By Vivienne Sandercock


1. Editor's Message
2. Today's student pilot is tomorrow's commercial Captain
3. Hazard, Incident and Accident Statistics
4. Henley/Global Training
5. 10 worst plane crashes in history and their aftermath
8. News from Jo'burg Airports
9. Commercial Airlines/Airports Information
10. Security/Safety Tip of the Month
11. Advertisements


Welcome to this 28th Issue of GAC UPDATE. I can almost hear the groans from, dare I say it, older Crew Members who have undergone many CRM courses as they look at section 5. The contents should be instructive to old and new alike with an open mind in view of the outcomes which cost so many lives at the time but which have saved countless more since.
Vivienne Sandercock


Safety experts have advocated better pilot training to monitor complex cockpit technology, but the fatal Asiana Airlines crash is focusing attention on how to keep pilots attentive to equipment. Automated equipment fails so rarely that pilots could be lulled into complacency and that as automated flight controls in airline cockpits have become so reliable that safety experts say pilots could become inattentive to rare malfunctions that can lead to crashes. Problems monitoring equipment have been cited for decades in crashes and could have played a role in two recent fatal crashes. Mechanical problems weren't immediately found as causes.

Besides the stick-and-rudder skills of steering a plane, commercial pilots routinely set automated instruments that govern an airliner's direction, speed and altitude, then check throughout the flight to ensure the systems are performing as expected. "We get lazy, we get complacent, we get tired," said Jack Panosian, a former Northwest pilot who teaches at Embry-Riddle Aeronautical University in Prescott, Ariz. "What happens when we see something work correctly 99 times? What do we do on that 100th time? Are we monitoring it with the same level? The answer is no." However the US NTSB has long noticed problems and a 1994 study of 37 crashes found that 31 involved inadequate monitoring.

*On Feb. 16, 2005, a Cessna Citation 560 crashed in Pueblo, Colorado, USA, killing eight people. Besides distractions during the approach, one cause was the pilot's "failure to effectively monitor" the equipment before stalling. The Board recommended after the crash in 2005 that the Federal Aviation Administration "require that all pilot training programs be modified to ... teach and emphasize monitoring skills." That recommendation was repeated after a Colgan Air crash in Buffalo killed 50 people in 2009 and an American Airlines 757 overran a runway in Jackson Hole, Wyo., in 2010. "This is really an area that is ripe for improving safety," said Robert Sumwalt, an NTSB member and a former 24-year airline pilot. The FAA hopes to complete a rule in October for "improving pilot training and qualifications to reduce or eliminate the types of errors that caused the Colgan accident," the agency told USA TODAY in a statement.

In addition to continually checking controls, flight crews must avoid distractions such as those cited in an incident in 2009 in which two Northwest pilots using laptop computers overshot their scheduled landing in Minneapolis by 100 miles.

Instructors need to urge Student Pilots to learn about the limitations of glass-cockpit technology as Pilots shouldn't rely solely on in-cockpit avionics such as multifunction displays to keep them out of severe weather or temporary flight restrictions. The avionics systems and subscription services have limitations and may not show real-time weather and temporary flight restriction information. Accidents caused by delays of up to several minutes in datalink weather have been well documented. The FAA and Air Safety Institute have reached out to educate pilots on the dangers of relying on their in-cockpit weather without understanding the delay in the images appearing on the devices. "Pilots need to understand the limitations of their specific equipment,"


Information on the SA CAA listings can be found on their website



01 Jan Aeroprakt A-22 FoxBat 2 Phalaborwa Airport, Limpopo, RSA
10 Jan Windlass Aquilla 2 R304, near 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
27 Apr Cessna 152 1 Worcester, WC, RSA
6 May Alpha Jet 2 Dargol Village, 60km west of Niamey, Niger
9 May Military TBA UNK number Port Harcourt, Nigeria
06 Jun Dromader Fire Bomber 1 Piet Retief, MP, RSA
10 Jun Military Aircraft UNK number 1 km from Ngaoundere (Adamaoua Airport) Cameroon.
21 Jun Cessna 182 2 Close to Rand Airport (FAGM), GP, RSA
03 Jul Embraer Bandeirante 2Francistown, Botswana

16 Jul PA38 0 Close to Lilongwe's Kamuzu International Airport (KIA), Malawi.
18 Jul Cirrus 2 Lanseria International Airport, GP, RSA
25 Jul Cessna 206 3 Aberdares Mountain region of central Kenya
31 Jul SF340B 0 Lubumbashi, DRC
01 Aug Cessna 0 Arusha, Tanzania
09 Aug AN12 4 Mogadishu Airport, Somalia
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, nr Schoemanskloof near Nelspruit MP, RSA
31 May Military Helicopter 9 Abu Kershola, north east of South Kordofan State, Sudan.
06 Jun Military Training Helicopter 2 Damazin Town, Blue Nile State, Sudan



INC 06 Aug CRJ-200 En-route Kinshasa to Kisangani, DRC 0 No 1 hydraulic system pressure failure. A/C returned to Kinshasa safely COM
INC 08 Aug A33-600 On approach into Sharm el Sheikh, Egypt 0 Crew declared an emergency following LH engine (CF6) shut down. COM
INC 15 Aug Fokker 50 Khartoum, Sudan 0 The aircraft's right hand propeller collided with a GPU causing the propeller blade tips to separate. Debris penetrated the passenger window abeam of the propeller; other debris went through the fortified fuselage section below that window causing substantial damage to the aircraft. COM
INC 16 Aug AT72 Tamale Airport, Ghana 0 Engine fire after take-off. COM
HAZ 30 Aug SR22 Rand Airport, GP, RSA 0 Pilot failed to chock a/c in strong winds which resulted in the a/c rotating through 90° PVT



None Reported



HAZ All El Geneina, North Sudan Unfenced rwy giving rise to multivarious rwy incursions by donkeys and other wild life
HAZ June Goma, DRC Volcanic eruption risk. Volcano monitoring station is shut down due to rebel activity causing serious threat to the scientists' lives.
HAZ May Cape Town Heliport, RSA Bird hazard giving rise to a threat of bird strikes
HAZ All Rand Airport GF, RSA Fixed wing a/c doing acrobatics in the Helicopter GF area.


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


04 Sep Recurrent Crew Resource Management Verity Wallace R 950=00
04 Sep Recurrent Dangerous Goods Verity Wallace R 750=00
09-10 Sep Human Factors / Initial CRM Dr. Joel Hughes R 2,100=00
16-17 Sep Quality Assurance Auditor Course Dan Drew R 2,100=00
21-25 Oct Integrated Safety Management 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.
First Aid and the Law, please contact
Emergency Response, Incident Response, Operations Control, Emergency Response and Family Assistance training together with the writing of Emergency Response Plans and Procedures training is now offered by Blake Emergency Services. For more information, please contact Rethea on


No. 1 Tenerife Airport Disaster (1977)

It was a bomb explosion at the nearby Gran Canaria Airport that forced KLM Flight 4805 and Pan Am Flight 1736 to divert to Los Rodeos Airport (now Tenerife North Airport) on March 27, 1977, for what would turn out to be a fateful day. A dense fog, lack of ground radar at the small airport and several miscommunications resulted in the two Boeing 747 passenger aircraft colliding on the runway in what remains to this day the deadliest accident in commercial aviation history. All 248 passengers and crew aboard the KLM flight perished, along with 335 of the 396 people aboard the Pan Am flight, resulting in a staggering death toll of 583.

Lasting Impact: Air traffic control phraseology was standardized to reduce the chance of misunderstandings, which were believed to have played a crucial role in the events leading up to the accident. The disaster also led to the concept of Crew Resource Management, and gave less experienced flight crew more leeway to challenge their captains if they believed something was not correct.

No. 2 Japan Airlines Flight 123 (1985)

Japan Airlines Flight 123 left Tokyo en route to Osaka on Aug. 12, 1985, when a catastrophic mechanical failure involving the plane's rear pressure bulkhead sent the Boeing 747SR soaring into two ridges of Mount Takamagahara. All 15 crew and 505 of the 509 passengers died, resulting in the deadliest single-aircraft accident in history with a total of 520 deaths.

Lasting Impact: Japan's Aircraft Accidents Investigation Commission found that the aircraft involved had been damaged seven years earlier and repaired insufficiently. The crash led to the opening of the Safety Promotion Center on the grounds of Tokyo International Airport, which was created for training purposes to instil the importance of personable responsibility to ensure airline safety.

No. 3 Charkhi Dadri Mid-Air Collision (1996)

The world's deadliest mid-air collision occurred on Nov. 12, 1996, over the village of Charkhi Dadri, west of New Delhi. Saudi Arabian Airlines Flight 763 had just departed New Delhi and Kazakhstan Airlines Flight 1907 was arriving when they crashed, killing all 349 people on both flights.

Lasting Impact: The Kazakhstani pilots were found to lack English language skills and were relying entirely on their radio operator for communications with air traffic control. Indira Gandhi International Airport, meanwhile, used the same corridor for arrivals and departures, but did not have secondary surveillance radar to produce exact readings of aircraft altitudes. Both of these things changed in the aftermath, and the Civil Aviation Authorities in India made it mandatory that all aircraft flying into or out of the country be equipped with an Airborne Collision Avoidance System.

No. 4 Turkish Airlines Flight 981 (1974)

Turkish Airlines Flight 981 crashed just outside of Paris in March 1974 killing all 346 people onboard. Investigators found that the rear cargo hatch of the McDonnell Douglas DC-10 blew off causing decompression, severing cables and leaving the pilots with no control of the aircraft.

Lasting Impact: Following the accident, the latches for the cargo hatch on McDonnell Douglas DC-10 planes were re-designed and the locking system significantly upgraded after it was found that a failure of the hatch could easily lead to the collapse of the floor and disruption of the controls. The fuselage's sub-contractor, Convair, was aware of the design flaw and informed McDonnell Douglas of the potential problem, but it was ignored due to the cost and delay of delivering the aircraft. The case is now widely studied in the field of engineering ethics.

No. 5 Saudia Arabian Flight 163 (1980)

All 287 passengers and 14 crew on board Saudia Arabian Flight 163 died after the Lockheed L-1011 TriStar caught fire after take-off from Riyadh International Airport (now Riyadh Air Base) in August 1980. The plane made an emergency landing back at the airport and burst into flames when ground personnel opened the R2 door, though autopsies revealed that passengers had died from smoke inhalation and not burns. The incident remains the deadliest aviation disaster that did not involve a crash on impact or mid-flight break up.

Lasting Impact: Investigators found two butane stoves in the burnt remains of the airliner with a used fire extinguisher near one of them. Though they were illegal, many Middle Eastern airlines at the time had allowed passengers to use butane stoves on board. Many airlines revised their training and emergency procedures following the incident, while Lockheed removed insulation above the cargo area and added glass laminate structural reinforcement to its planes.

No. 6 American Airlines Flight 191 (1979)

American Airlines Flight 191 crashed just moments after take-off from Chicago O'Hare on May 25, 1979, when engine number one on the left wing of the McDonnell Douglas DC-10 separated and flipped over the top of the wing, severing hydraulic fluid lines and damaging the plane. All 258 passengers and 13 crew on board were killed, and the crash remains the most non-terrorist devastating air disaster on U.S soil.

Lasting Impact: Investigators attributed the engine separation to faulty maintenance procedures at American Airlines. The subsequent grounding of all DC-10s by the Federal Aviation Administration revealed several other aircraft with damage caused by the same faulty maintenance procedure that doomed the American Airlines flight. The problem was ultimately fixed, though the DC-10 suffered from a poor reputation for many years to come.

No. 7 American Airlines Flight 587 (2001)

The second-deadliest aviation accident in the United States also involved American Airlines. Flight 587 out of New York's John F. Kennedy Airport crashed into the Belle Harbor neighbourhood of Queens shortly after take-off on Nov. 12, 2001, killing all 260 people on board and five more on the ground. The incident took place just two months after the events of 9/11, and many initially feared it was another terrorist attack on the city. However, the National Transportation Safety Board attributed the tragedy to the first officer's overuse of rudder controls to counter wake turbulence from a Japan Airlines flight that took off five minutes prior.

Lasting Impact: American Airlines modified its pilot training program in the wake of the accident to reflect the mistakes noted in the NTSB report.

No. 8 China Airways Flight 140 (1994)

Pilot error was responsible for yet another accident: China Airlines Flight 140. The first officer on the flight from Taipei, Taiwan, inadvertently pressed the take-off/go-around button prior to landing at Nagoya Airport in Japan, and the pilot and co-pilot were unable to remedy the situation after autopilot on the Airbus A300 kicked in. A total of 264 of the 271 crew and passengers died as a result.

Lasting Impact: The Civil Aeronautics Administration of Taiwan, or CAA, ordered China Airlines to modify the flight control computers following Airbus' notice of the modification. CAA also ordered China Airlines to provide supplementary training and a re-evaluation of proficiency for all pilots using the A300.

No. 9 Nigeria Airways Flight 2120 (1991)

A group of Muslim pilgrims traveling to Mecca on Nigeria Airways Flight 2120 died on July 11, 1991, when their flight caught fire and crashed just short of King Abdulaziz International Airport. All 261 passengers and crew aboard the McDonnell Douglas DC-8 passed away as a result.

Lasting Impact: An investigation into the accident revealed that the lead mechanic had requested that two tyres be inflated prior to take-off, as they were below the minimum for flight dispatch. A Manager ignored his request after no nitrogen gas was readily available. The tyres failed early on in the take-off, and the subsequent friction generated enough heat to start a fire that spread when the wheels retracted into the aircraft. The plane was not equipped with fire or heat sensors in the wheel assembly, and training on the DC-8 did not include any mention of rejecting take-off for tire or wheel failures.

No. 10 Air New Zealand Flight 901 (1979)

From 1977 to 1979, Air New Zealand operated a so-called “flight to nowhere” that looped from Auckland Airport over Antarctica and returned via Christchurch. The sightseeing route ceased to exist after Air New Zealand Flight 901 collided with Mount Erebus on Ross Island, Antarctica, killing all 237 passengers and 20 crew onboard. The accident remains New Zealand's deadliest peacetime disaster.

Lasting Impact: An initial investigation concluded that the accident was the result of pilot error, but public outcry led to a Royal Commission of Inquiry that uncovered “an orchestrated litany of lies” by Air New Zealand that led to major changes in all senior management at the airline. The commission discovered that the coordinates of the flight path had been altered the night before the disaster, though the crew was not informed of the change. Instead of the McDonnell Douglas DC-10 soaring down McMurdo Sound, it was re-routed directly into Mount Erebus.

This list considers only commercial aviation crashes, not military aircraft or airliners shot down or blown up.


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


Gauteng calls for potential new international airport study for Johannesburg as part of 25-Year Transport Plan.
The Gauteng MEC for Roads and Transport, Dr Ismail Vadi, released the "25-Year Integrated Transport Master Plan (ITMP25)" for Ekurhuleni to ensure province-wide mobility in future for all residents. The 25 year plan, developed by an inter-disciplinary team of experts led by Gautrain CEO Jack van der Merwe, provides an assessment of the current transport and land-use challenges. It also forecasts economic and population growth scenarios, which have been used to plan the future transport needs and solutions in the province. Pertaining to aviation, the Plan states that OR Tambo International Airport will remain the main airport serving Gauteng and South Africa but notes that "a thorough study should be done to determine the feasibility and, if found necessary, land should be reserved to develop a second major airport in Gauteng which can accommodate wide body aircraft up to and including the A380." Gauteng, while the smallest of South Africa's provinces, is considered the country's economic hub and contributes heavily in the financial, manufacturing, transport, technology, and telecommunications sectors, among others. It also plays host to a large number of overseas companies requiring a commercial base in and gateway to Africa. The megalopolis of Pretoria, Centurion, Midrand, Johannesburg and the Vaal Triangle has a combined population of 12million or roughly 20% of South Africa's total.

The aviation component of the integrated transport master plan addresses an analysis of Gauteng's airspace, the need for a dedicated cargo airport, the need to designate more airports with international status and a SWOT (Strengths, Weaknesses, Opportunities & Threats) analysis of the major airports to indicate how aviation could contribute to the economic growth in Gauteng.

Johannesburg OR Tambo International Airport
Passenger Traffic

The plan foresees a fully developed Johannesburg OR Tambo International Airport, Africa's busiest airport, as outstripping its projected maximum passenger throughput capacity of 55million pax/annum come 2037 (2045 using pessimistic projections - See Above). In order to curb any possible negative impact caused by a capacity shortfall on the local and South African economy as a whole, the Plan states that various alternatives have been identified to address this shortfall namely:

Q The identification and reservation of land to construct a second major intercontinental airport. (This aspect was addressed in the 5 year plan announced last year and a thorough study will be executed to determine the necessity and will, if necessary, select a suitable site);
Q The development of City Airports (Johannesburg Lanseria & Pretoria Wonderboom) to supplement OR Tambo International Airport;
Q Restrictions on the minimum aircraft size using OR Tambo International Airport by means of a price regime forcing smaller aircraft to use alternative airports.

Regarding the future role of OR Tambo International Airport, in 2037 it is envisaged that the airport will still be the main airport serving southern Africa. It is further anticipated that at that stage the Midfield Terminal (See Below) complex will be developed as well as the Ekurhuleni Aerotropolis, which should enhance traffic volumes and non-aviation revenue generated on the Airport.


The Plan lists two smaller, domestic and regionally oriented freight hubs which will incorporate airports to supplement their road and rail operations namely:

Q The Vaal Logistics Hub (VLH): an initiative by the Sedibeng District Municipality, The Emfuleni Local Municipality and University of the North West. The VLH is an intermodal hub (road, rail and air) that will consist of a container depot, an IDZ, and an international airport.
Q Tshwane Intermodal Freight Hub: The area earmarked by the City of Tshwane (Pretoria) can be developed as an intermodal freight hub with road and rail connections; and an airport. The hub will be an intermodal hub that includes road, rail and also air modes of transport. The freight hub has the objective to serve as a regional freight logistics hub for the Southern African region 2 . Land ownership remains one of the major issues.

Although the Tshwane Intermodal Freight Hub and the Vaal Logistics Hub are proposed air cargo hubs for Gauteng, the most significant air cargo operations remain at O.R. Tambo International Airport.

Cargo operations at O.R. Tambo International have grown significantly over the last 40 years and air freight has reached such volumes that the airport is looking to establish a new cargo hub. Dubbed 'Midfield Cargo', the new facility will be located between the two runways and is viewed as a long-term solution to current and future capacity demand, as discussed in the airport's master plan. With O.R. Tambo handling some 300,000 tonnes of cargo in 2009 airport planners are looking to create new synergies in the handling of logistics and the new facility will allow the gateway to handle 1 million tonnes of cargo annually. As per the national intention of consolidating ORTIA as the preferred hub for the region, the airport masterplan calls for the consolidation of all air freight activity in a cargo terminal in the so-called Midfield Terminal.

A previous study into developing an exclusively freight-oriented airport has been rejected as, according to the Plan, with over 90% of all air cargo in South Africa transported in the bellies of passenger aircraft, and a maximum of four dedicated cargo aircraft departing OR Tambo International Airport per day, it would thus prove to be "very difficult to justify the development of an exclusive freight airport." The Plan recommends that the Gauteng Provincial Government does not support the development of a dedicated freight airport in the short to medium term but does not discount its possible construction in the long term.

Johannesburg Lanseria International Airport

Privately owned, Lanseria International Airport is being developed with the construction of a new Code 4D runway which will thus enable the airport to accommodate Boeing 767-size aircraft on long-haul flights. With the added expansion of terminal facilities to meet the demand from LCCs, the Plan notes Lanseria's niche market is changing from a solely corporate and general aviation airport into a City Airport supplementing OR Tambo International Airport. Irrespective of the growing scheduled activities at the airport, the corporate aviation sector has also made major investments in hangarage and other modern facilities at Lanseria. With its major aircraft servicing facilities that attract numerous clients from all over Africa, and its own Aerotropolis Project - a joint venture with the Johannesburg Metropolitan City, The Plan envisages Lanseria as a major player even beyond 2037. The Plan states that a fully developed Aerotropolis at Lanseria can change the character of the facility from a city airport to a fully fledge intercontinental airport and should be considered in the analysis of the necessity to develop a second major intercontinental airport.

Pretoria Wonderboom Airport

Wonderboom Airport, the second busiest airport in Gauteng in terms of aircraft movements, is owned and operated by the City of Tshwane, formerly Pretoria. Located north of Pretoria and north of the Magaliesberg mountain range, its elevation is much lower than either OR Tambo or Lanseria and with its differing weather patterns, makes it an ideal spot to develop a second city airport offering scheduled services.

However, its limited runway 11/29 (1'828m) has put off prospective scheduled operators. Therefore, the Plan for the airport makes provision for the lengthening of the runway by an additional 300m, which would change its classification to Code 3C. This will enable potential scheduled operators to operate scheduled flights with financial feasible load factors on the golden triangle (Gauteng to Durban and Gauteng to Cape Town) and in southern Africa with flight sectors up to Nairobi and Luanda, provided it can be designated as an international airport.

A further major concern is accessibility. Although the airport is located close to the N4 freeway, the interchange that could connect the airport with the N4 freeway has only been partly constructed. This issue is also addressed in the airport development plan. In the medium term, Wonderboom Airport will most probable develop into a city airport with regular scheduled services to major destinations in South Africa and across our borders.

Furthermore, The Plan sees a number of the MRO firms and a portion of the general aviation market being served by Lanseria "probably relocating to Wonderboom."


The Rand Airshow will take place on Sunday 29th September. As a result of practice sessions no flying will be allowed between 10 to the hour and 10 past the hour each hour on Monday 23rd, Tuesday 24th, Wednesday 25th, Thursday 26th and Friday 27th September to allow for practice flying for the Airshow. On Saturday 28th September the same rule applies but additionally there is no flying at all after 14.00 local time. All of the above will be NOTAMed.

The next Safety Meeting will be held at 09.00 on Tuesday 1st October 2013.

The next Safety Meeting is to be held at 12.00 on Tuesday 1st October 2013.

The next Safety Meeting will be held at 12.00 on Tuesday, 8th October 2013


Rwanda and Burundi have signed an Open Skies Bilateral Air Services Agreement with for provision for carriers from both countries to have unlimited frequencies to each other's airspace. The move is in line with the East African Community's (EAC) efforts to liberalize its airspace through the elimination, between member states, of all the economic restrictions in the aviation sub sector related to capacity, frequencies, city pairs, cabotage, and designation of airlines.

The Burundian Embassy in Uganda recently announced plans to boost cooperation with Air Uganda to promote investment between the two countries by offering tickets at subsidized rates to investors willing to travel to Burundi and identify partners and opportunities.
Source RwandanFlyer

Ghanaian domestic carrier, Africa World Airlines has added an additional 5 x weekly frequencies to its current daily Accra - Tamale service. The maiden morning flight for the route was on Monday August 19. All flights operate on-board an ERJ145


Excessive speeding by drivers on the apron at Rand Airport has resulted in the Management taking the decision to reduce the speed limit to 20kmh. Signs have been painted on the roadways and drivers who exceed the limit will be penalised in terms of having their access cards removed from them.

On every airport in the world only very selfish drivers speed in the dangerous environment on airside. Yet again the word discipline rears its head and a total lack of it produces a very unsafe operation.



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


On 24 September 2013, Heritage Day, Springbok Classic Air invites you to participate in the 70th birthday of this wonderful aircraft - "The Flying Springbok". Come and join us on one of our 20 min sightseeing flights over Johannesburg. Each passenger will receive a certificate, signed by our Captain on the day.

First slot: 10:00, R450.00.

20 Minute Scenic Flights over Johannesburg on 28 September 10:00 (the day before the Rand Airshow) and 26 October 2013 at 10:00 - R450 per person

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

To book your seat, please send an email to , or call 011 824 2142.

Automatic External Defibrillator)

If someone collapses with a sudden cardiac arrest on your aircraft or in your office or in your hanger what can you do? The truth is that if you do not respond within 10 minutes the person will probably die. Sere-med provides a very affordable, portable and LIFE SAVING AED. Can you afford to be without one? Contact or the Editor for more information.


Can we help you with your aviation safety
and/or quality requirements?

Under SA CAR 140.01.2 if you and your organisation hold one of the following

Q a category 4 or higher aerodrome licence;

an ATO approval;
Q an aircraft maintenance organisation approval;
Q a manufacturing organisation approval ;
Q an ATSU approval;
Q a design organisation approval;
Q an AOC issued in terms of Part 121, 127, 135, 141;
Q a procedure design organisation approval; and
Q an electronic services organisation approval,

then you shall establish a Safety Management System for the control and supervision of the services rendered or to be rendered by that organisation.

If you do not already have an approved Air Safety Officer and an approved Safety Management System then please contact us for assistance.

We, at global aviation consultants, deliver the following SA CAA Approved training courses for Air Safety Officers at Rand Airport;
Q Safety Management Systems
Q Integrated Safety Officer Course
Q Quality Assurance Auditor
Q Crew Resource Management (Initial and Recurrent)
Q Dangerous Goods
Q Human Factors for AME's
Should your operation be of a size whereby the full time employment of an Air Safety Officer and/or Quality Assurance Officer is not financially viable then we can provide you with Consultants who have previously held Air Services Licensing Council approval. We can also provide you with a tailor made SA CAA approved Safety Management System.

For further information on how we can help you please contact Rethea or Candice in Hanger 6, Rand Airport, Germiston on 011-024--5446/7 or e-mail

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

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