1. Message from the Editor
2. A small matter of knowledge
3. Africa's 2019's Hazards, Incidents, Accidents and Safety Occurrences
4. Emergency Response Planning
5. Henley Global Aviation Safety and Quality Training
6. FAA Issues Generic Warning on AOA Sensor Risks
7. India Sees Increased Safety Risks During Maintenance
8. Helo Safety Team: Act Now to Check Fatal Accident Rate
9. News from the Johannesburg Airports
1. MESSAGE FROM THE EDITOR
It is hard to comprehend that commercial aviation started its International Flights 100 years ago with both British Airways and KLM currently celebrating this milestone. Please go to the Finale to read more about this.
Lots of new SACATS and SACARS have recently been promulgated amongst them and relevant to ASOs are SA-CATS 140.01.3 (3.3)(2.d) - a safety refresher course needs to be completed every 3 years (the refresher is a further 5 day course) and SACATS 140.01.4(1)(g) all Air Safety Officers / Managers need to have completed an Accident / Incident Investigation Course as well as a Human Factors Course.
2. A SMALL MATTER OF KNOWLEDGE
Future of Aviation Safety and Tech
Advances in aircraft technology have contributed significantly to making commercial aviation the safest mode of transportation. Each decade has yielded a significant decrease in the rate of fatal accidents and hull losses despite an increase in air traffic.
The continual evolution of the commercial air transport fleet can be credited with much of this improvement; each successive generation of aircraft has employed new technologies to curb threats to aviation safety. In the future, technology is expected to continue to play a critical role in further enhancing aviation safety.
Airbus and Boeing each forecast explosive growth in future air traffic. Historically, commercial air travel has doubled every 15 years. This significant growth increases the exposure to vulnerabilities in the air transport system.
Despite the recent uptick in accidents, the long-term view has shown that the rate of both fatal accidents and hull losses has steadily decreased over time. To maintain low accident rates that the traveling public demands, the aviation industry must continually evolve and employ new technologies.
A recent Airbus study-"A Statistical Analysis of Commercial Aviation Accidents 1958-2018"-highlighted the three major accident categories (there are 40 total) that have historically caused the most significant number of accidents: controlled flight into terrain (CFIT), loss of control in flight (LOC-I), and runway excursion (RE).
The study further identified each generation of jets and the impact that each had on improving safety. First-generation jets designed in the 1950s were analogue aircraft and had crude autoflight systems. The overall accident rate for first-generation aircraft was approximately three accidents per million flights.
Second-generation aircraft from the 1960s and 1970s began to employ more integrated autoflight systems that included more advanced autopilots and autothrottles to ease workload; the accident rate with these aircraft decreased to 0.7 accidents/million flights.
The third generation of jets introduced in the 1980s included more advanced avionics such as glass cockpits (early EFIS) and flight management systems (FMS). The greatest contribution to flight safety was the introduction of GPWS/TAWS (ground proximity warning system/terrain awareness and warning system) that reduced the number of CFIT accidents by 85 percent when compared with second-generation aircraft. The overall accident rate with this generation of aircraft decreased further to 0.2 accidents/million flights.
Fourth-generation jets introduced fly-by-wire technologies with flight envelope protections. Nearly all newly certified air transport and larger business aviation aircraft employ some form of FBW system. As of 2018, approximately half (47 percent) of all air transport jets in service are fourth-generation aircraft. FBW has reduced the number of LOC-I accidents by 75 percent and have cut the overall accident rate in half, to 0.1 accidents/million flights.
Technologies introduced with third- and fourth-generation jets have significantly reduced the rate of both CFIT and LOC-I accidents. Runway excursions are the third major cause of fatal accidents and account for the highest number of hull losses; these events can occur on takeoff or landing.
During landing, runway excursions are being addressed with energy and performance-based technologies. Introduced at the end of the last decade, many of these systems are included on new aircraft or available as upgrades on in-service aircraft. Only 5 percent of in-service air transport aircraft have this technology. Examples of these systems include the Honeywell SmartRunway and SmartLanding system and the Airbus Runway Overrun Prevention System (ROPS).
Honeywell offers its SmartRunway and SmartLanding systems as an upgrade to existing EGPWS Mk V and Mk VII systems. These systems are the next generation of the Honeywell runway awareness and advisory system (RAAS) and are offered by several OEMs. SmartRunway primarily addresses runway incursions, while SmartLanding addresses high-energy runway excursions. SmartLanding alerts pilots if the aircraft is too fast, too high, improperly configured, or going to incur a long landing.
Airbus ROPS was introduced in 2009 on the A380. The system is now available on all Airbus FBW aircraft. ROPS is an alerting system that reduces the exposure to the runway overrun risk, and if necessary, provides active protection. This system provides cues during final approach and the landing rollout; if the runway available is too short for the conditions, ROPS will command a go-around.
During takeoff, a misconfigured aircraft can lead to a runway excursion. Misconfigured take offs might involve either the wrong flap setting, no flaps, or the wrong thrust selection. Modern fourth-generation aircraft with highly integrated avionics systems help prevent these situations by comparing FMS performance selections (flaps, thrust, and bleed configuration) with the actual aircraft configuration. As an example, the Airbus A220 will alert the crew (via an electronic CAS message) if the aircraft is not properly configured 60 seconds after engine start. Likewise, the system performs a reasonability check to ensure the proper V-speeds are selected.
It is widely understood that technology is only one part of the solution; improvements in training, procedures, and other "soft safeguards" must also advance. Together, technology, pilots, and operators must continually evolve to meet the expectations to maintain the highest level of safety.
3. AFRICA'S 2019 HAZARDS, INCIDENTS, ACCIDENTS AND SAFETY OCCURENCES
Source, amongst others, PlaneCrash info.com; News24, Aviation Herald, Flight Safety Information, SACAA, AIN, FSF.
ACCIDENTS INVOLVING FIXED WING AIRCRAFT IN AFRICA DURING 2019
DATE A/C TYPE FATALITIES LOCATION
21 Jan 19 Mirage F1 0 Taounate, Morocco
07 Feb 19 Glasair III 0 Donkerhoek, Pretoria, RSA
13 Feb 19 Cessna U206G Stationair 6
5 Makutano Forest in Londiani, Kenya
14 Mar 19 PA28 0 Kimberly, RSA
10 Mar 19 B38M 157 Bishoftu, Ethiopia
30 Mar 19 Twin Comanche 0 Baragwaneth, RSA
22 Apr 19 AN26 Freighter 0 Khartoum, Sudan
01 May 19 Diamond 0 Ilorin International Airport in Ilorin, Kwara State, Nigeria
23 May 19 Bantam 0 Phalaborwa, RSA
11 Jun 19 Radial Rocket 0 Baragwaneth, GP, RSA
22 Jun 19 Piper PA-18-150 Super Cub 1 Chyulu National Park, Makueni County, Kenya
22 Jun 19 Antonov AN-124-100 0 Tripoli-Mitiga International Airport, Libya
23 Jul 19 B737-300 0 Lagos, Nigeria
03 Aug 19 Sling 4 2 Tabora, Tanzania
06 Aug 19 Cessna 208B Grand Caravan 0 Mafia Airport (MFA), Tanzania
14 Aug 19 Jabbie 430 0 Krugersdorp, RSA
16 Aug 19 C172 2 Hartbeespoort Dam, west of Akasia in the North West,
ACCIDENTS INVOLVING ROTOR WING AIRCRAFT IN AFRICA DURING 2019
19Jan 19 Z-9 0 Kati, Mali
03 Feb 19 SA341G Gazelle 0 Rand Airport, RSA
20 Feb 19 MIL 2 Rechaiga, Algiers
03 Mar 19 Bell 505 5 Lake Turkana, Kenya
18 Apr 19 Augusta 109 0 Centurion, GP, RSA
02 May 19 Dauphin TBA Guemar airport, El-Oued, Algeria
20 Aug 19 Squirrel 0 Virginia Airport, Durban, KZN,
RSA OTHER AVIATION RELATED ACCIDENTS DURING 2019
24 Mar 19 BE20 1 Matsieng Airfield, Botswana
12 Jun 19 MI35M 0 Katsina Airport, Nigeria
30 Jun 19 B787 1 - Stowaway Originated in JKIA, Kenya stowaway fell out of wheel bay on finals into London Heathrow, UK
20 Jul 19 0 A hot air balloon crash-landed near the M44 in Soshanguve on Saturday, leaving two people injured
INCIDENTS AND OCCURRENCES DURING JUL AND AUG 2019
DATE A/C TYPE LOCATION DETAILS TYPE OF OP
08 Jul 19 B747-400 Harare, Zimbabwe A/C operating from Johannesburg (South Africa) to Harare (Zimbabwe), was on approach to Harare's runway 05, when a part of the flaps dropped from the aircraft and fell into the neighborhood of Chitungwiza, about 3nm south of the aerodrome. The aircraft continued for a safe landing on runway 05. FRT
19 Jul B737-36N Lagos, Nigeria A/C was waiting for clearance to take off when a man illegally climbed onto the aircraft wing having deposited his bag inside one of the engines. A/C returned to stand where authorities removed the gentleman and his bag. COM
20 Jul 19 B747-400F enroute at FL380 about 110nm south southwest of Malta (Malta) A/C was operating from Misrata (Libya) to Ostend (Belgium), was when the crew decided to divert to Malta reporting a problem with the landing gear doors. The aircraft landed safely on Malta's runway 31 about 50 minutes after departure from Misrata. COM
31Jul 19 B737-800 enroute at FL300 about 140nm south of Cairo A/C departed Cairo's runway 05C and was when the crew was informed about tyre debris found on the runway. The crew decided to return to Cairo, descended the aircraft to FL100, FL60 and 5000 feet, entering holds to burn off fuel and landed the aircraft safely on runway 05R about 2:50 hours after departure. COM
16 Aug 19 DHC-8-200 Kichwa Tembo Airstrip in the Maasai Mara National Reserve, Kenya A/C suffered a left-hand landing gear failure after striking several wildebeest on landing. The occupants were not injured; the aircraft sustained damage to the left-hand main gear and no.1 propeller. Two wildebeest were killed in the accident. CHTR
18 Aug 19 B777-200 Descent into Amsterdam Airport Schiphol, The Netherlands A/C dep Aug 17th from Cape Town (South Africa) to Amsterdam (Netherlands), was in the initial descent to FL200 towards Amsterdam when the crew declared PAN PAN reporting smoke in the cabin. The crew subsequently reported there had actually been a fire in the cabin, cabin crew had brought the fire under control but there was still quite a bit of smoke. The aircraft continued for a safe landing on runway 18C about 20 minutes later. COM
20 Aug 19 A330-300 Enroute - over Southern Ethiopia/Somalia A/C was operating from Mauritius (Mauritius) to Madrid, (Spain), was enroute about 4 hours into the flight, it encountered severe turbulence causing cabin crew and passengers to impact the cabin ceiling before coming back down. Two doctors on board provided first aid to the injured. The flight crew continued the flight to Madrid, requested ambulances to meet the aircraft on arrival and landed without further incident. 16 people were assessed by medical services at the airport, 14 of them were taken to hospitals and were later discharged. COM
22 Aug 19 B737-400 enroute from Cape Town to Durban (South Africa), A/C was climbing through FL300 out of Cape Town when the crew initiated an emergency descent to FL100 due to the loss of cabin pressure, the passenger oxygen masks were released. The aircraft returned to Cape Town for a safe landing about 45 minutes after departure. COM
27 Aug 19 B737-800 Cairo, Egypt A/C was enroute from Sharm el-Sheikh, Egypt to Naples, Italy made an emergency landing in Cairo due to a technical fault. COM
28 Aug 19 AN12 Goma, DRC A/C Landed deep and burst tyres and damaged wheels. COM
ROTOR WING INCIDENTS AND OCCURRENCES IN JUL AND AUG 2019
ATC - low level of proficiency
Beni, Democratic Republic of Congo
Runway condition very poor - RWY rehabilitation underway; Birds, Security
ATC Staff under training; Birds
Bangui, Central African Republic
People and animals alongside the runway
Goma, Democratic Republic of Congo
ATC - low level of proficiency, construction hazards, birds, runway incursions
Juba, South Sudan
Poor ATC, heavily congested airfield, large birds, local insurgents
Kalemie, Democratic Republic of Congo
Lanseria International Airport, RSA
Birds, Drones, construction work on airside and landside
Rand Airport, RSA
ATC trainees, birds
ATC information only with RPAs (Drones) operating in the area
JKIA, Nairobi, Kenya
Poor Security - check for stowaways / tampering with aircraft
4. EMERGENCY RESPONSE PLANNING
Blake Emergency Services is the International Crisis Management and Contingency Planning and Response Specialist who, although based in the UK, have extensive 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 and more recently Ukraine, The Netherlands, Indonesia and Mali. Please go to www.blakeemergency.com or contact
If you are interested in becoming a volunteer for Blake Emergency Services, please contact Rethea at the address given above.
An Emergency Response Plan is a required section of your SMS and may also be added to your Operations Manual.
Emergency Response, Incident Response, Operations Control and Family Assistance training together with the writing of Emergency Response Plans and Procedures is now offered through Blake Emergency Services. For more information, please contact Rethea on Rethea.email@example.com
5. HENLEY AVIATION TRAINING
Should you wish to make a booking for any of the following courses please contact Candice on +27 (0)11 024 5446/7 or by email to firstname.lastname@example.org. The full 2018 schedule is posted on the website -
DATES COURSE LECTURER COST EXCL VAT
2 - 3 September 2019 Safety Management Systems Introductory Course Various R 2,970-00
2 - 6 September 2019 Integrated Safety Officer Course Various R 7,700-00
16 - 17 September 2019 Human Factors Dr. Joel Hughes R2,970-00
25 September 2019 CRM Refresher Verity Wallace R 1,160-00
25 September 2019 Dangerous Goods Verity Wallace R 950-00
30 September - 1 October 2019 Quality Assurance Auditor Dan Drew R 2,970-00
21 October 2019 CRM Refresher Verity Wallace R 1,160-00
21 October 2019 Dangerous Goods Verity Wallace R 950-00
21 - 22 October 2019 Human Factors Dr. Joel Hughes R2,970-00
28 - 29 October 2019 Quality Assurance Auditor Dan Drew R 2,970-00
11 November 2019 CRM Refresher Verity Wallace R 1,160-00
11 November 2019 Dangerous Goods Verity Wallace R 950-00
18-19 November 2019 Human Factors Dr. Joel Hughes R2,970-00
25-26 November 2019 Quality Assurance Auditor Dan Drew R 2,970-00
2-3 December 2019 Safety Management Systems Introductory Course Various R 2,970-00
2-6 December 2019 Integrated Safety Officer Course Various R 7,700-00
9 December 2019 CRM Refresher Verity Wallace R 1,160-00
9 December 2019 Dangerous Goods Verity Wallace R 950-00
Cost per delegate includes all training materials, refreshments and lunch. Attendees paying in cash on the day are eligible for a 10% discount. Both Recurrent CRM and Dangerous Goods Training Courses are available upon request - even at short notice.
On request we also offer -
Air Cargo Security (Part 108) Health and Safety (Medical)
Cargo and Warehouse Security Risk Management & Investigations
First Aid and the Law NEW - Maintenance Reliability Programme
NEW - Maintenance Management NEW: Accident Investigator Course
NEW: Recurrent Safety Management System Course (every 3 years)
NEW: Fatigue Risk Management Course
6. FAA ISSUES GENERIC WARNING ON AOA SENSOR RISKS
The FAA, citing non-specific "continued airworthiness activity," reminded operators that angle-of-attack (AOA) sensors can be easily damaged during "normal operations" and must be carefully maintained to ensure safe flight operations.
"Based on continued airworthiness activity on multiple foreign and domestic products, including large transport aircraft and small general aviation aircraft, FAA has determined it is necessary to advise operators of the importance of performing proper operations and maintenance on AOA sensors," the agency said in an "information for operators" bulletin.
The U.S. agency cautioned that the sensors are exposed to many conditions that could result in damage.
"It is imperative that all operators are aware of the criticality of AOA sensors and the potential for damage during normal operations, maintenance procedures, servicing procedures, and any other procedures around an aircraft where damage to an AOA sensor could occur," the FAA said. It urged operators to remind everyone "involved with the operation and maintenance of aircraft, such as aircraft operators, certificate holders, maintenance providers, ramp service providers and miscellaneous service providers," to follow AOA airworthiness requirements diligently.
FAA's advisory messages are often triggered by specific incidents or collections of similar reports. If they are linked to ongoing accident investigations, however, international protocol limits what the agency can reveal.
AOA sensor failures are at the centre of two ongoing probes into Boeing 737 MAX accidents that have the worldwide fleet grounded. But the agency said the message is not indicative of any new findings coming from those investigations.
"The alert was sent out as a reminder and was not indicative of any specific findings related to the ongoing investigations," an FAA spokesman said.
7. INDIA SEES INCREASED SAFETY RISKS DURING MAINTENANCE
(Whilst this article refers to India it has relevance in the African maintenance environment - Ed.)
As the accelerating growth of fleet sizes places more demand on support resources, deficiencies in line-maintenance safety procedures among Indian domestic airlines have increased the risk of serious accidents and incidents, according to the country's Directorate General of Civil Aviation (DGCA). In its 2018-2022 National Aviation Safety Plan, the DGCA listed causes for errors, including a failure to follow published technical data or using unauthorized procedures, a failure by supervisors to follow maintenance instructions and recording maintenance properly, incorrect installation of hardware on aircraft and engines, performing unauthorized modification to aircraft, using untrained or uncertified personnel to perform ground support tasks, and use of improperly positioned ground support equipment.
A recent incident involving a 22-year old technician performing landing gear maintenance has highlighted the safety threat. "Inadvertently, the main landing gear hydraulic door closed, and he got stuck in between the hydraulic door flaps," confirmed an airline spokesperson to AIN. The incident came not long after another case of a technician getting sucked into the engine of an airliner in Mumbai.
While the DGCA has pledged to reduce the number of maintenance errors per 10,000 flight hours, incidents remain grossly underreported by airlines, said Vishok Mansingh, a former senior engineer with Kingfisher Airlines and CEO of Mumbai-based Vhan AeroServices. "Sometimes errors that have been reported to the DGCA are not brought into the public domain by the regulator," he added. "It is essential they be published on a regular basis so that the industry can take cognizance of them and learn some lessons...Safety is continuous, not a post-mortem."
According to the DGCA, incidents that airlines have failed to report include incorrect assembly of aircraft parts or components found during inspection or test procedure, hot bleed air leak resulting in structural damage, defects in a part causing retirement before completion of full life, damage or deterioration (fractures, cracks, corrosion, delamination), and structural failures.
"Safety guidelines are [often] not followed due to the poor safety culture in the airlines and not checked by the regulator," Amit Singh, former head of operations and safety at AirAsia India, told AIN. "As a result, it becomes a practice or a bad habit."
Vistara, a joint venture between the Tata Group and Singapore Airlines (SIA) says it has adopted SIA safety management systems that the Vistara CEO directly monitors. "As a matter of policy, for instance, a Vistara technician can only work under the supervision of an aircraft maintenance engineer, after being assessed and passed on aspects such as human factors [and] understanding the safety management system," said Vistara vice president of engineering SK Dash.
More airlines in India should adopt a similar commitment to safety, suggested Mansingh. "A mindset change for following rules and not taking shortcuts has to be inculcated in maintenance practices in India if we want to cut down on incidents," he concluded.
8. HELO SAFETY TEAM: ACT NOW TO CHECK FATAL ACCIDENT RATE
The U.S. Helicopter Safety Team (USHST) today warned that the U.S. helicopter industry is heading toward its highest annual fatal accident rate in more than a decade, already recording 15 fatal accidents with 27 fatalities in the first six months of 2019. The USHST notes that is already on par with 2013 when 30 fatal helicopter accidents were recorded, but cautioned that the rate could go even higher, as July historically posts the highest number of rotorcraft accidents during the calendar year.
Figuring in that history, the USHST warns that "the industry also is at risk to reach the total from 2008, when there were 35 fatal helicopter accidents. With half of 2019 completed and another six months to go, the U.S. helicopter industry is experiencing a year of tragic accidents with too many lives being lost."
The USHST is calling on operators, pilots, instructors, and mechanics to "rely on safety basics and place a stronger emphasis on identifying and managing risk." The USHST is calling on the industry to focus on basics, including fuel management, adequate pre-flight inspections, adherence to checklists, understanding the impact of over-the-counter medications, avoiding flying VFR in IFR conditions (scud running), not succumbing to "get-there-itis," and learning when to abort missions en route.
9. NEWS FROM THE JOHANNESBURG AIRPORTS
Users of the Johannesburg aerodromes must be aware of the fact that they all take Aviation Safety and AVSEC seriously. If you want to use these airports as a Pilot or are employed in any way on them, then we would recommend that you make yourself more than familiar with Part 139 in the SACARs and the Rules and Regulations applicable to that particular aerodrome. Be prepared for fines being levied if you breach any of the SARPs.
RAND AIRPORT, GERMISTON - www.randairport.co,za
Safety Meeting - Held On the 2nd Thursday of each month at 09.00 in the Old Customs Hall.
The wearing of high visibility jackets/waistcoats is mandatory for all persons, excepting for passengers under escort, on airside. (SA CAR 139.02.22(6))
Drivers found to be speeding on airside will have their access remote taken from them.
Vehicles being driven on airside must carry proper mandatory insurance cover
All delivery vehicles and visiting vehicles requiring access to airside MUST be escorted from the access gate to the premises and then after closure of their business back to the gate for egress.
Cranes are not allowed onto Rand Airport unless their use has been specifically authorised by airport management
All operators are required to report Bird Strikes to the Airport Rescue and Fire Fighting Services or the Safety Office even if there has been no structural damage to the aircraft as a result of the strike.
Fuel must not be "trucked" into Rand Airport from other sources. Should there be a special requirement permission must be sought from the Airport Manager.
LANSERIA AIRPORT - www.lanseriaairport.co.za
Safety, Security and Stakeholders Meetings are held on the second Tuesday of each month from February to November at 12.00 in the LIA Training School.
The wearing of high visibility jackets/waistcoats is mandatory for all persons, excepting for passengers under escort, on airside. (SA CAR 139.02.22(6))
Drivers shall obey the published speed limits which are 30 on airside and 40 on landside.
We are pleased to inform you that we are breaking ground on the pier extension today, Thursday, 7 February 2019. This is one of many projects we are undertaking to provide a better and convenient airport for all users. The contractor will be on site to erect a fence to demarcate the construction site and this will affect the location of the GA lounge. As of today, the GA lounge will move temporarily to where the VVIP lounge is currently. All GA passengers and crew will now access the apron via the VVIP lounge and transport will be provided to move passengers and crew to and from their aircraft.
New Airgate system will come into operation soon. Details can be found in the AIP.
GRAND CENTRAL AIRPORT, MIDRAND
Next Safety Meeting are held on the 1st Tuesday of each month at 12.00 in the Boardroom
The wearing of high visibility jackets/waistcoats is mandatory for all persons, excepting for passengers under escort, on airside. (SA CAR 139.02.22(6))
Drivers found to be speeding on airside will have their access revoked
Should an emergency occur pedestrians are requested to stand still in a safe area out of the way of responding AR&FFS vehicles.
During any emergency Pilots, Instructors and students should try to keep the frequencies as clear as possible
Cranes are not allowed onto Grand Central Airport unless their use has been specifically authorised by airport management
100 years ago (25 Aug 1919): The first scheduled international passenger flight departed
(CNN) - On August 25, 1919, the first regular international passenger air service took place between London and Paris.
This fledgling flight, operated by Air Transport & Travel Ltd (AT&T) -- a forerunner of British Airways (BA) -- took off from Hounslow Heath, not far from what's now Heathrow Airport, the British aviation hub where some 80 million passengers took to the skies in 2018.
Clearly, international flights have changed a lot in the past 100 years, so let's take a look back at where it all began.
1919 was a pretty action-packed year for aviation milestones; on June 15, British aviators John Alcock and Arthur Brown completed the first nonstop transatlantic flight, paving the way for the popular London to New York route passengers use today.
Still, 100 years ago, aviation was often the sole realm of brave adventurers and experienced aviators, so the daily London to Paris passenger flight, although it also transported mail and parcels, represented a new era in commercial flying.
AT&T's marketing poster depicted iconic landmarks in each city: London's St Paul's Cathedral and Paris' then-relatively new Eiffel Tower.
The glamorous ad also stressed the frequency of the new service -- it departed daily, which seemed rather incredible at the time.
The first scheduled daily international service, about to depart from London to Paris. Topical Press Agency/Hulton Archive/Getty Images
"The very early days it was very much just about persuading people to fly at all," Jarvis says. "There were quite a lot of people who thought flying [...] was just a passing fad."
After all, the first non-stop flight from London to Paris took place only seven years earlier, and the first powered flight took place just 16 years earlier.
Aviation was still a new game.
The flight took two hours and 30 minutes.
The De Havilland DH4A G-EAJC aircraft, built for combat during the First World War and reimagined as a civilian airplane, made its way across the English Channel in a fairly swift two hours and 30 minutes. It was powered by a single Rolls Royce Eagle piston engine.
If you're imagining a plane full of Brits ready to sample Paris' baguettes and cheese, think again -- it was a pretty small aircraft with limited, but intriguing, cargo.
Piloted by RAF veteran Lt E. H. "Bill" Lawford in an open-air cockpit, on board was one passenger, George Stevenson-Reece who was a journalist for London's "Evening Standard" newspaper, plus a consignment of leather, two grouse and a few jars of Devonshire cream.
Stevenson-Reece paid 20 guineas for the journey (£21). If that sounds like a good deal, bear in mind £21 in 1919 is equivalent to over £1000 ($1225) in today's currency.
Weather conditions were apparently not particularly favourable, but the aircraft was greeted with enthusiasm by reporters and photographers upon landing in Le Bourget.
Hot on the heels of the Brits, in 1920 Dutch airline KLM started flying aircraft between London and Amsterdam, and commercial aviation grew intermittently in the next few decades.
Still, it wasn't until after the Second World War, Rolls Royce historian Peter Collins tells CNN Travel, that there was a "mindset change" that led to people embracing flying as a commonplace mode of transport.
"Although there were scheduled flights and aviation is developing and growing, it's not massive. It's still for the well-off people," he said.
"Aviation Safety, in all of its guises, is Avia Global and GAAC's' first and only concern and to that end our clients' safety on the ground and in the skies, is our Alpha and Omega."
Can we help you with your aviation safety and / or quality assurance requirements?
Under SA CAR 140.01.2 if you and your organisation hold one of the following
? a category 4 or higher aerodrome license;
? an ATO approval;
? an aircraft maintenance organisation approval;
? a manufacturing organisation approval;
? an ATSU approval;
? a design organisation approval;
? an AOC issued in terms of Part 101, 121, 127, 135, 141;
? a procedure design organisation approval; and
? 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.
Avia Global in conjunction with Henley Air deliver the following SA CAA Approved training courses at Rand Airport;
# Safety Management Systems
# Integrated Safety Officer Course
# Quality Assurance Auditor
# Crew Resource Management (Initial and Recurrent)
# Dangerous Goods
# Human Factors for AME's
# NEW: Recurrent Safety Management System Course (every 3 years)
# NEW: Accident Investigator Course
# NEW: Fatigue Risk Management Course
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 and all Manuals as required by your Regulatory Authority for your operation.
For further information on how we can help you please contact Rethea or Candice on +27 (0)11 024 5446/7 or e-mail email@example.com
Avia Global and GAAC accepts no liability for the content of this email, 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.