Global Aviation Consultants Newsletter May 2013

By Vivienne Sandercock


1. Editor's Message
2. Airplane navigation through mobile applications?
3. Hazard, Incident and Accident Statistics
4. Henley/Global Training
5. Nigeria: Aviation Ministry seeks to take over issuance of operating licences from NCAA
6. Non-standard radio telephony use
7. Certification: a missing link in the safety chain?
9. IATA tasks African leaders on aviation safety, development
10. News from Jo'burg Airports
11. Commercial Airlines/Airports Information
12. Security/Safety Tip of the Month
13. Advertisements
14. Finale


On Wednesday, 24th April 2013, the South African Aviation Fraternity was shocked on learning of the sudden passing of a husband, father, friend, mentor and just such a “Special Person”, Laurie Kay! Laurie was not only a husband and father to his family but to his friends, who knew him well, he was a special person in mentoring people in the aviation world, giving advice readily, a person who was always prepared to listen to your individual problem, helping wherever he can, in every way he can and prepared to go the extra mile for another so that they may benefit! He remained always, a humble man!!!

Who will ever forget that wonderful flypast at the 1995 Rugby World Cup and all the other great formations Laurie was involved with and often led. The talks he was prepared to give on these flypasts to assist to raise funds for needy charities. Right to the end he was still giving of himself helping with the anti Rhino poaching project.

Truly a great loss as a family member, a wonderful friend to the aviation fraternity and to all!!! Laurie, our Friend, Rest in Peace!!!! We will remember you!!!!
Leon du Plessis


Welcome to this our 25th Issue of GAC UPDATE. Early in April I attended a Port of Health Meeting at Lanseria International Airport hosted by the Department of Health (Gauteng) and I would like to share some information on their stance on the movement of passengers (both medevac and routine) across borders into either Lanseria International Airport or O. R. Tambo International Airport both of which have properly staffed and equipped Port of Health Offices. They want everyone involved in the Aviation Industry to take responsibility for ensuring that Viral Haemorrhagic Diseases such as Ebola or other diseases such as Yellow Fever, Poliomyelitis and Cholera are not brought into South Africa. Effectively the Doctor responsible for any passenger who is being sent into South Africa for medical treatment must complete an AC1 Form which is then sent to the Port of Health Office at FALA or FAOR (or other designated office outside of Gauteng) as appropriate. They will then review the information and either give approval for the patient to travel or refuse the request. The Doctor or Paramedic onboard or the Pilot of the aircraft must complete an AC2 Form prior to landing which is handed to the Port of Health Officer on arrival. He/she then compares the information contained in the AC1 and the AC2 Forms to ensure that the details are in agreement.

It is worth noting that there are a number of fraudulent Yellow Fever Certificates floating around, some of which have been used by passengers trying to get into South Africa. The details on the Yellow Fever Certificate include such things as the passport number of the traveller or crew member. If the passport number does not match then the person will be refused entry if they are not A South African Citizen. If the passport has expired that was used as identification at the time of the vaccination then both the new passport and the old passport must be carried.

A Yellow Fever vaccination takes 10 days to become effective and lasts for 10 years. Passengers and crew members who have been in transit in a Yellow Fever endemic area for less than 11 hours and 59 minutes are not required to present a valid Yellow Fever Certificate but those who have been in transit for 12 hours or more need to present one on arrival in South Africa.

For crew members working for South African operators elsewhere on the African Continent perhaps a suggestion would be for a copy of the relevant passport and Yellow Fever Certificate to be placed on the Crew Member's File so that if their passport/certificates have been stolen or had to be left for whatever reason then at least this would be acceptable to the Port of Health Authorities.

25% of flights into Lanseria come from Yellow Fever endemic areas and 70% of flights come from Malaria endemic areas. All aircraft, spares packs (particularly tyres), crews and passengers must be sprayed with an approved insecticide prior to landing in South Africa to ensure that none of the insects which can carry the diseases survive.

Any questions should be addressed to the relevant Port of Health Office. At Lanseria the numbers are Port of Health (H24) +27 11 701 3309 and the Clinic is +27 11 701 2077

Vivienne Sandercock


The news that had been doing rounds earlier this week about how applications can be used to navigate an airplane and control various operations of a plane had been doing rounds. This information was provided by a German information technology consultant Hugo Tero, who had claimed that he had developed an Android application that will help him control navigation of aircrafts. In addition, this application would help him play simple pranks in the aircraft like dropping of oxygen masks from the aircrafts ceiling and grave things like crashing one plane in to the other.

Tero had successfully demonstrated the mentioned hacking of airplane systems in a closed system using PC-based simulation software and was also sure that these tasks would be easy to perform on a live aircraft it was found the different security flaws that can exist. The Federal Aviation Administration or the FAA has stated that this is indeed a threat to flight safety but cannot be done through a computer, as the aviation system does not allow any hacker to gain access to complete control of an aircraft. There are a lot of differences between aviation control software and a PC based simulation software that cannot be overcome by any software specialist but a certified flight software specialist. Hackers who want to create problems to these systems though can use such information.

Fortunately, for the flyers this is good news as their flights would be safe and more measures would now be taken to ensure complete safety of the passengers on board. Tero has not let loose the explanation to this development and also claims that he is working with the agencies of the Government to make sure that all the systems are well protected against any hacking and making the necessary updates to the system to avoid any misfortune.



01 Jan Aeroprakt A-22 FoxBat 2 Phalaborwa Airport, Limpopo, RSA
10 Jan Windlass Aquilla 2 R304, outside of Klipheuwel, WC, RSA
17 Jan CASA 212 0 AFB Bloemfontein, Tempe Airfield, RSA
03 Feb Jabiru SPT 0 N4 Motorway, South of Witbank, MP, RSA
05 Feb Cessna 0 East African Aviation Academy, Soroti, Uganda
05 Feb Light Aircraft 3 Niamey Airport, Niger
11 Feb Military 3 crew/6 pax Monrovia, Liberia
23 Feb B733 0 RWY26L, Muscat, Oman
24 Feb Aeroprakt A-22 FoxBat 2 Initial climb out from Nanyuki Civil Airstrip, Kenya
28 Feb A321 0 Hurghada, Egypt
03 Mar Rally 2 Remote part of Namibia
04 Mar Fokker 50 5 Goma, Democratic Republic of Congo
18 Mar MIL 1 500km N of Nouakchott, near Aoujeft, Mauritania
07 Apr B1900 1 In the area of the Gulf of Guinea
16 Apr Tiger Moth 2 Modimola Dam in Mmabatho, NW, RSA
13 Apr MT7 1 200 metres short of the runway at Arusha, Tanzania
Source, amongst others, PlaneCrash; News24, Aviation Herald, Flight Safety Information


18 Jan Bell 47G 3B.1 0 Hibberdene, KZN, RSA
07 Feb RH44 0 S 25° 49' 40” E 028° 13' 15, Kestell, FS, RSA
9 Mar MIL 2 35km from Bukavu, S Kivu Province, DRC
12 Mar Z9 1 Lusaka City Airport, Lusaka, Zambia
23 Mar Bell 206B 0 Mayors Walk, Pietermaritzburg, KZN, RSA
30 Mar Agusta A109 5 Kruger Park, South Africa (on rhino protection)
04 Apr RH44 1 Alongside N1 Nylstroom, Limpopo, RSA
05 Apr MIL 0 Nr US Embassy, Tunis, Tunisia
12 Apr MIL 5 Nr Ouro Modi, 56km southeast of Sevare, Mali
23 Apr RH44 4 Sondagskraal, about 4 km from the N4 highway nr Schoemanskloof outside Nelspruit MP, RSA

9156 23 Mar Bell206B Zwartkop Road, Botanical Gardens, Pietermaritzburg, 0 Helicopter entered into a spin on approach for landing and crashed in a residential area PVT
9149 03 Mar Rally Namibia 2 Aircraft was found (after it was reported missing) in a remote part of Namibia. UNK
9150 04 Mar Socata893E Mozambique 0 Possibly the Pilot allowed a/c to touchdown prior to the RWY threshold UNK
9151 05 Mar Taylor Monoplane Panorama Airfield, GP, RSA 0 Reported to enter a spin near Panorama and crashed PVT
9152 05 Mar Embraer 120 FAKN, MP, RSA 0 R/H Main gear collapsed on landing PVT
0966 09 Mar Grumman G164B Wesselbon, FS, RSA 0 The a/c was unable to gain lift after take-off, the pilot opted to perform a forced landing in an open field. PVT
0967 09 Mar Piper PA12 Rexfield Private Strip, EC, RSA 0 Pilot lost directional control on landing at a private aerodrome, veered off the runway and the a/c nosed over PVT
0968 15 Mar Cessna 172 Mogwase NW, RSA 0 Pilot executed a precautionary landing on a farm due to inclement weather conditions en-route from FAMM to FAGC PVT
969 17 Mar Cessna 172 FAGM, GP, RSA 0 Pilot allowed the a/c to bounce on landing and the prop struck the runway surface PVT
970 18 Mar Sling 2 FAVG, KZN, RSA 0 Bird strike - a/c landing uneventfully at Virginia Aerodrome PVT
9154 18 Mar Cessna 210 FAWB, GP, RSA 0 Wheels up landing at Wonderboom following a post maintenance inspection acceptance flight PVT
9153 21 Mar Piper PA-28-140 FACT, EC, RSA 0 Pilot allowed the a/c to bounce on landing, nose gear broke off and the prop struck the RWY surface PVT
9155 21 Mar PAC-750 XL FAPA, EC, RSA 0 A/C landed short of RWY10R at Port Alfred following pilot error, closed condition lever instead of selecting flaps to the down position. PVT
9157 21 Mar Cessna 172 FAVG, KZN, RSA 0 Nose gear fork broke during the take-off roll causing the prop to strike the RWY surface PVT
971 23 Mar Piper-PA28-140 Limpopo, RSA 0 Pilot executed a precautionary landing on a farm following an engine oil leak onto the windshield PVT
9158 28 Mar Piper PA28-140 Northern Cape, RSA 0 Engine failure on base leg, a/c collided with some trees before coming to rest on its wheels PVT
INC 05 Mar Cessna172 FAGM, GP, RSA 0 In-flight fuel transfer fault, landed safely PVT
INC 14 Mar Cessna 172 FAGM, GP, RSA 0 In-flight radio failure, landed safely COM
INC 14 Mar Harvard FAGM, GP, RSA 0 Constant speed unit failed after take-off. Returned for an emergency landing PVT
INC 20 Mar PA34 FAGM, GP, RSA 0 In-flight undercarriage fault - 3 greens not indicated. Landing carried out safely PVT
INC 28 Mar PA28 Arrow FAGM, GP, RSA 0 In-flight undercarriage fault - 3 greens not indicated. Landing carried out safely PVT
INC 7 dates Various FAGM, GP, RSA 0 CTR violations Various
INC 3 Apr B767-300 Nr Addis Ababa, Ethiopia 0 WX radar failed in a TS zone COM
INC 17 Apr B737 On approach to Tripoli Airport, Libya 0 The a/c was shot at and hit as it prepared to land at Tripoli airport, it was hit on the underside and in the lavatory at the front. The a/c landed safely afterwards. COM
HAZ 27 Apr A320-200 En-route Taba (Egypt) to Nantes (France) 0 Navigation Computer failure. Crew elected to diverted to Cairo (Egypt).
INC 29 Apr Piper Super Cub FAGM, RSA 0 In flight radio failure. AR&FFS alarm. Aircraft landed safely on RWY17
INC 20 Apr Mil Mi- 17 Sharq-Al-Owainat, Egypt 0 Whilst patrolling the Libyan Border it suffered from engine failure or was possibly shot down by smugglers. MIL
HAZ ALL Goma, DRC VOR is unserviceable so operators are treating it as a VFR approach. Bird hazard prevalent Feb-May
HAZ All Bunia, DRC Bunia's runway surface is in bad condition and is a major safety hazard for fixed-wing operations
HAZ Feb-May Dungu, DRC Bird hazard prevalent
HAZ Feb-May Beni, DRC Bird hazard prevalent
HAZ Feb-May Bukavu, DRC Bird hazard prevalent
HAZ Feb-May Kindu, DRC Bird hazard prevalent
HAZ Jan-Jun Accra, Ghana Apron extension in progress at the international airport, possible delays on arrival and departure.
HAZ Jan-Jun Accra, Ghana Increased bird activity in the area
HAZ Jan-Dec Sunyani, Ghana Broken surfaces and pebbles on RWY 25/07. Pilots are advised to exercise caution during landing and take-off.
HAZ Feb FAGC, GP, RSA A nearby quarry where some parts of pilot training takes place has become the breeding ground for European Storks. A NOTAM has been issued.
HAZZ Mar Robertsfield Airport, Monrovia, Liberia Bird hazard prevalent


Should you wish to make a booking for any of these courses please contact Candice on 011 024 5446 or by email to

08 May 2013 Recurrent Crew Resource Management Verity Wallace R 950=00
08 May 2013 Recurrent Dangerous Goods Verity Wallace R 750=00
13 & 14 May 2013 Human Factors for AMEs Dr. Joel Hughes R 2,100=00
20 & 21 May 2013 Quality Assurance Auditor Course Dan Drew R 2,100=00
03 Jun 2013 Recurrent Crew Resource Management Verity Wallace R 950=00
03 Jun 2013 Recurrent Dangerous Goods Verity Wallace R 750=00
10 & 11 Jun 2013 Human Factors (MRM) / Initial CRM Dr. Joel Hughes R 2,100=00
24 & 25 Jun 2013 Quality Assurance Auditor Course Dan Drew R 2,100=00
08-12 Jul 2013 Integrated Safety Officer Course Various R 5,130=00

Note: Cost per delegate includes all training materials, refreshments, lunch and parking
Note: Attendees paying in cash on the day are eligible for a 10% discount
Note: Both Recurrent CRM and Dangerous Goods Training Courses are available upon request - even at short notice.


The Ministry of Aviation has begun moves to amend the enabling laws setting up the aviation parastatals, particularly some sections of the 2006 Civil Aviation Act, which among others, vest the issuance of the Air Operator Certificate (AOC) on the Nigerian Civil Aviation Authority (NCAA).

Captioned 'Civil Aviation Act 2013,' the ministry is proposing an Act to repeal the Civil Aviation Act, Federal Airports Authority of Nigeria (FAAN) Act, Nigerian Airspace Management Authority (NAMA) Act, Nigerian College of Aviation Technology Act and Nigerian Meteorological Agency (NMA) Act, and to provide for the regulation and administration of civil aviation in Nigeria and other related matters. An AOC, which is the legal licence permitting an airline to embark on commercial air transport operations is issued by the NCAA and is renewable every two years.

The proposed amendment may tamper with the autonomy of the Civil Aviation Regulator, which was won after a protracted campaign by aviation stakeholders.

The ministry, in a circular attached to the proposed amendment, a copy of which was obtained by THISDAY Monday, has already requested aviation stakeholders to make their positions on the proposed review of the Acts known within seven days. The input of aviation stakeholders is to help the ministry fine-tune a proposal for the amendment of the Act to the National Assembly.

THISDAY gathered that last year's air disaster involving a Dana Airline plane had prompted the move to review the Acts. If the review of the Act is carried through, and NCAA autonomy abridged, Nigeria is expected to draw the ire of the International Civil Aviation Authority (ICAO), which frowns on such interferences. The United States' Federal Aviation Administration (FAA), which in 2009 also gave its much-coveted Category One certification to Nigeria largely due to the autonomy of NCAA, might also review its certification.


The use of non-standard Radio Telephony can have detrimental consequences. The SA CAA ask “let us all contribute in ensuring safer skies by sticking to standard R/T protocol and encouraging our peers to do the same.” The table below details incorrect transmissions and the corrected version appertaining to it. You can listen to the following transmissions on the SA CAA website.

Source Text of transmission Correct version
Pilot Lanseria, XXX radial two forty-four twelve miles, eight thousand feet runway in sight. Lanseria, XXX radial two four four at one two DME LIV, eight thousand feet, runway in sight request a visual approach.
ATC XXX, good day to you, cleared for a straight in visual approach runway zero six to leave six thousand five hundred feet at five miles, the QNH 1020, report on a five mile final approach runway zero six left number one. XXX, good day to you, cleared for a straight in visual approach runway zero six left to leave six thousand five hundred feet at five DME LIV, QNH 1020, report on a five mile final approach runway zero six left number one.
Pilot One zero two zero five miles six left number one. Three crew only for Execujet. Cleared for the straight in visual approach runway zero six left and leave six thousand five hundred feet at five DME LIV, QNH 1020, report on five mile final approach runway zero six left number one.
Pilot Tower, XXX good morning uh ready. Lanseria tower, XXX ready for departure.
ATC XXX good morning to you, hold short runway zero six left uh standby departure.
Pilot Standing by. Hold short runway zero six left, standby departure, XXX.
ATC XXX runway zero six left uh cleared take-off, surface wind light and variable, report passing six thousand five hundred feet.
Pilot Cleared to six thousand five hundred feet after take-off, XXX. Cleared for take-off runway zero six left, copy surface wind, will report passing six thousand five hundred feet.
ATC XXX runway zero six left.
Pilot Zero six left, XXX.
ATC XXX runway zero six right cleared touch and go, surface wind zero nine zero at zero nine knots report right downwind five thousand five hundred feet.
Pilot Cleared touch and go runway zero six right number one climb to five thousand five hundred feet, report right downwind , XXX Cleared touch and go runway zero six right, report right downwind maintaining five thousand five hundred feet, XXX.
Pilot Lanseria tower XXX good day again.
ATC XXX good day to you, join and report left downwind runway zero six five thousand five hundred feet the QNH one zero two zero. XXX good day to you, join and report left downwind runway zero six (left or right), five thousand five hundred feet, QNH 1020.
Pilot Join and report left downwind uh five thousand five hundred feet QNH one zero two zero, XXX. Join and report left downwind runway zero six (left or right) uh five thousand five hundred feet QNH one zero two zero, XXX. PILOTS MUST READBACK LANDING RUNWAY DIRECTION GIVEN.
ATC XXX join and report right uh left downwind for runway zero six. XXX join and report right correction left downwind runway zero six (left or right).
Pilot Join and report left downwind zero six, XXX.
Pilot XXX, ready for right base.
ATC XXX turn right base and uh report final approach runway zero six right number two, number one traffic short final approach.
Pilot Turn right report final approach number two, XXX. Turn right base and report on final approach runway zero six right number two, number one short final, XXX.
Pilot XXX leaving six thousand five hundred XXX passing six thousand five hundred feet.
ATC XXX contact radar one two three decimal seven cheers.
Pilot XXX / Tower Contact radar on one two three decimal seven, XXX.
Pilot Tower, good morning XXX ready at holding point runway zero six left. Tower, good morning XXX ready for departure at holding point runway zero six left.
ATC XXX good day to you, runway zero six left, cleared take-off surface wind zero nine zero at zero eight knots, maintain runway heading up to six thousand five hundred feet before left turn report passing six thousand five hundred feet.
Pilot Cleared take-off zero six left maintaining runway heading to six and a half thousand feet and then left turn to HBV call you through six and a half thousand feet, XXX. Cleared take-off zero six left maintaining runway heading to six thousand five hundred feet and then left turn to HBV call you through six thousand five hundred feet, XXX .

: The following communication errors can lead to aircraft collision if not picked up.

1. Landing or take-off runway (including whether it's the left or right runway where parallel runway operations are in force)
2. Levels assigned.
3. Clearances (e.g. joining clearances, clearances to cross runways)
4. Pilots should always give full read backs and ATCs should listen carefully to pilot read backs.
5. Pilots and ATCs should, at all times, use standard R/T to avoid ambiguity and miscommunication.


The Federal Aviation Administration (FAA) faces significant challenges to certificate new aircraft including finding sufficient resources to do the job while remaining up to speed on new technology, according to a senior US transport watchdog. In testimony before a US Senate committee examining the FAA's progress on key safety initiatives, Gerald Dillingham of the United States Government Accountability Office (GAO) said that although the aviation agency recognises the value of certification as a safety tool, the task is becoming increasingly difficult.

Citing a report from the US Aircraft Certification Process Review and Reform Aviation Rulemaking Committee, Dillingham said these certification challenges will become increasingly difficult to overcome, as industry activity continues growing and government spending for certification remains relatively flat. As one means of responding to its ever-increasing certification workload, the FAA delegates many activities to FAA-approved individuals and organisations called designees to better leverage its resources. FAA s designees perform more than 90 per cent of FAA's certification activities.

"However, our prior work has shown that there are concerns that designee oversight is lacking, particularly with the new organisational designation authorities in which companies rather than individuals are granted designee status," said Dillingham.

"There are also concerns that, when faced with certification of new aircraft or equipment, FAA staff have not been able to keep pace with industry changes and, thus, may struggle to understand the aircraft or equipment they are tasked with certificating. "He said the implementation of a Safety Management System within the FAA should reduce certification delays and increase available resources to speed the introduction of advanced technologies. In response to a provision in the 2012 FAA Reauthorization, FAA is assessing the certification process and identifying opportunities to streamline the process.

Dillingham who is director of physical infrastructure issues said the GAO had formed its opinion on the FAA's safety oversight efforts after a review of FAA documents and interviews with agency officials. In her testimony, Deborah Hersman who is chairman of the US National Transportation Safety Board updated the Senate committee on Boeing's 787 battery technology which led to the grounding of the new aircraft in January. "In its notice of proposed Special Conditions for the Boeing 787 airplane issued in 2007, the FAA indicated that large, high capacity, rechargeable lithium ion batteries were a novel or unusual design feature in transport category airplane," she said. "The FAA noted that this type of battery has certain failure, operational, and maintenance characteristics that differ from those of the nickel-cadmium and lead-acid rechargeable batteries approved at that time for installation on large transport category airplanes. "As such, the FAA approved the use of these batteries by issuing nine special conditions to provide a level of safety equivalent to existing airworthiness regulations. Boeing performed a series of tests to demonstrate that the battery complied with the conditions and would not pose a higher safety risk.

"It was determined that the probability of a smoke event was once in every 10 million flight hours. However, as of January 16, 2013, when the FAA issued its airworthiness directive grounding the 787 fleet, the fleet had accumulated less than 52,000 in service flight hours and had two smoke events involving its lithium ion batteries."


Don't forget that the 2011 Civil Aviation Regulation 139.02.24 (b) (iii) states that aerodromes must have 3 monthly table top exercises so there is plenty of scope for you to offer to join in and practice what you have in your plan. It will also help you to identify missing information and/or procedures - Gap Analysis.

You should test your ERP regularly so the question we ask you is when did you last test your ERP? Should you need any assistance with testing and amending and/or updating your ERP please contact us on 011 024 5446 and speak with Rethea.

Blake Emergency Services is the International Crisis Management and Contingency Planning Consultancy who, although based in the UK, have serious experience in Africa having handled accidents, incidents, counselling, repatriation, DNA sampling and confirmation, in amongst others Lagos, Nigeria; Fez, Morocco; Pointe Noire, Congo; Moroni, Comores; Maputo, Mozambique. Please go to or contact


THE International Air Transport Association (IATA) has called on African governments to build stronger partnerships with industry to prioritise and promote aviation policies that will improve safety, develop a more competitive industry cost structure and advance liberalisation. According to IATA, aviation is a key driver of Africa's economy, noting that 6.7 million African jobs and nearly $68 billion in African GDP are supported by air transport. "The benefits of aviation connectivity go far beyond these figures. With a few kilometres of runway the most remote region can be connected to the global community. And that could mean access to vital sources of health care and emergency assistance; jobs selling products in global markets or welcoming tourists; or opportunities for education, exploring the world or creating business," said the Director General and Chief Executive Officer, Tony Tyler.

The international body stated that safety has continued to be the biggest challenge for African aviation. It noted that in 2012, airlines averaged one hull loss for every five million flights on Western-built jet aircraft while the African average was one for every 270,000 flights. However, there were no Western-built jet hull-losses among the 380+ airlines on the registry of the IATA Operational Safety Audit (IOSA), including 25 airlines in sub-Saharan Africa.

Speaking in Addis Ababa, Ethiopia recently, at the opening of IATA 's Aviation Day, he said: "World-class safety is possible in Africa. The safety record of African carriers on the IOSA registry tells us that the key to this is integrating the best safety practices of the industry as captured in the IOSA standards. IATA is committed and actively engaged in helping to enhance African aviation's safety performance to reach worldwide levels based on the African Strategic Improvement Action Plan," said Tyler. His words: "All of our members, including those in Africa are already on the registry. But of course, safety is not only about IATA's members or those of AFRAA. It is an industry issue. In addition to a series of IOSA familiarisation workshops with regulators and airlines, IATA announced sponsored in-house IOSA training for ten African airlines.

Tyler also reiterated IATA's longstanding criticism of the European Union Air Safety List of banned airlines. "The European Union's approach is wrong. It lacks transparency. And it does not improve safety". There are no transparent criteria for removing airlines from the banned list. "But, the overall safety improvements that we can expect from the commitment to mandate IOSA registration for all carriers will be a very strong argument for Europe to re-think its position," he added. IATA also highlighted the need for governments to rein in the high costs of fuel and burdensome taxes and charges. It noted that buying aviation fuel in Africa is about 21 per cent more expensive than the global average as a result of heavy taxes, many of which are in contravention of ICAO principles.

IATA, which stated that the association would be working with airlines in Africa on a campaign for compliance with global standards, maintained that improvements have been realized in Angola, Uganda and Ghana. According to Tyler: "We see a combination of 'solidarity' taxes, tourism taxes, VAT, and infrastructure development fees, each of which reduces the ability of aviation to drive economic benefits and generate jobs. Governments must carefully weigh the income generated against lost economic opportunities. There should be a joined-up policy framework that is focused on the benefits of connectivity which would grow in a more favourable tax environment," said Tyler. IATA



Drivers on airside are reminded that there are stop signs on the ramp which MUST be obeyed.

Q Recently, during a strong thunderstorm, the helicopters were being relocated from the helipads to the hanger for protection. One driver decided to completely ignore the stop signs and the signals of two Safety Officers wearing hi-viz jackets and drove across the path of a helicopter under tow.

Q All vehicles must give way to aircraft (both rotor and fixed wing) which are on the move either under their own power or under tow.

Q Aircraft owners, operators, Pilots and Students are asked to ensure that they do NOT cause a CTR.

The next Safety Meeting will be held at 09.00 on Tuesday 14th May. This will be followed by a meeting between the Operators and Flying Schools and ATNS to resolve various issues on both sides.


Q Helicopter Pilots must only call for lift once they are fully ready to depart.

Q High visibility jackets/tabards/waistcoats are mandatory on airside.

Q All Operators should remember to report Hazards and Incidents to,za

Q The new SA CARs 2011 compliant Aerodrome Operations Manual is still not available as it is with the SACAA awaiting approval.

The next Safety Meeting is to be held at 12.00 on Tuesday 7th May.


The next Safety Meeting will be held at 12.00 on Tuesday.14th May


British Airways/Comair will start flying to Mozambique as from May 2013 starting with regular flights between the Maputo International Airport and the South African International Airport Oliver Tambo. The daily return flights are planned for Tuesdays and Saturdays to facilitate the transport of international passengers through South Africa to Mozambique.

Unconfirmed reports state that Qatar Airways plans to operate Doha/Johannesburg/Maputo flights on its B787 aircraft.

Cargolux Airlines added Ouagadougou, the capital of Burkina Faso, to its network of African destinations. Often called the centre of the nation, Ouagadougou is the country's largest city; its main industries are food processing and textiles. The first Cargolux flight operated on 24 April and is followed by weekly flights every Wednesday. Cargolux flight CV8043/CV8053 offers shippers in this region the fastest and most comfortable connection to the major markets in Europe and all points beyond in the worldwide Cargolux network.


South African Civil Aviation Authority - Aircraft Accident Division - Key Issues

Priorities for investigating

The AIID's primary focus is on enhancing safety with respect to all aviation occurrences from parachute to fare paying passengers, and in particular, those occurrences that may present a significant threat to public safety and are the subject of widespread public interest. The AIID therefore needs to direct significant attention to identifying systemic failures in aviation, that have the potential to result in catastrophic accidents and which are often characterised by large numbers of fatalities and serious injuries.

In addition, the AIID has observed that many occurrences involve repetition of past occurrences where the contributing factors are similar and the safety issues are well known. In these circumstances, the likely safety benefits and lessons may not always justify allocating significant resources. In those cases, the AIID may undertake a limited fact-gathering investigation only; if so, it will outline the reasons an extensive investigation has not been conducted. Most of these occurrences are captured on Eccairs data base for trends monitoring and data analysis. Equally, there is often as much or more to be learned from serious incidents or patterns of incident as there is from accidents and where appropriate, the AIID will give priority to these sorts of investigation.

The office of SM: AIID decides in consultation with the IIC and the information available at the time whether to investigate or not. Therefore it's important to make sure that all reporters give as much details as possible when reporting an occurrence. The following broad hierarchies for aviation (as indicated on the chart below), which reflect the priorities described above, must be taken into account when deciding whether to investigate and when determining the level of investigation response. To be able to define the size and scope of an investigation the different types of accident and incidents could be categorised in the following manner:

1 Accident and incidents are those where the facts indicate a significant threat to safety of the general/travelling public or are the subject of widespread public interest. The investigation will be conducted by a team involving specialist groups, and will include collection and analysis of all relevant facts, issue of safety recommendations, and production of an ICAO-style report, normally within about 12 months from the date of occurrence.
2 Accident and incidents are those where the facts indicate a concern for the safety of the general/travelling public. Category 2 investigation requirements and reports are similar to those for Category 1 investigations. The investigation will be conducted by a team involving specialist groups, and will include collection and analysis of all relevant facts, issue of safety recommendations, and production of an ICAO-style report, normally within about 12 months from the date of occurrence.
3 Accident and incidents are those where the facts indicate actual or potential serious safety deficiencies. The category is used when there is some concern for public safety and a need for an in-depth investigation to determine the facts. The investigation may be conducted by a team involving specialist groups, and will include collection and analysis of all relevant facts, issue of safety recommendations, and production of an ICAO-style report, normally within about 06-12 months from the date of occurrence.
4 Accident and incidents are those where the facts do not indicate a serious safety deficiency. The category is used for accident and incidents where the circumstances were sufficiently complex to require detailed information from the pilot, operator and/or other involved parties. The accident and incident reports may include Safety Recommendations where appropriate. The investigation may be conducted by one or two investigators, and will include collection and analysis of all relevant facts, issue of safety recommendations if applicable, and production of an ICAO-style report, normally within about 06 months from the date of occurrence.
5 Accident and incidents are incidents where some investigation actions are needed to expand on and/or substantiate the initially reported facts. Investigations associated with this category specifically aim to identify if safety enhancement action is appropriate for accident and incidents. Category 5 reports may contain Safety Recommendations where appropriate. The report will be available on request. The investigation may be a desk top investigation conducted by an investigator, and will include collection and analysis of all relevant facts, may have a safety recommendations, and production of an EDCAIRS-style report, normally within about 02 months from the date of occurrence.
6 Accident and incidents are occurrences, which are primarily of statistical interest and are not investigated. The initially reported information is recorded on the database EDCAIRS. Further information may be available on request.

The following are problem areas and contributing factors to most accidents in South Africa.

· Pilot attitude (over confidence), this is a major killer and involves :
· Weather
· Low flying
· Inadequate or no pre-flight.
· Aircraft overloading.
· Disregard of Standard/Safe Operating Procedures



Henley Air proudly offers fully accredited AIETB and CAA approved helicopter training on piston and turbine type aircraft. It is the aim of HENLEY AIR to make your flight training experience an enjoyable one where personal attention by instructors ensures sound grounding in all aspects relating to helicopter flight. License courses offered are: Private Pilot License and Commercial Pilot License. Our rating courses include: Instructor, Instrument, Mountain, Night, Radio and Sling.
See for further information


04 May Warbirds Tempe, Bloemfontein

Leave Rand early the Saturday morning, fly back the Sunday. Flippie Vermeulen will be the Pilot in Command, and will be entertaining the attendees to the airshow with a flypast in the gracious DC-3. We will also be doing 10 minute fun-flips in the DC-3 at the airshow. Cost per ticket will be R350.00. Return flight ticket, per person R1 950.00. This does not include accommodation.

Saturday 11 May Swartkops

Return flight on the day, depart 07:30 from Rand, will leave Swartkops late the afternoon. Return ticket R450.00 pp. Flippie Vermeulen will be the Pilot in Command. He will be doing a display flight with the DC-3 during the airshow.

Saturday 31 August, Bethelehem

Return flight R1 500.00 per person (excluding accommodation)
There will be a display flight with the DC-3 and we will also offer 10 minute fun-flips on the DC-3 at R350.00pp. More information on this airshow will be available closer to the time.

Shorter Flights

27 April 11:00 & 29 June 2013 10:00 - 20 minute scenic flights over Johannesburg:
We depart from Hangar 5 at Rand Airport, take off and fly in a westerly direction, passing to the south of Johannesburg CBD. We then turn above Gold Reef City and head in a northerly direction with Soccer City on our left. We cross over Northcliff Ridge and then turn east, to the south of North Gate Dome, and pass to the south of Monte Casino. Then we turn south, opposite Megawatt Park, passing east of Sandton City and across Wanderers and Ellis Park before returning to Rand Airport.

01 June 2013 - Return flight to Parys Airfield Depart at 07:00, return at 13:00. R880.00 per person (breakfast excluded) Guests can either enjoy breakfast at the airfield restaurant or plan their morning in the town.

For more information call 011 8214 2142 or send an email to


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GAC UPDATE can also be read on the Pilots Post website which was visited by over 40,000 people last month!


We have recently been asked to look for seriously experienced staff to fill the following positions. If you have the required skills and expertise please send your CV in confidence to us.

Administrator/Ops Manager - Part 127/141 - Person to fill this position will ideally be a mature person having excellent, solid administrative skills with serious attention to detail. He/she will have a reasonable knowledge of this type of aviation and be capable of running this operation in Gauteng

CFI - Part 127/141 - Older person with in excess of 2,500 hrs who is amenable to not only taking on this job but who will actually really enjoy running this training establishment. He/she needs to have excellent administrative skills, has not been involved in any serious accidents, has a level II OR I Instructors rating and has a serious attention to detail and must obviously be acceptable to the SACAA. Gauteng based.

On 27 April 1993 all 18 members of the Zambian National Soccer Team were killed flight on a de Havilland Canada DHC-5D Buffalo when crashed into the sea after taking off from Libreville, Gabon when an engine fire led to loss of control of the aircraft.

Global Aviation Consultants accepts no liability for the content of this safety editorial, or for the consequences of any actions taken on the basis of the information provided, unless that information is subsequently confirmed in writing. If you are not the intended recipient you are notified that disclosing, copying, distributing or taking any action in reliance on the contents of this information is strictly prohibited.

Global Aviation Consultants, Hanger 6, Spitfire Avenue, Rand Airport, Johannesburg, RSA Tel: 011 024 5446 e-mail

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