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Index of contents:

Personal Information …………………………………………………………………………………………………………. Page 3

Education …………………………….…………………………………………………………………………… Page 4

Qualification ………………………………..…………………………………………………………………..…… Page 4

Employment History and Information ………………………………..………………………………………………………………………. Page 4

Personal Reflection ……………………………………..………………………………………………………………… Page 10

References Contact Details ……………………………………..………………………………………………………………… Page 11

Attachments:

Copy of South African AME License ……………………………………………………………………………………………………….. Page 12

Letter of Reference (Sonair) ……………………………………………………………………………………………………….. Page 14

Letter of Employment (AMS/Aviacon) …………………………………………….………………………………………………………… Page 15

Dangerous Goods Course (Cat 10Instructor) Load Control (Luanda) ……………………………………………..………………………………………………………… Page 16

Human Factors Course (Latest) ………………………………………………..……………………………………………………… Page 17

PT6 Large Initial (FSI) Wichita …………………………………………………….…………………………………………………. Page 18

B1900 Maintenance Initial (FSI) Wichita ……………………………………………………….………………………………………………. Page 19

DHC6 Twin Otter Maintenance Initial(FSI) Toronto …………………………………….…………………………………………………………………. Page 20

PT6 Small Initial (FSI) Montreal ………………………………………..………………………………………………………………. Page 21

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Number of Children: 3Children’s Names

Cassandra (22) DaughterDonovan (20) Son

Joshua Nhlanlha (6) Adopted Son

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I completed my Secondary education (Matric) in 1975 and during my Apprenticeship training in the South AfricanAirforce, I completed T1 & T2 Technical Training at the Pretoria Technical College for Higher Education.Military duty was compulsory in those years and I joined the South African Airforce and started my Aviation career asan Apprentice Aircraft Fitter. This was a good choice, because it was one of the best training available at that time.We were required to do Theoretical training, Workshop training where we were taught the basics of materials,welding, machining, filing, general workshop tool usage and safety and so forth, and was also given Technical Collegetraining that was required by law. The South African Airforce was by far the best available for apprentice training,and I am very grateful for the training I received there. I later left the Airforce and completed my apprenticeship andwrote my Trade Test while I was employed in the private sector. (Qualifying in the Airforce was not accepted in theprivate sector)

I am a Qualified Aircraft Maintenance Engineer and hold various Aircraft on my South African AME License.A copy of my License is attached for review. The group 4 & group 5 License coverage cover all aircraft form 12,500lbs. down, but my experience goes far beyond that (specific single type aircraft on my License were necessarybecause legislation required to be licensed on a certain amount of aircraft in a group first, before being allowed toapply to write the exams on a full group license.) (This licensing system was based on the British Aviation System)I have also recently (2015) completed the Flight Safety International courses on:DHC6 Twin Otter Airframe,Beech 1900D AirframePratt & Whitney Small Series EnginesPratt & Whitney Large Series EnginesThese Aircraft and Engines will be added on to my license as individual licenses soon. (A copy of these certificates arealso attached)Over the years I have worked on various types of aircraft (as listed below in the companies that I have worked for)

School Completion: Final year 1975

South African Airforce: Period: 1 July 1976 – 31 December 1978 (School for Technical Training, Pretoria & AirForce Base, Pietersburg)Technical College T1 & T2 Tertiary Education, General Workshop Practices, Flight Theory & Practical Experience.Aircraft worked on:Impala MK1 – Aero Macchi MB326 B with Bristol Sydley Viper 22-1 Jet Turbine Engines.Impala MK2 – Aero Macchi MB326 KC with Rolls Royce 540 Jet Turbine Engines.Reason for leaving: End of compulsory military duty – left to do Trade Qualification in private sector.

Comair Services: (Cessna Agents) Period: January 1979 – July 1980 (Rand Airport, Germiston, South Africa)Completed apprenticeship and wrote Trade Test 17 August 1979Duties: Carried out routine scheduled maintenance (100 hr. services and annual inspections) I also became heavilyinvolved with the recovery of crashed aircraft and disassembly before, and assembly after major repairs.

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Aircraft worked on:Cessna: 150, 152, 172, 177, 207, 208, 210, Caravan & Grand Caravan, 310, 401, 402B & C’s, 411, 421 & 421C, CessnaConquest, Cessna Citations.Piper: L-4 Cub, PA-28 Cherokee, PA-280-181 Archer, PA-28R Arrow, PA-32 Cherokee, Piper Aztec, Piper Navajo, PiperComanche, Piper Twin Comanche.Beechcraft: A36 Bonanza Series, B55 & B58 Baron Series.Reason for leaving: I was approached by Wing Airways and offered a higher salary and the opportunity to work orother types of aircraft.

Wing Airways: (Private Airline & Charter Company) Period: July 1980 – July 1982 (Lanseria Airport, South Africa)AME License obtained. (Cessna 402 Series)Duties: Carried out routine scheduled maintenance (100 hr. services and annual inspections) and also refurbishmentof aircraft in our fleet.Dispatch & receiving of aircraft before and after flights. (Line duty)Aircraft worked on:Cessna 340 & 402 Series, Aero Commander 680, 680 FL (Lycoming Piston Engines) Aero Commander 690 A (GarretTPE 331 Turbo Prop Engines) Cessna Conquest II (Garret TPE 331 Turbo Prop Engines) Beechcraft B200 King Air (Pratt& Whitney PT6A-42 Turbo Prop Engines)Reason for leaving: Company was placed under liquidation.

Metro Cash & Carry: (Non-Aviation) Training in Pretoria, Mitchell Street and Branch Manager at Metro Brits)Period: July 1982 – December 1985After Wing Airways, the economy in South Africa was at a very low point and no jobs were available in aviation, Istarted a new career in Wholesale (basically wholesale products for all grocery stores (Food, spices, household goodsetc.) Because of my aviation background with paying attention to detail, I quickly progressed and was sent for mymanager’s course in a record time, which I passed obtaining 4th place in a group of 27. I completed sometime as a“relieving branch manager” (basically - running a branch while the manager is away on leave) and was finally givenmy own branch to run in Metro Brits.Duties: Responsible for running the Branch and accountable for every aspect of the branch. Merchandizing, pricing,ordering, customer care and basically everything.Reason for leaving: I enjoyed working in the sales industry but my passion was still aviation. I was approached byTechno Commander Maintenance and offered a job back in aviation, which I decided to take. The salary wasbasically the same but aviation and its diversity was more interesting to me.

Techno Commander Maintenance: (Maintenance workshop) Period: February 1986 – July 1991 (LanseriaAirport, South Africa)Duties: My first duties at Techno Commander Maintenance was to strip aircraft and then to crate them for export.This was the back end of the economic situation that South Africa was in. I was also promised a position asMaintenance Engineer once the crating was completed. After about 3 months, I was moved into the hanger foraircraft servicing. I was also soon moved into the aircraft rebuilding section because not to many guys were willing totake on the responsibility of doing this type of work. I was also involved with the recovering of aircraft after theiraccidents and doing field repairs for our customers.During this time I also briefly left the company to become a Private Engineer for a wealthy person that owned aLockheed JetStar 731, King Air 200, and a Bell Jet Ranger Helicopter. This however lasted for only 6 months and I wasonce again approached by Techno Commander Maintenance to return and was offered the position of WorkshopForeman with a 10% share in workshop profits. (I was thankful for the private engineer job but it was too slow andnot much maintenance)National Airways Corporation bought the controlling shares of Techno Commander Maintenance and becameSpecialised Aero Maintenance.Aircraft worked on:Cessna from 150’s to Cessna 404 (basically the whole range)

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Piper 28 Cherokee to Piper Chieftain, Malibu and Piper Aerostar (basically the whole range)Beechcraft Bonanza, Baron, Duke, King Air C90 & F90 through to King Air 200.De Havilland DHC6 Twin Otters.Reason for leaving: I was transferred to National Airways Corporation in Durban, one of the branches of the mothercompany. They had major clients with a few King Airs and I was needed to be Workshop Foreman in the TurbineSection.

National Airways Corporation: Beechcraft Agents (Maintenance workshop) August 1991 – February1993 (Virginia Airport, Durban, South Africa)Duties: Workshop Foreman in Turbine Section (South Hanger) in change of hanger and engineers (9). My dutiesincluded delegation of workload, overseeing all maintenance, completion of Aircraft Logbooks and invoicingpaperwork, dealing with customers, dealing with CAA (South African Civil Aviation Authorities) and general runningof the hanger.Aircraft worked on:King Air C90, F90, 100, 200 and King Air 350.We also worked on any overflow from the Piston Engine Workshop.Various component overhauls – Landing gear, Starter Generators, Alternators, Magnetos, Hot Section Inspectionsand also aircraft refurbishment.Reason for leaving: As I have had a very successful career up to this point, I thought it only natural to try my hand ofowning my own company.

Gismo Keyring Manufacturers: (Non-aviation) Period: March 1993 – May 1996 (Durban, South Africa)I had the opportunity to go into business with other partners and we established the Keyring ManufacturingCompany. We acquired several wire forming machines and also acquired various machines to manufacture all theequipment necessary to produce high quality keyrings for the advertising industry.My experience that I obtained during my apprentice training on various machines like: Lathes, Milling machines,Surface grinders and material hardening came in very handy, but we were not prepared for the financial costs ofstarting such a business.After several financial and mechanical setbacks, I could no longer afford to be in such a volatile situation and decidedto sell my share of the company. I managed to work for a Tool and Die company for a few months to get enoughmoney together to once again return to aviation. The only position available was as a Maintenance Engineer withNational Airways Corporation at Rand Airport, Johannesburg, South Africa.

National Airways Corporation: Beechcraft Agents (Maintenance workshop and Company Head Office)Period: June 1996 – May 1997 (Rand Airport, Johannesburg, South Africa)Duties: Licensed Maintenance Engineer. Servicing and maintenance on customer aircraft and preparation of aircraftfor delivery to new owners. This was the Head Office and also the main sales office for Beechcraft in South Africa.Aircraft worked on:All Beechcraft models from Beechcraft Musketeer to Beech Jet (Mitsubishi Diamond).Several Landing gear overhauls, Hot Section Inspections and modifications.Reason for leaving: Shortly before leaving National Airways Corporation, I was transferred back to the DurbanBranch where I was approached by a previous customer who owned a company that was contacted to the UnitedNations World Food Program and was operating in Luanda Angola. He offered me a position that was financially verylucrative and I accepted the offer.

BalmOral Maintenance Services (Pty) Ltd: (Contract Maintenance) Period: June 1997 – July 2003(Contacts Company based at Virginia Airport, Durban)Duties: Assist with the establishment of a maintenance facility and setting up the documents required for theworkshops. Getting the facility operational and conduct maintenance on the aircraft to be used on the contract. Thecontract was based in Luanda, Angola and therefore a satellite base had to be established as well for themaintenance to be done there on an ongoing basis.

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After the setup of the Maintenance Base was completed and the contract had started in Luanda, we noticed that thequality of maintenance carried out in Luanda was a varying levels. Engineers would go up for tours and it becamenoticeable that some engineers were not doing proper maintenance, while others would suffer during their rotationsto catch up on neglected maintenance. It was decided that we would require a dedicated engineer to be stationed inAngola for an extended period before he would come out on leave, and, this was of course not well received.

I volunteered for that position and moved my family to Luanda where we ended up staying for three and a halfyears. I was the sole engineer with a fleet of 4 x King Air 200’s, 2 x Cessna 208 Grand Caravans, 1 x Piper Chieftain.Local staff was recruited to assist me with aircraft maintenance, aircraft movements and also washing of the aircraftregularly. Our company also had a Lear 25 that was used for Medivac purposes (Medical Rescue Institute) and I wasalso responsible for the aircraft’s “turn around” and minor snags that arose.

Aircraft would rotate back to Durban for every 3rd Inspection, Major repairs and general touch ups that could not bedone in Luanda. This was a very difficult time because there was still a civil war raging in Angola and flying there wasvery dangerous. This was also the reason why the United Nations World Food Program was deployed in Angola atthat time. In December 2000 I ended my stay in Angola and returned to the Durban Base because my daughter wasto start Primary School, so I again ended up back at the hanger as Alternate Chief Inspector and also in control ofAircraft Documentation and Maintenance Programming and Control. All the Computer generated documents that Idesigned while in Angola was implemented into our facilities documentation and we also implemented a computerbased Maintenance Program during this time.

During my time in Angola, I was used various times by the local companies to assist with problems and snags thatthey were having difficulty with. This has made me quite well known in Luanda, and I was eventually recruited byAero Management Services Ltd. which is based in Switzerland and had a contract to service the aircraft of SonAirAngola. I was offered the position of Project Chief Engineer for AMS which I accepted.

Aero Management Services Ltd: (Maintenance facility for Oil Industry based flying) Swiss based companyfor contracted maintenance in Angola) Period: August 2003 – October 2015

Duties: Initially, Project Chief Engineer. My initial mandate was to establish a better working relationship betweenSonair and AMS. This goal was achieved and the fleet grew from 4 x Beech 1900D’s to 13 x 1900D’s. We alsooperated a fleet of 9 DHC6-300 Twin Otters. Dealing with the various Oil Company auditors was a weekly task.

In order to better understand the situation with Sonair, a bit of explanation is required.

Sonair is the “air wing” of Sonangol the Government owned Oil Company of Angola. Whilst many International OilCompanies are operating and exploring Angolan offshore oilfields, Angolan law requires external companies to useonly Angolan registered aircraft. Thus, Sonair was the supplier of aircraft to all the various oil companies. These alsoincluded a large number of helicopters that would take crews to the drilling and pumping platforms. Sonair alsoowns 2 x Boeing 737-700 aircraft that was mainly used for internal flights to various cities. The Twin Otter fleet wasmainly used for the government and governors of the various districts. Many internal airports were not developedand the Twin Otters filled this task primarily. Some B1900’s and Twin Otters we also used for charter work.

With Sonair dealing with various oil companies, the standard of maintenance was required to be within theprocedures and standards described in the Oil & Gas Producers (OGP) guidelines. Angola having gone through aregional war had to rely heavily on Expatriate personnel, and this is the gap that was filled by AMS, Jet Managementand Heli Union. AMS was responsible for the B1900’s and Twin Otters.

As Sonair grew as a company, the necessity to develop into an ICAO Certified Company laid a heavy burden on thelocal personnel and we were often used in areas not covered by our original contract to help them with this task. Iwas therefore heavily involved with various other projects that was not always part of our job/contract descriptions,but our company AMS supported this because it was assisting our client, and our involvement grew greatly. I for onewas moved many times between various departments where my experience could be used to help identify problemareas and assist to get new systems developed and implemented. I was also heavily involved with the designing and

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construction of various internal documents and the implementation of the Company’s Manual of Procedures. BelowI will list some of the documents that I was responsible for developing, implementation and maintaining of.

Documents: This will include the documents for both B1900 & Twin Otter Fleets.

Approved Maintenance programs. MEL’s (Minimum Equipment List). Different for each aircraft because of equipment installed and required

equipment by different Oil Companies. List of Accidents and repairs per aircraft. (Logbook research) List of Modifications per aircraft. (Logbook research and updates as Mods were done) Complete Airworthiness Directive list for each aircraft, including dates complied with and a copy of each

logbook entry confirming the implementation of each AD. Complete Service Bulletin list for each aircraft, including dates complied with and a copy of each logbook

entry confirming the implementation of each SB. (The AD & SB project lasted for a bit more than a year)Although each aircraft came with a compliance list, Sonair and the Angolan Civil Aviation policy required acomplete list with evidence for each aircraft. This was a major task and took a long time.

Buckle and Dent Charts (Damage and repair) history of each aircraft. (I also did the Charts for the Boeing 737aircraft).

Various Maintenance related forms like: Aircraft Ground Run Sheets (Auto Completion of parameters dependent on daily conditions). Hot Section Inspection Sheets (Average calculation auto completion). JetCal Sheets (Instrumentation calibration sheets). Weekly & Daily Aircraft Inspection sheets. Wheel striping and assembly and NDT Sheets. Tool Calibration tracking and record sheets. Engineers Toolbox control sheets. Maintenance Manual status and update tracking history sheets. Weight & Balance Sheets (Auto Calculating) Propeller stepdown and assembly sheets. Propeller build procedure and report. Reliability reports. Fleet usage reports. Various other procedures and control sheets. Staff evaluation forms

During my time spent in the Quality Control Department, I also designed and implemented the followingsheets and was responsible for the following:

KPI (Key Position Indicators) Inspection sheets. Inspection of KPI related areas and analyzing. Implementing and overseeing problems noted. (Self-

generating report on completion). General Auditing of hanger facility and equipment. Auditing documentation, inspection sheets and inspection programs. Dealing with Auditors from various companies. Tracking and liaising of Expat Engineers Tracking sheets consisting of the following areas:

o Passport & Visa status.o Maintenance ongoing training with relation to the requirements for the Angolan CAA and the

Engineers National License.o Local training requirements: First Aid, Fire Fighting, Procedures manual training and Health and

Safety requirements (SMS).o Dangerous Goods training – I also did a Dangerous Goods Cat 10 Instructors course for this

reason. (Organized and paid for by Sonair)o HR (Human Resource) Training.

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o Application for Local Authorization Licensing with Angolan CAA. I was also responsible for starting an “on-line training” program (ClassMarker) to eliminate the

problem of engineers training. With the expats all working different tours, it created a problem forgetting ongoing training done with all the various manuals and procedures and changes. The “onlinetraining” eliminated that problem as engineers could always do the training online and be up to datewith the latest information and procedures. I also included the latest Manufacturers Communiquesand Mandatory SB’s & AD’s to keep staff up to date with the latest maintenance informationavailable.

On my recommendation computer base stations were implemented on the hanger floor with all therelevant maintenance documentation in electronic format. (The upkeep of these computers alsobecame my responsibility)

I was also involved with the drawing up of the presentation and extent for the refurbishment of some ofour B1900’s and Twin Otters.

During my time as Chief Project Engineer I was also involved with travelling to Hawker Beech in Wichita forinspection and final acceptance inspections of some of our newly acquired B1900’s after sale andrefurbishment.

I also did the evaluation of 5 x B1900 aircraft at Big Sky Aviation in Cincinnati which led to the purchase of 4of these aircraft. I was also involved with the acceptance inspection on some of these aircraft in Wichitaafter refurbishment.

I was also involved with the Inspection and overhaul criteria of some of our engines at the overhaul facilityof Standard Aero in Winnipeg Canada where we held meetings on Mods and SB implementation.

When I arrived for the first time at Sonair, we (AMS) were responsible for the Maintenance program andtracking of the maintenance and the program we used was Winair. Sonair however bought their ownprogram (AMASIS) and I was heavily involved to get the AMASIS program implemented and all of our fleetestablished and running on this system. Sonair also used the SAP Program to keep track of the Financialsand Stock (logistics), and I was also familiar with the use and implementation of certain areas of thisprogram.

Because of my computer skills I was approached many times by Sonair to create reports and analysessheets of various sectors which were often used for Top Management presentations and included reportsfor the mother company Sonangol. (This of course were not made known as I was an Expat and some of theinformation was sensitive)

My last position was in the Engineering department and I was busy with the reconciliations of all themaintenance tasks regarding the Boeing fleet. I was used to reconcile maintenance tasks that was given byBoeing that was specifically designed for our fleet and adding it or amending them to what was loaded onthe AMASIS program. The tasks recorded was a mess and I was called in to sort it out and to get theprogram running smoothly. (This however was not completed by the time that I left)

Reason for leaving: Because of the drop in the global oil price, the company (Sonair) ended up with a major financialdecrease from income as flying became greatly reduced. Oil companies reduced their flying greatly and even shutdown some of their exploration rigs and pumping stations. Due to this situation the expatriate staff was reducedfrom 38 to 23 (15 positions were retrenched) on 13 October 2015. (Thirty (30) expat pilots’ positions were also cutdown to 3, keeping only instructors for training purposes)

When it was noted by some managers in the Sonair that my name had appeared on the retrench list, I was contactedby several Sonair Department heads and asked not to seek other employment as the situation will be reversed andwould merely be a formality. I waited for 4 months and received a call on the 5th of February that due to thecontinuing drop in oil prices, that SonAir’s Financial Director has made the executive decision to stop any re-employment and that they are discussing the action of cutting the present expatriate numbers even more. I receivedthis information via a telephone call from a former Department Head and friend, as they felt that sending an e-mailwas to un-personal and that a personal call would be more appropriate.

This obviously was not foreseen as I did not consider this to be an outcome, and has placed me in the situation toseek other employment.

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I have included this section into my CV to describe what I feel are important personality traits that I have. I have overthe years of my aviation career worked for many different companies and changing employment was always tobetter myself as an engineer and getting more experience in different sectors of aviation.

For instance: Whilst employed by Techno Commander Maintenance, I noticed that with every aircraft in formaintenance, considerable time was spent on doing AD &SB research. Bear in mind that in those days, computerswere not available as a tools as they are today, and research was done basically by paging though the variousmanuals to establish compliance and status. I realized this was an area that took a substantial amount of time andthat there should be an easier way.

I took it upon myself to do a list of all the AD’s & SB’s along with a description, applicability to aircraft type and serialnumbers, compliance and whatever pertinent information was available or applicable, thereby establishing a list thatwas cumulative and that could be used in the future to easily check the status of applicable AD’s & SB’s. I did this allafter hours and when it was completed, it was greatly accepted by my then employers.This and other similar actions on my part eventually led to myself being promoted to workshop foremen. It wasnoted by the company that I was self-driven and was motivated to instigate and amend procedures that has been inplace for decades and never updated or adapted. I enjoyed the challenges that was posed by aviation and wasmotivated to tackle issues that was mostly ignored by others.

I also had the privilege to have an excellent mentor in my early years of aviation, Mr. Steve Bell, and he taught methe importance of first studying and understanding an Aircraft’s system and the immense beneficial implications ithas in the aviation. I have made that principle one of my own, and it has helped me greatly through the years. I dohowever have to credit the foundation of this to him.

In 1997 I bought my first computer and very much enjoyed the doors that it had opened. My computer skills are self-taught and I have been complemented by many for the skills I have acquired. I have spent many hours and longnights to understand and use programs, as basically, the “understanding systems” foundation very much played arole in this area too.

My Microsoft Office skills as regards to Excel, Word & PowerPoint has been noticed many times and this would alsobe a reason why Sonair used me so extensively in various departments of the company. I have also worked with VBAand designed User Forms but to a lesser extent. I have created several Training Presentations in PowerPoint for thecompany and was always complimented on the quality of my work.

Please do not understand me wrong. I am not by any means bragging, but I have been complimented many times onthis and I am sure your company would hopefully come to the same conclusion if I was given the opportunity toprove it.

I am a punctual person, and prefer to be at a meeting 15 minutes before rather that 1 minute late. During myemployment at Sonair I preferred to work my own hours which was from 5:00 AM to 17:00 PM mainly because ofthe workload I was under. I also preferred to work on 6 weeks on and 4 weeks off rotation rather than the standard6 on 6 off rotation. These changes was accepted and also appreciated by the Sonair Managers as they clearlyunderstood my self-drive. During my employment at Sonair I have had many privileges, because I was well respectedfor my conduct and professionalism and Sonair has demonstrated their appreciation on various occasions.

My Aviation careers has always been hallmarked by my preference to do the extra-ordinary rather than the ordinary.I would always prefer to do the rebuilds, modifications or the implementations of AD’s and SB’s rather than thenormal run of the mill type of servicing. Fault finding and snag rectification rather than the normal maintenance. Ialways prefer to tackle a challenge than to avoid it. I am also known for going the extra mile, and that is a trait that Iinherited from my father and was also supplemented by my mentor Steve Bell.

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I have given various instruction classes but I am not a qualified instructor (Except for Dangerous Goods Cat 10),although it could be a future interest.

I have always given my best to any company that I was employed at and although my career is not my primarypriority I am well aware that my career provides my finances.

I am not a social type of person and would rather prefer to read or watch educational programs instead.

I love my family dearly, and my greatest goal is to be a decent role model for my children. Our adopted son is abreath of fresh air in our lives and has been one of the best things we as a family has done.

Hobbies:

Reading educational material and Prophecy. Woodwork and crafts (Pewter Embossing, building models) General home improvements. Refining my computer skills. Doing voluntary repair work and building special projects at the home where our son was adopted from.

Please feel free if any additional information or reference letters are required. I have included a reference letterfrom Sonair as they are the people I worked closely with.

Endorsements from people that know me can be viewed on my LinkedIn profile.

Thank you in advance for your time and attached please find recent valid certificates for training done.

Reference Contacts:

SonAir Aviation (Luanda, Angola)Snr. Candido Van-dunemFixed Wing Maintenance Manager – SonAir SARL (Luanda, Angola)Tel: +244 2266 91015Cell: +244 9233 55545e-mail: candido.van-dunem@sonangol.co.ao

Aero Management Services Ltd. (Zurich, Switzerland)Mr. Johan KotzeMaintenance Manager for ContractsTel: +41 4481 55402Cell: +41 7939 51804e-mail: johan.kotze@flyams.aero

Other references can be provided on request.

Training Certificates can be supplied separately as there is a size constraint on many websites and the size needs tobe kept below 2MB for this reason.

Samples of created Maintenance Documents & Training PowerPoint shows are possible, but due to the fact that theywere created for another company some of it information is sensitive and will only be shared as evidence forseriously interested employers.

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