PMB Aero Club

The Pietermaritzburg Aero Club is an independent, non-profit organization aimed at fostering aviation in general and at providing flying to its members at the lowest possible rates.



Disabled Friendly




Team Building Facilities


Family Friendly


The Pietermaritzburg Aero Club is an independent, non-profit organization aimed at fostering aviation in general and at providing flying to its members at the lowest possible rates.

The club operates a fleet of Cessna aircraft which is reviewed from time to time in keeping with its changing needs. In general, flight training is conducted on a two-seat high-wing Cessna 150 trainer, and full-time instructors are available throughout the week and weekend. For licensed pilots and advanced pupils two four-seater Cessna 172s, and advanced training aircraft are available.

The Club is based at the Pietermaritzburg (Oribi) aerodrome, which boasts a 1580m tarred runway, but which is conveniently out of the way of heavy commercial air traffic, yet is still serviced by the Airlines. This means that student pilots have the advantage of learning at an airport with commercial traffic without the disadvantage of long delays caused by heavy commercial air traffic. You don’t get better than this. About Us
Club House

On the social side the Club has a modern, comfortable clubhouse, a licensed pub and a swimming pool, where various functions, including the well known solo parties are held. Social life, however, center’s largely on Friday evenings when aircraft owners and other club members usually get together for an evening of hangar-talk. The club house is available to members for private functions, please contact the office for reservations.


In order to utilise the clubs aeroplanes and facilities an individual must become a full of member of the club. This can be applied for at the clubs offices by filling in the relative forms, these forms need to be proposed by an existing member and must be accompanied by the applicable fees.

The Committee

The Committee has seven voluntary members who are responsible for the smooth running of the Club and the Flying School. Elected positions are Chairman, Treasurer, President. Click here to find out more about our Committee Members.

Flight School – Pilot Training

We are a Part 141 Approved Flight Training School – CAA/0029

Trial Lesson / Introductory Flight

Never been in a light aircraft before? Well then a trial lesson would be an ideal start for you. The lesson is designed to give you your first sensation of flying. An experienced instructor will show you how incredible it feels to be in control of an aircraft and may let you take control yourself! The lesson, which takes around an houe, includes a half hour flight briefig, and just under half an hour flight time. The flight time can be credited towards your total time needed to obtain a private pilots licence. We are certain that a trial lesson would convince you that flying is something you CAN do. Book a trial lesson NOW!!

Know someone else who wants to fly? Why not purchase a trial lesson for them. It’s the perfect gift for anyone, from the flying enthusiast to someone who has never flown before.

Training Offered

·         Private Pilots License

·         Night Rating

·         Commercial Pilot License

·         Multi-engine Rating

·         Hire and Fly (for Qualified Full Members)

·         Private Pilots License

Whether your goal is to obtain a license for recreational purposes, perhaps flying family and friends around or whether your goal is to make aviation your career someday and become a commercial pilot the Private Pilots License is the place to begin.

Let us help you obtain your dream to fly. It is possible for your aviation journey to be easy, affordable and most of all FUN.

Our courses are tailor made to suit YOU. for a dedicated full time student, a PPL license can be obtained in a matter of 12 to 16 weeks. However the course can be stretched out over a period of months to suit those who are working, studying or still in school.

The Night Rating

This is the next logical step for you, the experienced Private Pilot to do, this will allow you to fly after dark during visual flight conditions. It is a rating that needs great respect as night flying can be a very dangerous and hostile environment. Our course is designed to amplify your training and experience to a higher level of responsible flying. The end reward being a qualification that will allow you to experience the beauty of flying under the stars, perhaps on a moonlit night over our countries shimmering town and city lights.

Commercial Pilot License

Once your PPL is complete, your first step towards your CPL is your night rating. You can choose to do your CPL with or without an Instrument Rating depending on the career path you plan to follow. A CPL qualifies you to work as a professional pilot.

Ground School

Pietermaritzburg Aero Club offers Ground School to student pilots on a request basis. You may self study, or do our course, which is highly recommended and makes the studying a lot more fun.

Club History
By Martin Hellberg (Treasurer)

The 1930’s

30 May 1938

44 persons from various walks of life met in the Supper Room in the City Hall, they resolved to form the PMB Aero Club. The chairman of the first meeting was Mr J H Farrant, chairman of the Publicity Association. Mr Percy Holt was available as the first flying instructor.

In late 1938 the first Air Pageant coincided with Centenary celebrations of our city. To popularize flying all paid up members were offered a free flight in the Gypsy Moth.

14 June 1937

First committee meeting at which Mr B Henwood was elected the Chairman of the Club.

The 1940’s

August 1940

Club activities suspended in August 1940 B WW2.

November 1945

15 November 1945 a further meeting held in the Supper Room to resuscitate the Club.

Suggestions to establish a feeder airline service from PMB, but regulations limited scope to SAA who were not interested.


Shell connection started some time prior to 1948.

The 1960’s


Swimming pool built by Hugh Stocks.

May 1961 Ann Moggridge became first female in PMB to fly solo under the watchful eye of a very youthful Colin Campbell.


Bought C172 ZS-FXX.

The 1970’s


Bought C150 ZS-ILH

Bought C150 ZS-JBN


Mel Barker was employed by the Club as instructor and wife Ria started serving meals from our kitchen facility.


Bought C172 ZS-PAC


My association with the Club started with my first flying lesson on 30 March 1975 in C150, ILH. Those were the days before VAT, GST and ATC. The Club used to pay a fixed monthly landing fee which covered all landings for all Club aircraft. The gross cost of hiring a C150 was R13 per hour while a C172 was R15 per hour without any other add-on costs except the instructor. For the pleasure of Mel’s company, there was a further R5. CFI was John Hoskins who acted in a part-time capacity, and the second full-time instructor was Joe Trygg.

In other words, when I started flying, our oldest aircraft was just 6 years old and the others were 4 and 2 years old. Unfortunately Cessna stopped producing single engine aircraft in the early 80s and the good care of aircraft fleets since then has been largely dependent upon good maintenance rather than replacement.

In December 1975 I did my PPL flight test with John Hoskins. The whole licence, including books, flight computer, etc., had cost the princely sum of R900. Today that will get you 1 hour dual in a Jabiru, but you will have to find additional finance to cover the landing fee.

John lived under short final 16. Shortly before dawn on New Year’s Day 1976 he was awakened by one of our C150’s doing some very low flying as it came to land. John leapt out of bed and rushed up to the airfield to find one of our instructors (not Mel) having just returned from a very festive New Year’s Eve party at Virginia. John did his duty as CFI, and none of us ever saw that instructor again!


Bill de Groot took over the maintenance of the Club aircraft.


The Treasurer=s report records that at the end of 1979 Shell was owed R23 000 and was threatening to close down supplies, the Club had an overdrawn bank account, and recognized the need for someone suitably qualified to look after the administration of the Club in order not to be led astray by secretaries whose confidence exceeded their abilities, as had happened that year. It also referred to the legal action being taken against a previous Treasurer who was unable to account for missing funds.

The 1980’s


The Club hosted the State President’s Air Race. Brenda Howett obtained her CPL who years later became the first female pilot employed by SAA.


In October 1981, FXX had an accident and she was almost lost when it was found that the aircraft were significantly under-insured. Treasurer Harry Pratt and John Hoskins saved the day, and the fleet insurance was increased substantially.


In early 1982 I was approached by Harry Pratt, and asked if I would consider taking over his portfolio at the AGM. I did, and I have been stuck there ever since! What follows is a history of aircraft, secretaries, events and anything else since March 1982 that crosses my mind as I write. 1982 was a torrid year and also a watershed year. Points which stood out in that year follow;

Not only was FXX under-insured, but when repairing her, bad corrosion was found in the wings. This created further unexpected cost.

Magnum Airlines introduced turbine powered aircraft, these were refuelled from drums until we had satisfied Shell that we would sell at least 15 000 litres of jet fuel each month. Shell then provided us with an underground tank for Jet-A1. As they would only supply on a COD basis, we had to find R15 000 in October to pay for the first load of jet fuel. As part of the deal to supply turbine aircraft with fuel, we had to make the whole refuelling operation far more professional and provide a service to Shell’s required standard. Until then we had employed just one refuelling attendant, Albert Ndlovu. All quality control checks on fuel were done by either Mel or the secretary. They also received the tankers of fuel. Their job descriptions were different then. To meet those standards, we employed a refuelling manager, John Rogers and two more refuelling attendants.

In mid-November Heather Sterling took over the secretarial reins. Extensions were made to the secretary’s office, creating what you see today.


1983 saw a special general meeting to approve the closing in of the pub area to satisfy the requirements of the Liquor Act to obtain a liquor licence. That project cost R3 100. The minutes record Steve Crutchley and Hugh Raw as being main players in the successful completion of those changes. It was agreed that the pub would be open on Wednesdays, Thursdays, Fridays and Sundays.

Noel Harper announced her resignation as Telstar editor, having faithfully penned the news for 8 years.

The Guy who designed this website was born.


The liquor licence was granted in April. Comair commenced services into PMB on 1 February 1984 with their F27 Fokker Friendships. Fuel sales hit new records, selling over 1 million liters in a year for the first time. C172 PAC was written off in an accident in a hot and high incident. We received R17 000 from the underwriters. Consideration was given to replacing PAC with a Grob 109B motorized glider. After test flying that and a recent model C172, we chose the C172.

The options for the C172 were a 1981 model, KVW for R48 000 or Louis Grove’s 1983 model, KNI for R49 000. In December 1984 we took delivery of KVW. She is presently insured for R600 000.

It was about this time that we trained our first Black student, Tembelani Sigcu. Sadly, sometime after obtaining his Student Pilot Licence, he was killed in a car accident.


New regulations regarding aircraft maintenance facilities had been published. In order to continue to use the services of Bill de Groot, we had to upgrade many aspects to become an accredited AMO. Thanks mainly to Bill’s efforts, our AMO licence was granted in February. In June Heather resigned. She was replaced by a secretary whose name escapes me, who stayed for only a short while, and left on 24 hours notice. Millie Madden took her place in August. Although some people found Millie a little abrasive, I thought she was wonderful. It was that abrasive characteristic which ensured that our debt recovery was better than it had ever been. Noel Evans joined us as a part-time instructor. Telstar was maintained by Heather Sterling. The pub was manned by 16 volunteers. Michael Najbicz made the first of a few donations, the return on which is used to fund prizes in spot landing competitions. Between 1985 and September 1992 he donated R3 500 to the Club. Our gross receipts exceeded R1mil for the first time. Fuel sales hit another new record, selling 1 079 000 litres. Unfortunately with the demise of the Comair service, that was the last time we exceeded 1 million litres. The average today is about 700 000 litres per annum.


In July we acquired a third C150, JKK, a 1976 model, for R21 280. Today she is insured for R300 000! We suffered a robbery and lost our TV and music centre. Adriaan Els supplied and fitted burglar bars to the pub and Steve Crutchley made a diabolically clever lock-up system for the replacement TV. The hangar was extended at a cost of R16 000 to accommodate 5 aircraft.


Paul Leaker followed Heather as Telstar editor. The minutes record that Heather was running the kitchen in 1987, but I’m not sure when she took over from Ria.


JBN’s engine self-destructed, requiring expensive repairs. Fortunately Mel and student were on the runway when it happened. Signed up 70 new members. I think this is the highest in a single year. Dave and Paddy Hocking brought a friend to the pub one evening. A year later I married her.


The bar was extended in the direction of the pool, to its present design.

Comair abandoned the PMB route and Magnum resumed services.

George Talbot started part-time instruction at the Club.

Rob Payne succeeded Paul Leaker as Telstar editor.

The 1990’s


In March we purchased Louis Grove’s C172, KNI, for R150 000, the same aircraft offered to us 6 years earlier for just R49 000. She is presently insured for R500 000. Fleet utilization was 3 000 hours for the year, a record which has not been seen again.


FXX was sold for R53 000. Club membership reached a record high of 408 members. Chairman Dave Campbell, Willem Young from Shell Aviation, two municipal officials and I met at the official’s request. They wanted to introduce a levy on fuel sales to boost the city coffers. After a lengthy meeting where we went round in circles for some time, Willem Young put it in perspective when he said, Mr Counselor, I want you to understand that what the Pietermaritzburg Aero Club sells in 1 year takes us just 45 minutes to put into 2 Jumbo Jets at Jan Smuts Airport. If you want to make things difficult for us, we will withdraw the service and I assure you that no-one else will be prepared to invest in the low turnover here. Now do you want to shut down aviation in Maritzburg? The officials left and no levy was introduced .Heather Sterling, besides maintaining the kitchen, took on the responsibility of improving and maintaining our grounds. Karl Jansen left us with a bad debt of R4 700. Through the office of John Campbell, a judgment was secured. I believe a judgment lasts for 20 years, so if anybody knows where Karl Jansen is, please let me know. We have only 3 years left to recover that debt. The Receiver of Revenue issued us with a demand for almost R12 000 for alleged unpaid GST. Many hours of research later I was able to show them correspondence going back to


initiated by Noel Harper trying to obtain clarity on how the legislation should be applied to flying training, and convinced them that we had submitted returns in good faith. My appeal was successful and the demand dropped to R4 300.Brenda succeeded Millie as secretary.


Honorary membership was bestowed on Dave Hocking after having served on the committee for 10 of the preceding 11 years and being very active in organizing flying competitions. Michele Cameron was elected onto the Committee, and is still serving the members today, 16 years later! Bill de Groot retired in October. Telstar was edited by Lynton Hall and Dave McCash.


Following the discovery that cash had gone missing during 1992, our secretary left us and criminal charges were laid. The committee decided that for security reasons, we would in future employ a full time secretary and half-day bookkeeper who would to some extent check on each other. Debbie du Toit was then employed as bookkeeper and Kathy Mommen as secretary. This system proved itself when we found that Kathy=s fingers were in the till to the extent of R6 600. More criminal charges were laid, and on conviction, she repaid the full amount to the Club. Jimmy McGlinchey resigned and was followed by Hannes Louw who not only took over the fuel duties, but also took over the AMO and maintained our aircraft. Ed Szudrawski also followed Dave McCash as Telstar editor. The Council increased the fuel site rental from R750 p.a. to R515 per month. Shell refused to accept this 724% increase, and since then we have had to accept the expense to maintain the facility.


Wendy Montgomery took the position vacated by Kathy. Saturday pub nights ceased to exist. Ryan du Preez followed Ed Szudrawski as Telstar editor. We purchased Piper Arrow FWK for R135 000. Fleet hours hit an all-time low (at that time) of 1 317 hours.


8 nominations for 3 committee member positions at the AGM. Possibly the most contested AGM ever. Barry de Groot was one of the successful nominees, and subsequently served on the committee for 12 consecutive years.


A mobile tanker was provided by Shell to improve service delivery to turbine aircraft. Dave Solomon assumed editorship of Telstar. The kitchen closed temporarily on the transfer of Heather Sterling. Hayley Newman was appointed as bookkeeper when Debbie du Toit left PMB. Alistair McIntosh was elected onto the Committee, and is also still serving the members, 12 years later.


FWK was badly damaged in January after a failed take-off from the airport and was out of service for 10 months. Shortly after re commissioning, the nose-wheel collapsed and she was out of service for a further 5 months. The kitchen re-opened under the culinary skills of Robynne Louw. Hannes Louw resigned as refuelling manager and was replaced by Frank Roxburgh.


Johnny Hill replaced Frank as refuelling manager in May. We stopped paying landing fees from 1 May when I found that, in terms of our lease agreement, we were not required to pay them. Municipality threatened to cancel the Club lease if we did not close the sales facility from the kitchen, a service which had run almost continuously since 1972.

The security gate between the Club and apron was erected, cutting off the previous unrestricted access to the apron. Sharon Blyth took over as bookkeeper in June when Haley immigrated to Australia. The Municipality increased the rental for the fuel site more than three-fold. The Attorney-General advised that as 6 years had passed since funds disappeared while under the care of the secretary of that time, and as it would take at least another year for the case to reach the over-crowded courts, he declined to prosecute.


The flight training facilities were upgraded to meet new regulatory requirements, with a new briefing room being established, and a Manual of Procedure compiled. The hangar doors became difficult to open and close. After a R22 000 quote to replace them, Steve Crutchley and Keith Mitchell spent just R2 000 on parts and cured the problem. C150 ZS-ILH was sold for R110 000 excl VAT. Richard Franz replaced Dave Solomon as Telstar editor until his return to Zimbabwe, where after I assumed the mantle of editor. Established a web-site. Lost the landing fee battle with the TLC and had to pay the arrears.

The New Millennium


Hannes Louw closed his AMO facility in January. Since then the Club has out-soured all its maintenance. The Municipality increased landing fees by 73% in an un procedural manner, and the second battle of the landing fees commenced. Sharon Blyth resigned when her family left PMB and Wendy Montgomery assumed the joint responsibilities of secretary and bookkeeper. Piper Arrow ZS-FWK was sold for R278 000 + VAT.


After 4 years of frustration with Municipal bureaucracy, we eventually received permission to erect the fuel hut, thereby improving our service to fuel customers. Julie de Klerk replaced Wendy Montgomery who left us to pursue a career in aviation. Brenda Howett, who learnt to fly at our club many years ago, became the first female captain in SAA. Michelle Steil assumed editorship of Telstar in August.


In January the Municipality gave us less than 2 weeks’ notice to cease using the kitchen to sell to the general public, failing which our lease would be terminated with immediate effect. We had no choice, and a service which had been reliably run with almost unbroken delivery for 30 years came to an abrupt end, never to re-surface. Also in January, we took delivery of a new 2 seater Jabiru, ZU-PAC, which Steve Crutchley maintained until he retired to Plettenberg Bay. Damian Budd assumed the role of editor of Telstar. The pub ceased to operate on Sunday nights.


Paid a settlement figure of R65 000 in respect of arrear landing fees. For 6 months we discounted the C172 rates by R100 per hour, about 15%, to test the response in utilization. There was none. All we achieved was to give up R20 000.


Albert Ndlovu retired from his position of fuel attendant after 30 years faithful service. Tiled the office and dining area after (almost) annual floods had permanently wrecked the flooring.


Rental for the fuel site was increased by 25% and back-dated 6 months! Purchased Jabiru J160 A Fatboy ZU-EAH for R342 000.


Disposed of ZU-PAC for R219 000.


Aircraft fleet utilization was 1 135 hours for the year, the lowest on record. After 7 years, the second dispute over landing fees was finally resolved. About R200 000 was spent on the refurbishment of JKK and KNI. Mel Barker retired after 35 years service and Dave Campbell was appointed CFI.


A change in Income Tax legislation makes the Club subject to Income Tax on fuel trading operations with effect from 1 January 2008.

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