com: An often-cited argument in favour of UAVs is lower costs. Considering that AHRLAC is a manned platform, does is still offer the affordability advantages over platforms with comparable capability profiles?

Craig: Of course, otherwise we would not have invested in such a programme. It is important to recognise that UAVs range from very light hand-launched close-range aircraft to massive and incredibly expensive aircraft with high-altitude/long-endurance capability and high payload competence. The latter cost up to a hundred million of dollars per unit and only the richest countries on earth can afford to acquire and operate them. The initial acquisition cost for a UAV is only one part of the equation. You then need operators trained and a vast footprint of support, personnel and equipment to be able to launch, support and recover a UAV.

This is an area where AHRLC is completely differentiated, being designed to be self-sufficient, with a two-man crew operating from unprepared airfields and performing their mission with a minimum of personnel to support them. When you look at mission costs or the entire systems costs, the type of UAVs that you would compare to AHRLAC in terms of mission competence, are vastly more expensive.


defpro.com: Which particular markets do you target with this product and what market potential do you assess for AHRLAC?

Craig: AHRLAC is not only a product for the developing world. We received a huge amount of interest in this concept from developed-world air forces and security forces. And there are a number of potential customers who are very actively monitoring and tracking the system’s development. I think that global demand will run to thousands, if not tens of thousands, units of the system. But time will tell.

We have plans to set up production facilities in South Africa. But it is important to note that our global aspirations will also see us, in time, set up manufacturing activities in other regions of the world. This will certainly include Asia, where we had a lot of interest in major programmes and from industrial partners wanting to be part of our global manufacturing set-up.

Our projections for the market size say that it could support more than one manufacturing centre abroad. Our plan is not only to create a global manufacturing centre in South Africa, but also to go and seek out partnerships abroad and to establish regional manufacturing and distribution arrangements.*


defpro.com: I understand that the Africa Aerospace and Defence (AAD) tradeshow in September 2012 will be an important event for the Paramount Group. Which particular trends in the African defence and security market do you perceive and how is the Paramount Group positioning itself at this year’s AAD show to address these trends?

Craig: AAD is for us an important market trade show that reaches most directly the African market, which is our natural expanded home market. This coming edition will see an expanded exhibition from Paramount, representing our largest presence at an exhibition so far. This will include a considerable number of new products from the fields of land systems, aerospace and electronic systems, which we plan to make visible at the show.

Another trend is that the show itself is growing, becoming well-entrenched as the leading show to reach the African market, much as IDEX is for the Middle East. The regional importance of the show is being confirmed and that is also evidenced by an unprecedented amount of international exhibitors – not only from the South African industry but everyone who has an interest in the country’s market in general.

The AAD trade show is an important event where South African companies can show that they are still innovating and coming up with new and relevant technologies for global demand.


defpro.com: Would you say that the international awareness of the potential of South African defence industry is growing in terms of cooperation and foreign investment?

Craig: Yes, I think so. Wheeled armoured vehicles have long been a figurehead of South African defence industry, going back to even before the Second World War. That is evidenced by the Mine-Resistant Ambush Protected (MRAP) vehicles of many allied forces, which have seen high-profile use in modern-day conflicts. All of those really have their origin in South African technology.

Nevertheless, there was a period some years back when the industry in South Africa was shrinking, re-examining itself and uncertain as to where it was going. But this year’s AAD exhibition will show that there is a resurgence and growing relevance of South African technology, not just to African but also to global markets.


defpro.com: The Paramount Group has made the headlines with interesting development and production cooperation projects with countries such as Azerbaijan, Jordan and naturally many African customers. Would you say that the Paramount Group has a special feeling for the needs of emerging markets, as well as countries that are not gifted with voluminous defence budgets?

Craig: The simple answer is “yes”. These are the markets that we have been working in for almost 20 years, since our inception in 1994. We listen to the market demand and are responsive, in terms of the products that we are creating for these markets, but also with respect to our business model, of creating supplier credit finance and funding structures, which allow our developing-world customers to take on large projects and spread the financial burden over several years. We have projects that we fund for developing-world governments up to 15 year terms. That is something we have done in response to market demand, which has helped grow the business and customer demand.

It is not only the appropriateness of the products for the developing world, meaning that they must be robust, flexible and good value for money. It is also a flexible business approach, which helps customers fund the project, as well as actively supporting the transfer of skills, competence and technology, and creating regional partnerships in key markets to manufacture and support products. These are all fundamental elements of our business philosophy, which possibly gives us a better fit to the market requirements than some of the more traditional NATO-based manufacturers.


defpro.com: African air forces mostly still operate fleets of ageing US, European, Russian and Chinese aircraft. Many of these aircraft are not in an operable condition and budgets will not allow for considerable modernisation or procurement programmes. Will the African military aviation market still be dominated by donations or low-cost sales of surplus aircraft?

Craig: This is an interesting question. You are quite right that there are a lot of legacy fleets dated back to the cold war and largely Soviet-origin aircraft dotted around the continent. More and more of these aircraft are reaching their end of life and it will be very difficult and probably not economically worthwhile to look at doing life-extension programmes. The question is: what after that?

Part of the solution we have found is in supplying and supporting surplus aircraft, such as the South African Air Force Mirage fighter aircraft, which Paramount actively supports. Further, we have a number of customers to whom we have transferred aircraft, providing a fundamental air force capability. But of course, that is only a small part of the market.

From what I can see, the African market is still a key market for lead-in fighter trainers and multi-purpose jets. In a few instances there is demand for super-sonic fighter aircraft –the Chinese are quite active in that respect. However, the new-built super-sonic aircraft market in Africa is not really one that the Paramount Group is going to enter in the short term. There are only very few countries in the region that can justify the acquisition of a top-end type of combat capability.

But this is a market in which an aircraft such as AHRLAC can actually play an important role, considering the real-world requirements, which involve national and border security, as well as securing economic zones.


defpro.com: How do you assess the potential of closer industrial cooperation with companies from emerging markets to field new solutions for customers in these regions? Or are projects such as AHRLAC emblematic for Paramount’s own efforts to field suitable products for these markets?

Craig: The field is wide open. Both, from the point of view that there is regional demand, as we observed in the case of AHRLAC, as well as due to existing regional competence. India and Brazil have well-established industrial competence in aircraft manufacturing. Further, our business model is such that we would encourage partnerships with competent industrial partners in those regions. There are a number of discussions on the way. So don’t be surprised if in a year or three we have industrial manufacturing centres in various regions.


defpro.com: To sustain the level of quality and diversity of the Paramount Group’s products and services, the company requires competent specialists from many fields of activity. How is the Paramount Group involved in creating and fostering a workforce that also builds on the potential of South Africa’s and other African countries’ labour market?

Craig: Sustainability for the long run requires the renewal of your product line-up and renewal of your human resources – human capital is the most important one. In our land systems and aerospace fields we established an innovation and training centre, which is separately funded and set-up from our ongoing production activities. That is where we grow and nurture young talents – the next generation of innovators – and create an environment in which they can learn from the more experienced colleagues, but also have the freedom of mind to think outside the box and develop new skills. This is not just about product development, it is also about technologies including production techniques. We are actively supporting and investing a lot of money to make sure that we are sustainable in the long run. We need to attract and grow the right talents to take the company forward.


defpro.com: What is your assessment of the South African government’s efforts to creating a favourable economic environment for defence companies and encouraging indigenously developed defence solutions?

Craig: I took a while for our new government during what I would call the dawn of the new democratic era to understand the position and the value of the indigenous defence industrial complex and to recognise that defence industry can actually have an important national economic function. However, our government is being very supportive in terms of developing and creating high-value jobs and creating a platform in which intellectual property can be generated in South Africa. This helps South Africa to become an economic centre around which the commercial benefits of value-add of intellectual property may steadily increase.

There are a number of initiatives that our government is pursuing, including through our Department of Trade and Industry (DTI). Among them is the creation of aerospace and defence villages, attempting to create a cluster of like-minded business that support each other and yield a critical mass of industrial partners.

So, in general, our government has a realisation of the role that they can play and they are creating and facilitating an enabling environment.


defpro.com: Finally, what are your personal visions and aims for the course of the Paramount Group in the next years?

Craig: One of the objects that we have set to ourselves is to become a billion-dollar company in the next three or four years, in terms of our sales revenue. I know that size is not everything, but it is certainly a globalised target that we have set ourselves. Even though we are not there yet, we are well on target.

Apart from that, our objective is to remain a company which is fun. Of course we are a serious player, dealing in serious matters of defence and security. But Paramount is a company which is committed to allowing its employees to work in a fun environment and to be free to innovate and think of new ways of doing things. There is a strong desire in the Paramount Group, while continuing to grow, to retain its core cultural values and to be a company that is different and a good place to work.


defpro.com: Thank you very much, Mr Craig.
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Re: Armée Sud-Africaine

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South African National Defense soldiers (SANDF) stand guard outside the Karee mine, near Rustenburg September 17, 2012. South African police stopped ANC renegade Julius Malema from addressing striking miners on Monday as the government intensified efforts to contain labour unrest at mines in the world's top platinum producer.
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Ten Denel Rooivalk combat helicopters now ready for operations with SAAF

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Written by Denel Wednesday, 19 September 2012 17:26
altTwo more upgraded and operation-ready Rooivalk helicopters have been added to the South African Air Force by Denel Aviation, earlier this month. This brings the total of the locally developed combat support helicopters that are in service to 10.

Delivery of the last Rooivalk helicopter is imminent - with final pre-delivery flight testing being underway at Denel Aviation, the company said.

The seventh Africa Aerospace and Defence Exhibition (AAD) currently taking place at Air Force Base Waterkloof in Tshwane provided the background for the handover of this proudly South African helicopter. The Rooivalk will be flying throughout the AAD including the two days available for visits by the public, and two Rooivalks put on a spectacular display for delegates.

“This is a product that the South African public can be proud of – locally designed, locally manufactured and already successfully deployed by the Air Force,” said Mike Kgobe, the Chief Executive Officer of Denel Aviation.

The earlier helicopters have already been deployed in joint military exercises conducted by the SANDF and have proven their value in a combat support role. “The Rooivalk is flying on a daily basis and both Denel Aviation and the SAAF are very satisfied with its performance,” said Kgobe.

Denel Aviation said it was receiving excellent feedback from the SAAF – and especially from 16 Squadron at Air Force Base Bloemspruit – where the first batch of helicopters has now been flying continuously since April 2011.

At the Air Force Day Parade earlier this year, the outgoing Chief of the SAAF, Lt Gen Carlo Gagiano said the Rooivalk “is a system we cannot be without.” If the Air Force is called on to perform peace-keeping operations the Rooivalk is “the first aircraft I would send,” he said.

Dewald Steyn, the Project Manager: Rooivalk, at Denel Aviation said the performance of the aircraft is being closely monitored and evaluated from a design and development perspective. The helicopter has exceeded the expectations and no major maintenance or repair work has thus far been required.

As design authority and original equipment manufacturer Denel Aviation is responsible to ensure that the Rooivalk remains fully operational throughout its assigned life.
Denel Aviation has already started with design and development work on upgraded versions of the helicopter – as part of the company’s “post-1F programme.”

The objective is to fit the Rooivalk with extended and long-range fuel tanks that will significantly increase its range of operations enabling the SAAF to deploy the helicopter over longer distances, said Steyn.

The Rooivalk project started its design phase in 1984 and had its first flight in April 1990. Denel Aviation was responsible for the final modifications to the helicopter to improve its safety and reliability and accuracy of its weapons systems and to complete all outstanding certification flight testing to enable application for a full military type certificate at the Cabinet-agreed deployment baseline.
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Re: Armée Sud-Africaine

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L'Afrique du Sud recoit ses 4 derniers Gripen C/D sur 26 commandés à SAAB

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à Noter:
The integration of the South African/Brazilian-developed A-Darter air-to-air missile is complete, along with the Thales digital joint reconnaissance pod. The SAAF's aircraft have also received a helmet-mounted display, which is a first for the Gripen, Lewis-Olsson says.
But even though development is complete, the aircraft will be continually modernised. The next update is the Weapon System 20 standard, which will be added soon.
South Africa should consider adding parts of Saab's next-generation Gripen E/F modernisation to its fleet, or even consider participation in the programme, which has already received the support of the Swedish and Swiss governments.
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Re: Armée Sud-Africaine

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les 26 appareils sont-ils tous opérationnels ou bien certains sont "cannibalisés" pour les pièces de rechanges ? merci
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Re: Armée Sud-Africaine

Message par dil@w »

mig 29/32 a écrit :les 26 appareils sont-ils tous opérationnels ou bien certains sont "cannibalisés" pour les pièces de rechanges ? merci
non non ils disposent d'une flotte acquise neuve parfaitement opérationnelle régulièrement mise à jour comme le mentionne l'article et même des éléments de la future version E/F seront installés sur leur flotte.
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"It's better to stand and fight. If you run away, you'll only die tired"
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The whole world must learn of our peaceful ways, by FORCE !
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Re: Armée Sud-Africaine

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Reutech Communications and Cellcrypt to deliver secure communications to South African military and civilian agencies

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Written by Reutech Tuesday, 18 September 2012 19:45
altReutech Communications and Cellcrypt have announced that they will collaborate to deliver a secure telecommunications platform to Southern African Government Agencies.

Under the terms of a recently signed strategic agreement to be celebrated during Africa’s largest exhibition of air, sea and land capability at Africa Aerospace and Defence 2012 (AAD 2012) at AFB Waterkloof, the two companies will jointly market Cellcrypt’s mobile and fixed line voice-encryption solution through a unique prepaid system to military, intelligence and civilian agencies within Southern Africa.

The prepaid service, which is currently available only in South Africa, will enable information technology departments to manage the expanding use of mobile devices and PBX deployments to address the potential risks associated with the interception of sensitive voice communications, and provide a powerful tool to combat cyber attacks on critical national infrastructure, Reutech said.

“Traditional investment by end user groups into secure voice and messaging platforms is always in the orders of millions of rands with a very long time to implement, and projects of large magnitude have to contend with the dangers of technology being surpassed before it is even deployed,” said Martin De Beer, CEO of Reutech Communications. “The aim of this new service is to deliver proven secure communications today through current technology platforms, at acceptable market prices, which can operate on any network via a broad range of mobile phones and virtually any PBX.”

The new jointly developed billing system, modelled after mobile prepaid systems, has been in rigorous test mode for the two quarters of 2012 and supports off-the-shelf smartphones and tablets running the widely used mobile operating systems of devices such as Android BlackBerry, iPhone and Nokia as well as supporting virtually any PBX infrastructure through the new generation voice gateways from Cellcrypt.

The solution secures mobile voice communications across the public network when private networks are unavailable or untenable. The downloadable software application works over all data-enabled mobile, Wi-Fi and satellite networks, making it the most convenient solution for protecting sensitive and confidential telephonic data across government. Cellcrypt uses cryptography certified to the FIPS 140-2 security standard approved by the U.S. government National Institute of Standards and Technology (NIST).

“Through this partnership with Reutech Communications the delivery of Cellcrypt can now be deployed instantly over a broad spectrum of user groups with minimal capital investment, which is in line with requirements from local Finance and Treasury departments to deliver 1st world technology at affordable prices for the African Market,” said Mornay Walters, Cellcrypt’s Director for Africa. “It is a great initiative taken by Reutech Communications to deliver a carrier class telecommunications solution and achieving Fixed Mobile Convergence that focuses on security without compromising quality and affordability.”

"Mobile phone technology is an integral part of every government’s telecommunications infrastructure. However, as the technology has proliferated, so too have the methods and tools of cyber-attack, offering adversaries easy access to a world of information," said Matthew Cochran, President of Cellcrypt FZE based in Dubai. “Together, Cellcrypt and Reutech Communications intend to further expand the breadth and scope of their cooperation in secure voice solutions to Africa. Cellcrypt recognizes that Reutech Communications has been a strategic supplier to the South African National Defence Force for over 40 years and is honoured to be its selected partner in this global response to a global threat.”
http://www.defenceweb.co.za/index.php?o ... Itemid=109
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Re: Armée Sud-Africaine

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AgustaWestland signs support contract for South Africa’s AW109LUH fleet

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Written by defenceWeb Friday, 21 September 2012 20:47
altAgustaWestland has signed a comprehensive service support contract for the South African Air Force’s fleet of AW109LUH helicopters. The annual contract includes the provision for it to be extended for up to five years.

Under the contract AgustaWestland will be responsible for the delivery and provision of spares, support equipment, D-Level maintenance as well as component repair and overhaul services. AgustaWestland will also provide an on-site support team, technical support services, training and technical publication updates under the comprehensive support contract.

Patrick Chabrat, Head of Regional Sales, AgustaWestland, said that, “This wide ranging support contract will maximise aircraft availability whilst providing through life support cost savings to the customer. The AW109LUH has proven itself to be an ideal multi-role helicopter for the South African Air Force and this contract will enhance the availability of the aircraft to perform the wide range of tasks it is assigned.”

The South African Air Force purchased 30 AW109 LUH helicopters. The South African Air Force aircraft feature a cockpit with three 6” x 8” flat screen digital displays which are Night Vision Goggle (NVG) compatible. The aircraft can be flown single-pilot IFR/IMC.

The A109LUH was purchased to replace the elderly Eurocopter SA-316/SA-319 Alouette III helicopters, which had been in service since 1962 in the light utility role. Delivery of the 30 A109 helicopters purchased from AgustaWestland under the R2.4 billion Project Flange commenced on October 19, 2005. Deliveries were beset with delays and difficulties and an option for a further ten was not exercised.

The SAAF required the type to take pressure off its Denel Oryx medium utility fleet. The Air Force has long had the need for a platform more capable than the Alouette III but less expensive and more efficient than the Oryx for the bulk of taskings. The A109 was expected to fill that niche.

Although the first five A109 aircraft were manufactured in Italy, the balance of the 25 helicopters was assembled by Denel Saab Aerostructures (today Denel Aerostructures). By 2008 deliveries were four years late, leading to the imposition of a R90 million penalty, the only one imposed under the “arms deal”. It has been reported that offsets were tardy and the platform has failed to live up to expectations – one criticism is that it is underpowered.

The AW109 LUH is operated by the armed forces of several nations including Sweden, South Africa, New Zealand and Malaysia.
http://www.defenceweb.co.za/index.php?o ... Itemid=108
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Re: Armée Sud-Africaine

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SANDF showcases its abilities at AAD

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Written by Chris Szabo Friday, 21 September 2012 19:24
altThe South African National Defence Force (SANDF) used a good part of its current arsenal to impress visitors on the second trade day of the Africa Aerospace and Defence (AAD) expo.

Aiming at making the “Mini-War” as realistic as possible while keeping in mind that AAD is held at Waterkloof AFB in Pretoria, in essence a built-up area, the size of ordnance used was kept within strict limits. Legislation regulates the size of bombs or rockets that can be used, as large bombs can damage buildings nearby.

The “Mini-War” on Thursday was introduced by dropping of Special Forces parachutists, apparently from the Alenia Aermacchi C-27J Spartan transport plane, which has been reported as a possible replacement for the SAAF’s ageing fleet of C-130BZ Hercules transports. One of these did an impressive steep dive on landing and disgorged a large troop of paratroops, or “parabats” as they are colloquially known.

Two pairs of Saab JAS 39 Gripens and BAE Hawk 120s followed, which demonstrated the aircraft’s fighter capabilities. The Hawk is being deployed in its role as a light bomber as well as its original Lead-In-Fighter Trainer (LIFT). The Gripen is already configured to perform normal air-to-air combat, ground attack and aerial reconnaissance.
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The Rooivalk impressed with its 2 0mm F2 rapid-fire cannon, preparing the way for the air assault. This comprised a number of Denel Oryx utility helicopters, which are a local upgrade of the Aerospatiale Puma to Super Puma standard as well as two Eurocopter BK 117 helicopters, one of which was equipped with a winch enabling it to take a wounded soldier on board or evacuate soldiers.

The airborne troops were equipped with an eight-wheeled rapid deployment logistical vehicle, the Gecko. These vehicles carry troops, as well as heavy weapons systems. Two 120 mm mortars were carried.

The Oryx and BK 117 helicopters then enacted a scene from “Apocalypse Now” where they carried out a simulated air assault using a combination of direct landing, rappelling and fast roping to get their airborne troops in position.

On another part of the runway, mechanised infantry were deployed in six-wheeled Ratel Infantry Fighting Vehicle (IFV) accompanied by the eight-wheeled Rooikat, a locally-built combat reconnaissance vehicle.

The Rooivalks literally flew in circles over the drop zone, showing their mobility as well as their 20 mm cannon. The Oryx and BK 117 helicopters then returned and evacuated the troops in a timeous manner.
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The SANDF is looking to replace a number of its ageing systems, including the Ratel, to be replaced by the Patria AMV, a Finnish design. The South African version, the Badger, will have local components, a South African turret and will be built locally according to reports.
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The SA Army is also looking for a replacement for its ageing Olifant 1b Main Battle Tank (MBT), which is based on the 67–year old British Centurion tank design. South Africa first bought the type in 1957. The upgrade program from Centurion Mark V to Olifant standard began in the 1970s.
http://www.defenceweb.co.za/index.php?o ... Itemid=108
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Re: Armée Sud-Africaine

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SA Special Forces speak on their work and specialised equipment

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Written by Chris Szabo Tuesday, 25 September 2012 09:48
altSouth African Special Forces are normally a very low-profile unit and are publicity-shy, but they put this aside for the Africa Aerospace and Defence 2012 exhibition, displaying boats from the seaward Special Forces application and a Hornet Rapid Deployment Reconnaissance Vehicle (RDRV) from the landward side.

Major Peet Venter described what the Special Forces Brigade does. He said the Brigade was made up of 4 Special Forces Regiment at Langebaan in the Western Cape, 5 Special Forces Regiment at Phalaborwa and the Special Forces School at Murrayhill, north of Pretoria.

He explained that the main task of Special Forces remained reconnaissance. Other tasks undertaken by the unit included support of state departments, either in Africa, VIP protection or actions associated with external deployments; support of external operations; training teams and protection elements; and anti-rhino poaching in the Kruger National Park.

Major Venter confirmed the Special Forces’ presence in Operation Copper, the anti-piracy patrol in the Mozambique Channel, but would not be drawn on details: “Most of the work that we do is training.” This included training of the South African Police Service and to a lesser extent of other state departments.

On international co-operation, Major Venter said: “I’m not aware of any training with regards to information or joining up with American Special Forces, but basically, in the whole Spec Ops environment, training goes in the same manner.”

“We do take cognisance of the things that happen in Afghanistan and Iraq and we take note of the lessons learned there, so some of the stuff influences us, but doctrine and policy and execution of operations and training is Africa-specific. The environment where we work is completely different from what they do and where they deploy.”

“We’ve taken part in exercises in Southern Africa to test the commonality of our Special Forces and those of other countries, either further north or neighbouring countries.

Major Venter introduced the Hornet RDRV, saying it was a product of Project Ambition 1A. “It’s a vehicle supplied to Special Forces for airborne use. It’s a modular concept with removable platform. This referred to a section in the back of the vehicle which could be replaced quickly for troop transport, command and control, light strike actions, or fire support to other Special Forces on the ground. One version, Major Venter said, could carry a Milan III anti-tank missile launcher.

There are three seats in the front, for a driver, a gunner and commander. The left-hand window can be lowered to carry a light machine gun (LMG) and the Hornet can carry a .50 calibre (12.7mm) heavy machine gun. Venter said the top-mounted gun could vary anywhere between a 7.62 machine gun, all the way up to a 20 mm cannon.

“There’s a full communications suite inside the vehicle as well, for instance, team communications.”

The Hornet has a basic mass in of 2 100 kg, and carries a payload of 1 200 kg.It has a Diesel Detroit VM motor and a fuel tank capacity of 100 litres.
http://www.defenceweb.co.za/index.php?o ... Itemid=242
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Re: Armée Sud-Africaine

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Surplus SAAF aircraft for sale

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Written by Dean Wingrin Tuesday, 25 September 2012 08:14
altVarious utility and pilot training aircraft that are no longer required by the South African Air Force (SAAF) are in the process of being disposed of.

The Defence Matériel Disposal Division of Armscor, the State-owned acquisition, support and disposal agency, openly marketed two of the aircraft types at the Africa Aerospace and Defence Exhibition which took place at Air Force Base Waterkloof last week.

On display was an example of the Pilatus PC-7 Mk II Astra turboprop trainer and a Cessna 185 light utility aircraft.

The SAAF purchased 60 PC-7 Mk II aircraft during 1993 for use as ab-initio and intermediate pilot training, with deliveries commencing in October 1994. As the aircraft were fitted with a South African developed avionics suite, they received the local name of Pilatus Astra.

The locally-developed avionics degraded over the years and the original avionic manufacturer was no longer in business. This resulted in the Astra no longer being allowed to fly in Instrument Meteorological Conditions (IMC).

This lead to the original manufacturer, Pilatus Aircraft Ltd, being awarded a contract in October 2008 to upgrade 35 Astras and the provision of associated training aids under Project Ithambo. The first two Pilatus PC-7 Mk II trainer aircraft upgraded under the Avionics Replacement Programme was handed over to the SAAF in July 2010. It was also announced that as the modifications to the aircraft had resulted in the aircraft being returned to the standard configuration used worldwide, the upgraded Astra in SAAF service had been renamed the Pilatus PC-7 Mk II. The final upgraded aircraft is expected to be delivered in March 2013.

With numerous airframes having been written-off in accidents, this left approximately 20 airframes as surplus. It appears that the decision has now been taken to offer these aircraft for disposal.

Any prospective purchaser will have to upgrade the Astra aircraft in a similar manner to Project Ithambo, as the original avionic system will not be supported. defenceWeb has also reliably learnt that the single Pratt &Whitney Canada PT6A-25C turboprop engine fitted to each surplus Astra is time expired and in need of a major overhaul before it can be used again.

Numerous Cessna 185 light observation and utility aircraft were purchased from 1965. These were progressively withdrawn, until approximately ten of the type remained in service in 2006.

However, an electrical fire in the system managers' office at AFB Waterkloof in 2006 resulted in the destruction of all the maintenance records. Unable to recompile the records, the SAAF withdrew all the remaining aircraft from service.

Protracted delays have ensued in deciding what to do with the aircraft, as unsuccessful attempts were made to rebuild the records. Ministerial approval had also to be sought to write-off and dispose of the aircraft.

Armscor has now confirmed that they have received all the necessary approvals to dispose of the Cessna aircraft. However, without the full paper trail, the Civil Aviation Authority will only permit them to be registered in the restricted category. Complicating matters is that the aircraft have undergone numerous modifications whilst in military service.

Armscor are first offering the Astra and Cessna aircraft to foreign countries and they are not available for purchase by private individuals. It appears that at least one country is interested in purchasing the Cessna 185 aircraft, but without engines and avionics, the Astra aircraft may well be unsellable.

Should the Astra aircraft not be sold, the SAAF may decide to break-up the aircraft and use the spares to support those aircraft still in service.
http://www.defenceweb.co.za/index.php?o ... Itemid=242
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