Avia Global Update Issue 82 - May and Jun 20191. Message from the Editor2. A small matter of knowledge 3. Africa's 2018's Hazards, Incidents, Accidents and Safety Occurrences 4. Emergency Response Planning 5. Henley Global Aviation Safety and Quality Training 6. Extract from protection regulations to be applied within the Sutherland Central Astronomy Advantage Area declared for optical astronomy purposes. 7. Rise in Unruly Behavior on Planes Is Tied to Stress of Flying 8. Criminalization of Aviation: 'You Have the Right to Remain Silent' . Future of aviation safety and tech 10. News from the Johannesburg Airports 1. MESSAGE FROM THE EDITOR Research into incidents for the months of May and June reveal a high number of "near misses" around the globe which given all of the newish technology carried on aircraft makes for worrying reading. I also discovered that unruly passenger behavior and diversions caused by sick passenger's onboard ranks highly in the statistics. I hope, therefore, that those of you in and those of you hoping to be in the commercial aviation sector find Item 7 to be an interesting read. Smoke around the aerodromes on the Highveld is still causing some low visibility situations and Pilots are requested to report such instances to the nearest ATC so that they can get local R&FFS to deal with the fires. Vivienne 2. A SMALL MATTER OF KNOWLEDGE AIRCRAFT CRASH FOR A REASON Business is booming for air safety investigators around the world. Following a period of relative calm in 2017, the safest year on record for passenger airlines, there has now been a steady uptick in both accidents and fatalities. In fact, according to statistics collected by the Air Safety Network, the number of accidents since the end of 2017 is now above the five-year average. Two Boeing 737-8 Max accidents since October 2018 have not helped; collectively, these events have accounted for the loss of 346 lives. So, why do airplanes crash? There are some usual suspects such as "gravity beats lift" or "drag defeats thrust," but to really determine cause, investigators subscribe to an accident-causation model. Personally, I like James Reason's Swiss cheese model of accident causation since it is a useful tool to explain very complex events. However, the first step is to view each event with a wide lens and understand, as aviation safety researcher Sydney Dekker suggests, that "accidents are not accidents at all, but a failure in risk management." To become even more open-minded, think of them as a "failure in imagination"-that's how the 9/11 Commission report described the deep institutional failures associated with the 2001 terrorist attacks. Reason's Swiss cheese model gained popularity because "it illustrates that although many layers of defense lie between hazards and accidents, there are flaws in each layer that, if aligned, can allow the accident to occur." By taking this approach, Reason's model explores both active and latent failures and the four failure domains: organizational influences, supervision, preconditions, and specific acts. This model is a good way to look deeper into the human, technological, or organizational aspects of an accident. This is an extract from an article written by Stuart "Kipp" Lau who writes for AIN. 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 Donderhoek, 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 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 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 INCIDENTS AND OCCURRENCES DURING MAY AND JUN 2019 DATE A/C TYPE LOCATION DETAILS TYPE OF OP 04 May 19 C172 Rand Airport, RSA Burst tyre on landing TRNG 07 May 19 Piper Cub Rand Airport, RSA Radio Communications Failure PVT 10 May 19 Embraer ERj-190 En-route from Nairobi to Mombasa (Kenya) A/C was climbing out of Nairobi's runway 06 when the left hand engine (CF34) ingested a bird prompting the crew to return to Nairobi for a safe landing COM 12 May 19 C210 Rand Airport, RSA Undercarriage problems on arrival PVT 14 May 19 PA18 Rand Airport, RSA Electrical failure PVT 15 May 19 B737-300 Lagos, Nigeria Hard Landing tail and engine pod strike COM 23 May 19 Navion Hekpoort, GP, RSA Engine failure on take off PVT 30 May 19 C172 Rand Airport, RSA High engine temperature TRNG 31 May 19 C172 Rand Airport, RSA Low RPMs PVT 04 Jun 19 A350-900 On departure from Charles de Gaulle, Paris, France A/C was climbing out of runway 26R destined for Mauritius when the crew stopped the climb at FL100 due to an abnormal gear indication. The aircraft dumped fuel and returned to Paris for a safe landing on runway 26R about 45 minutes after departure. COM 17 Jun 19 Embraer Mombassa, Kenya Unscheduled precautionary return from airborne due Technical Defect. COM 22 Jun 19 Boeing 737-528 Port Harcourt, Nigeria Runway excursion after landing. RWY was wet due to heavy rain at time of the incident. COM 30 Jun 19 A310-300 Cairo, Egypt A/C was climbing out of Cairo's runway 05L when the crew stopped the climb at about 4000 feet due to a problem with one of the engines (PW4156) and decided to return to Cairo. The aircraft landed on Cairo's runway 05R about 12 minutes after departure but blew both right hand forward main tyres and became disabled on the runway. COM ROTOR WING INCIDENTS AND OCCURRENCES IN MAY AND JUN 2019 NIL AERODROME HAZARDS Bamako, Mali ATC - low level of proficiency Beni, Democratic Republic of Congo Runway condition very poor - RWY rehabilitation underway; Birds, Security Entebbe, Uganda 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 Ongoing construction Lanseria International Airport, RSA Birds, Drones, construction work on airside and landside Rand Airport, RSA ATC trainees, birds Timbuktu, Mali 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 rethea.mitchell@blakeemergency.com 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.mitchell@blakeemergency.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 training1@henleyglobal.org.za. The full 2018 schedule is posted on the website - http://henleyglobal.org.za/events/ DATES COURSE LECTURER COST EXCL VAT 01 - 02 July 2019 Safety Management Systems Introductory Course,Various R 2,970-00 01 - 05 July 2019 Integrated Safety Officer Course Various R 7,700-00 15 July 2019 CRM Refresher Verity Wallace R 1,160-00 15 July 2019 Dangerous Goods Verity Wallace R 950-00 29 - 30 July 2019 Quality Assurance Auditor Dan Drew R 2,970-00 5 August 2019 CRM Refresher Verity Wallace R 1,160-00 5 August 2019 Dangerous Goods Verity Wallace R 950-00 26 - 27 August 2019 Quality Assurance Auditor Dan Drew R 2,970-00 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 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 Notes: 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. EXTRACT FROM PROTECTION REGULATIONS TO BE APPLIED WITHIN THE SUTHERLAND CENTRAL ASTRONOMY ADVANTAGE AREA DECLARED FOR OPTICAL ASTRONOMY PURPOSES The following extract from the whole Notice was Gazetted on the 29th May 2019 under 42492. Wind turbines generating electricity (1) No person may operate a wind turbine with an electricity output potential of more than 100 Kw which is located within 20 km of the center of the Southern African Large Telescope dome located at latitude 32° 22' 33" S and longitude 20° 48' 38 "E. (2) Any person utilising obstacle lighting for aviation on wind turbine towers located beyond 20 km of the center of the Southern African Large Telescope dome but within the Sutherland Central Astronomy Advantage Area, must comply with the variation permitted by the Civil Aviation Authority of South Africa in order to avoid light pollution within the Sutherland Core Astronomy Advantage Area. (3) The pilot activated lighting method determined by the Civil Aviation Authority of South Africa, shall be used as the method of switching on the obstacle lighting on wind farms. (4) No installation may cause direct visibility of obstacle lighting for aviation on wind turbine towers located beyond 20 km of the Sutherland Core Astronomy Advantage Area and within the Sutherland Central Astronomy Advantage Area. (5) Any general area lighting at the wind turbine sites, for operational, security or any other purpose, shall comply with the conditions prescribed in regulation 4 of these Regulations. 7. RISE IN UNRULY BEHAVIOR ON PLANES IS TIED TO STRESS OF FLYING Excessive drinking is one cause of disruptive behavior on airplanes. European organizations are starting programmes to remind travellers that they may be fined or denied boarding if they've had too much to drink. Flying has increasingly become a world of the haves and have-nots, starting with purchasing a ticket and continuing as passengers are sorted by status to board. Once on the plane, passengers can see where they fit in the hierarchy, with the seats getting smaller and thinner and legroom tighter with each passing row. Then, there's the scramble to secure space in the overhead bins. "By the time you walk down the jet bridge, you are a bundle of nerves," said Henry Harteveldt, founder of Atmosphere Research Group, a travel analysis firm in San Francisco.  Add to that mix the fact that there are fewer flight attendants on duty than there once were. Most domestic flights, said Taylor Garland, a spokeswoman for the Association of Flight Attendants, are run with the minimum number of attendants allowed, which means crews may not be aware of problems. Airlines fully comply with all federal safety rules and regulations, including those pertaining to crew staffing aboard the aircraft, a spokesman for Airlines for America, the group's trade association, said. The International Air Transport Association, an industry trade group with about 290 member airlines, found that there was one disruptive incident for every 1,053 flights in 2017, the last year for which data was available. In 2016, there was one incident for every 1,424 flights. And every incident can affect passenger and flight safety. In some cases, pilots turn planes around, creating major delays. "Airplanes are the physical embodiment of a status hierarchy," said Keith Payne, a professor of psychology and neuroscience at the University of North Carolina at Chapel Hill and the author of "The Broken Ladder: How Inequality Affects the Way We Think, Live and Die." "They are a social ladder made of aluminum and upholstery in which the rungs are represented by rows of boarding groups and seating classes." "Crowding," Mr. Payne added, "is a risk factor for aggression, and more people in a small space make that more likely to happen." One general option when an interaction starts to escalate, he noted, is to walk away and cool off. But, he said, on a plane there are few escape routes. A study, published in 2016, found that multiple classes on an aircraft increased the likelihood of misbehavior. The study, "Physical and Situational Inequality on Airplanes Predicts Air Rage," by Katherine A. DeCelles, now at the University of Toronto, and Michael I. Norton, at Harvard Business School, was published in the Proceedings of the National Academies of Sciences. The authors found that the presence of a first-class cabin, in addition to an economy-class cabin, was associated with more frequent air rage incidents. And boarding through the first-class cabin rather than the midsection of a plane increased those incidents. The air transport association found that disruptive incidents fell into several categories, with ignoring safety regulations, excessive drinking before a flight and smoking the most common. The association also had reports of more severe disruptions, including physical aggression and damage to equipment. It's far too easy for unruly events to occur, Mr. Harteveldt said. Now, British and European Union organizations are starting programs to minimize disruptions. "No one wants to be next to that passenger who has consumed too much alcohol or is aggressive or rude due to other reasons," said Henk Van Klaveren, head of public affairs at the Airport Operators Association in London. In July, the Airport Operators Association, the U.K. Travel Retail Forum and the air transport association (and, later, Airlines U.K.) introduced a media campaign to curb excessive drinking. One Too Many, the program is expected to return this summer. The campaign began at 10 airports (14 now participate, including Heathrow) with airport screens and posters and a leaflet distributed by the police. It also appeared on Facebook, Instagram and Snapchat. Bars and restaurants eliminated shots and two-pints from their menus. (A pint in Britain is 20 fluid ounces.) World Duty Free shops, a subsidiary of Dufry, voluntarily introduced sealed bags to carry alcoholic purchases at 24 airports in Britain.  Beginning in April, the European Union Aviation Safety Agency and the airline transport association started a separate campaign on social media and YouTube. That campaign, #NotOnMyFlight, is intended to draw attention to rowdy behavior. The 28 European Union member states and four associate states - Iceland, Norway, Liechtenstein and Switzerland - participate voluntarily. A video, created for dramatic effect, shows a passenger dancing in an aisle, another tossing an inflatable toy and luggage from the overhead bin and a third smoking in a lavatory. Each vignette intersperses a mug shot of the passenger with a designated punishable offence. "The campaign is to remind passengers that each has the responsibility to behave in the correct manner when they fly," a spokesman for the aviation safety agency said. The One Too Many campaign "reminds passengers of their responsibilities and the severe consequences of drinking to excess," said Karen Dee, chief executive of the Airport Operators Association. One of the more extreme incidents occurred on a Ryanair flight from Dublin to Malta at the end of April. Fights broke out, and inebriated passengers danced on seats and abused the flight crew. The crew requested police assistance while in flight and, when the plane landed, the police removed and detained some of the passengers. "We will not tolerate unruly or disruptive behavior at any time, and the safety and comfort of our customers, crew and aircraft is our No. 1 priority," the airline said in a statement. "This is now a matter for the local police." The police in Malta said two 23-year-old male passengers had been arraigned before a magistrate. They were accused of boarding an aircraft when drunk, acting in a manner likely to endanger an aircraft or any person and interfering with the aircraft crew's ability to perform its duties. Each was fined 1,500 euros, or about $1,674. In March, two hours into a Hawaiian Airlines flight from Honolulu to Los Angeles, two passengers started quarrelling in the aisle. Flight attendants tried to move one to another seat. The pilot enforced security procedures and returned to Oahu. When the plane landed, the flight attendants were treated for injuries, and the passengers who had been fighting were taken into custody. The aircraft finally arrived in Los Angeles five hours late. What an airline considers acceptable behavior is outlined in its contract of carriage. This document is available online, at airline ticketing facilities or by request from customer service. Contracts may be different for domestic and international flights. An international effort is underway to adopt broader regulations to handle passenger disruptiveness, called the Montreal Protocol 2014. Currently, a serious offense is tried according to the law of the aircraft's country of registration. The new regulation would consider whether a serious offense had been committed regardless of national registration. Jurisdiction over disruptive passengers would extend beyond the country where the aircraft is registered, to include the destination country. The treaty requires 22 countries for ratification. Currently, 19 have ratified it. The agreement adds provisions to recover costs from unruly passengers, said William V. O'Connor, a partner at the law firm Cooley in San Diego whose practice includes aviation matters. "There are issues of proof," he said, "and airlines are reluctant to involve customers as witnesses." There is no timetable for the international treaty to go into effect. "You can't force signatories or put them on the clock," Mr. O'Connor said. Yet "airlines keep crowding people in the same amount of space and keep adding gradations in the space," Mr. Payne of the University of North Carolina said, even as they create social norms about appropriate flight behavior. https://www.nytimes.com/2019/05/27/business/unruly-behavior-planes-inequality.html 8. CRIMINALISATION OF AVIATION: 'YOU HAVE THE RIGHT TO REMAIN SILENT' In Managing the Risks of Organizational Accidents (1997), Dr. James Reason defined "just culture" as: An atmosphere of trust in which people are encouraged, even rewarded, for providing essential safety-related information but in which they are also clear about where the line must be drawn between acceptable and unacceptable behavior. While line drawing often involves sensitive trade-offs and judgments, recent judicial decisions by the courts in Switzerland involving air traffic controllers provoke vigorous head-scratching, not to mention strong condemnation from the international air traffic control community. Article 237 of the Swiss Penal Code (Disruption of public traffic) subjects "[a]ny person who willfully disrupts or endangers public traffic ... and as a result knowingly causes danger to the life or limb of other people is liable to a custodial sentence not exceeding three years or to a monetary penalty." The provision also provides that "if the person concerned acts through negligence, the penalty is a custodial sentence not exceeding three years or a monetary penalty." In April and December 2018, two Swiss air traffic controllers were convicted by the Federal Penal Court and the Cantonal Court of Zurich, respectively, for operational incidents that did not result in any physical damages or injuries. The latter operational incident occurred in March 2011 - over eight years ago. More recently, in March, a Swiss court found a controller guilty of violating Article 237 for an operational incident that occurred at Zurich Airport in August 2012. Again, no property damage or injuries occurred. A prosecution initiated in 2014 that did not result in a conviction involved a Swiss controller responsible for clearing two aircraft for take-offs on intersecting runways in March 2011. The first aircraft departed normally and the second one aborted its takeoff. This incident did not result in any property damage or injuries and the controller promptly reported the incident and no disciplinary action was taken against the controller. The National Air Traffic Controllers Association (U.S.), the International Federation of Air Traffic Controllers' Association, the European Cockpit Association, the Netherlands Guild of Air Traffic Controllers, the Guild of Air Traffic Control Offers (U.K.), and skyguide (the air navigation service provider that manages Swiss airspace) have each issued statements condemning these prosecutions. Several of these statements call on Switzerland to review these prosecutions in light of ICAO General Assembly Resolutions 38-3 (Protection of certain accident and incident records) and 38-4 (Protecting information from safety data collection and processing systems in order to maintain and improve aviation safety). Despite the protests of these recent convictions, it clearly demonstrates the need for organizations to 1) be aware of local law and 2) have local counsel available when operating abroad. https://www.jdsupra.com/legalnews/criminalization-of-aviation-you-have-77362/ 9. 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 firstgeneration 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 highenergy 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. https://www.ainonline.com/aviation-news/blogs/ainsight-future-aviation-safety-and-tech 10. 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.  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 licence; # 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 admin@aviaglobal.net |
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