African Pilot’s June edition
In a departure from previous years the June edition of African Pilot has presented a comprehensive Very Light Aircraft and Light Sport Aircraft feature covering 49 LSA types from all over the world. This time the LSA types have been presented as an editorial, whilst providing readers with the website of every LSA manufacture so that as a reader you can check out the details of the aircraft type. Once again due to the COVID-19 lockdown, where most shops are still closed the June edition will be sent to all readers in its digital format. This exciting new method of publishing has many advantages such as almost immediate access, high quality in page view format, little or no cost to readers and instant access to ALL advertisers’ websites. Frankly, there are very few disadvantages, especially now that almost every person has a smart device such as a cell phone, iPad or computer. The world has changed and things will never be the same again!
African Pilot’s July edition
Now that the June edition has been completed, our team has made a start on the July edition that will feature Aviation Training Organisations and Flight Schools. The deadline for the July edition has been revised to Friday 19 June and I wish to thank all contributors and advertisers for their wonderful support during this sad period in South African and indeed world history. For advertising opportunities please contact Adrian Munro at Cell: 079 880 4359 or e-mail: firstname.lastname@example.org.
The following are links to all the magazines that African Pilot produced this year so that you can download all the 2020 editions in magazine view format:
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About African Pilot
There is no doubt that African Pilot provides the finest overall media reach of all aviation publications in Africa where we are in a position to provide professional video and stills photography, website development, social media platforms, company newsletters as well as several other important media services to our customers. Naturally the monthly printed magazine has an incredibly long shelf life due to its excellent design and layout. Then of course the monthly magazine is also available as a digital edition where ALL advertisers have enjoy the direct routing to their websites at a touch on a smart phone or tablet as well as a click of the mouse on a computer screen.
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SOUTH AFRICAN AVIATION NEWS
Tragic helicopter accident at Grand Central Airport
Is this another COVID-19 tragedy? On Wednesday at about 16h45 a Bell Jet Ranger plummeted into the road just outside the gates of FAGC. The pilot and his wife were killed instantly and the helicopter caught fire, but the fire was extinguished very quickly by the airports fire and rescue services. According to information received the Bell 206 was based at Kitty Hawk and the owner / pilot was ferrying the helicopter to Grand Central for routine maintenance. Eyewitnesses said that the pilot attempted to land on the apron outside the AMO with a strong northerly wind blowing. He did not touch down, but when the helicopter rose into the air it started spinning, probably due to loss of tail rotor effect (LTE). The helicopter continued spinning out of control over the top of the hangars and came down in the main street serving the airport without hitting any vehicles or pedestrians. The question to ask, was the pilot ready to go back into the air after such a long layoff due to the COVID-19 lockdown? My condolences go out to the deceased family and friends.
Aero Club Communique June 2020 # 2
Status on GA / RA flight operations in Level 3 – Update
As a further update from the Communique sent out earlier in the week, there were two Captains of Industry meetings with the SACAA this past week in preparation for phase 2 proposals under Level 3 of opening up Aviation, in which the Aero Club included further requests for allowing GA/RA to operate more freely given that there is very little burden on the system (our operations mainly outside controlled airspace) and low risk (operations at smaller airfields).
This phase 2 proposal was submitted to the DoT DG over the weekend, which although primarily focused on airline operations and a check point on how the airlines and the four airports have fared by mid-June, it did include our requests as well to consider further opening up of the GA / RA sector, we hope to engage with the DoT in the coming week on this.
In the interim we can continue to carry out our maintenance related flights as well as positioning for maintenance flights which are working well with the Flight Authorisation system available off the Aero Club and CAASA websites. For Continued Airworthiness flights, the first aircraft are nearing their 28-day cycle, and thus owners can re-apply for their 2nd flight starting in this coming week.
We are also working at allowing us to carry out proficiency flights in our various disciplines and should have some news on this soon, as there is a collective concern about flying proficiency and the safety aspects related to this, thus it is being treated with some urgency.
As you will be aware, on Friday the Sports Ministry released a Gazette allowing professional sporting activities, it has resulted in confusion and consternation amongst our members, also an audio clip related to model flying has done the rounds on social media. It needs to be made clear that no GA / RA flying is allowed under Level 3 as per the promulgated regulations set out in the Gazette – for reference a copy as below. All flights that take place must obtain prior approval from the CAA / DoT. We do recognise the frustrations ans confusion there is right now, we are doing our collective level best between all parties to get us airborne, each allowance we get is a pathway to achieve a return back to normality.
See also below a General Notice released by the SACAA on 12 June that further extends the personnel licence / medical renewals beyond the initial date of 30 June as sent out during April.
Notification from CAASA
Invitation of operators / crew to participate in the virtual training of the 121,135 operators on the approved guidelines for the management of COVID-19 in aviation
The COVID-19 pandemic has significantly disrupted the aviation business and resulted in crisis of the entire aviation industry, which is struggling to survive. Our office together with airports, airlines, charter and other aviation stakeholders need to join forces and come up with a common plan to allow a progressive restart of the operations, while reducing the risk of contamination for passengers and air transport employees.
The South African Civil Aviation Authority invites you to participate at the aviation and health sector workshop which aims to address the current COVID-19 pandemic.
The Minister of Transport (the Minister) has, on 18 March 2020 and in terms of section 43(1)(h) of the International Air Services Act, 1993 (Act No. 60 of 1993) issued the International Air Services Regulations, 2020 (the Regulations) to deal with the prohibition of embarkation and disembarkation of foreign nationals at international airports designated as ports of entry; improved hygiene control and disinfection facilities on international airports designated as ports of entry operated by licensed airport operator, cargo handling facility, airports repair facilities, provider of airports maintenance or services, airport terminals, terminal operations and licensed airports operations; implementation of a tracking, tracing and monitoring system at airports and reporting and prohibition of holding of mass gatherings in and around airports.
The Minister has, on 18 March 2020 and under section 100(1)(a) of the Civil Aviation Act, 2009 (Act No. 13 of 2009) made a Ministerial Order (the Order) for the South African Civil Aviation Authority to take all the necessary steps to give effect to the Order and the Directions issued by the Minister. In order to give effect to the Regulations and the Minister’s Directions, the SACAA is, in terms of the Ministerial Order, mandated SACAA to issue guidelines, monitor, oversee and enforce compliance with International Air Services (COVID-19 restrictions on the movement of Persons and Crew) Regulations, 2020.
The South African Civil Aviation Authority (SACAA) invites operators to ensure that flight and cabin crew attend the continuous workshops which will take place in June-July 2020. The purpose of the workshop is to discuss the ICAO Annexes (6,9,11,14 & 18) and WHO IHR Core Capacities applicable to Ports of Entries (airports) airlines and other aviation industry and the applicable Civil Aviation Regulations, Technical Standards and the recently approved airports, airline, charter, general aviation, dangerous goods and security guidelines by the Minister of Transport.
The purpose of the workshop is to discuss the current ICAO, WHO, Department of Health and SACAA regulations and guidelines in order to mitigate the risk of the spread of communicable disease in aviation (airlines, charter operators, airports and Air Traffic and Navigation Services during the resumption of services. The meeting aims to identify areas that industry may be experiencing challenges with and minimize unnecessary disruptions.
Our office encourages your attendance and participation at this training workshop to ensure sharing of information among stakeholders. The training will be provided virtually, with the first one this Friday, 19 June 2020. Please urgently RSVP to the persons below to attend 19 June 2020, 09h00 to 12h30:
Ms. Nomcebo Thabede: 083 561 6032 / ThabedeN@caa.co.za and Dr Mbatha 083 461 6121 / MbathaS@caa.co.za
Please click here to join Microsoft Teams meeting on Friday 19 June 2020 at 09h00
+27 21 834 1965
South Africa, Cape Town (Toll) Conference ID: 526 659 036#
Dr Lesego Bogatsu
Senior Manager: Aviation Medical Department
Visit to the Sling factory on Thursday
The reason why this edition of APAnews is late today is that I spent the entire morning at the Sling Factory in Tedderfield. This was to take pictures and video material of the new Sling Next Generation Trainer, which will be exported to Sling America as an advanced instrument training aircraft for commercial and airline pilot training. The full story will be published in the July edition of African Pilot.
AFRICAN AVIATION NEWS
Air BP - no decal no fuel – why safe refuelling is our priority
Kerry Rutherford, Air BP’s technical director explains why putting the wrong fuel in your car might not be something you have ever done, but it is likely you know someone who has. In most cases the consequences are not disastrous, just expensive with breakdown companies able to pump the incorrect fuel out of the car, flush it through and get the driver back on the road. But delivering the incorrect fuel into an aircraft (known as misfuelling) is a vastly different matter. It can have serious, potentially fatal consequences, which is why Air bp operates a ‘no decal, no fuel’ policy. What is a decal? If you are not already familiar with a decal, it is essentially a sticker located next to the fuelling orifice on an aircraft which denotes the fuel grade required.
“Manufacturers of over-wing fuelled aircraft have never standardised the over-wing orifice size,” says Kerry Rutherford. While the size of the nozzles used in over-wing fuelling differs for different grades of fuel – typically a narrow nozzle is used for fuelling with Avgas and a wider nozzle when refuelling with Jet A – this is still a fairly weak barrier to prevent misfuelling. “There are various steps we have taken to prevent misfuelling. Having a decal sticker located next to the refuelling orifice confirming which fuel grade is required is a crucial part of the process.”
Air BP’s operators always perform a three-way cross check before refuelling an aircraft:
• Confirm the fuel request form
• Check the decal
• Confirm the fuel grade in the truck or fixed equipment is correct.
“However, on occasions when no decal is visible – it could be faded, or painted over etc. Our operators are prepared and carry spare ones with them to distribute to customers. The customer will need to complete a fuel grade verification form confirming the grade and volume required. They will then be issued a new decal which they must stick to the aircraft themselves,” explains Rutherford.
Generally speaking, people are a reliable barrier to help prevent aircraft misfuelling. But with more than one million over-wing refuelling per year and misfuelling a significant concern within the General Aviation industry, Air BP does not consider the ‘people barrier’ in isolation to be adequate. Subsequently, it has been innovating with engineering barriers to help prevent misfuelling altogether
“We are now well into the implementation of deploying Airfield Automation across our network, to eliminate the ‘one in a million’ human error that can happen when refuelling an aircraft,” says Rutherford.
This pioneering technology includes the Safe2Go app; a cloud-based platform that consolidates all the data associated with Air BP’s refuelling operations. “The app is on a hand-held device, similar to an industrial-style mobile phone. It is also integrated so that it captures all the fuel volume readings from the meter on the vehicle and performs an enhanced three-way cross check, including scanning the decal, that need to be satisfied electronically before the refuelling starts. The app then electronically captures customer details, which are confirmed with an electronic signature from the pilot or airline. The device must be placed back in its holster inside the truck cab before refuelling can commence,” says Rutherford.
It is anticipated that most Air BP’s 350 Airfield Automation locations will be fully operational by the end of 2020. While the safe2go app provides added protection when refuelling takes place, Rutherford concludes, “you can still expect the Air BP operator to check the decal and request confirmation of the fuel grade when an order is placed. But remember if you do not have a decal, just ask the operator or your local Air BP account holder to supply you with a new one and they will be happy to oblige.”
WORLD AVIATION NEWS
Criteria for COVID-19 Testing in the Air Travel Process
On 16 June 2020, the International Air Transport Association (IATA) released criteria for the use of COVID-19 testing in the air travel process. Should governments choose to introduce COVID-19 testing for travellers arriving from countries considered as high risk, testing must deliver results fast, be able to be conducted at scale and operate to very high rates of accuracy. In addition, testing must be cost-effective and not create an economic or logistical barrier to travel.
The International Civil Aviation Organization (ICAO) published Take-off guidance which is the global guidance for governments to follow in reconnecting their people and economies by air. Take-off outlines layers of measures to mitigate the risk of COVID-19 transmission during air travel and the risk of importation of COVID-19 via air travel. COVID-19 testing should not be a necessary condition for re-opening borders or resuming air services.
Technology for rapid point-of-care Polymerized Chain Reaction (PCR) testing could be a useful layer of protection for travellers from countries considered as higher risk, potentially removing the need for more burdensome and intrusive measures such as quarantine which is a major barrier to travel and the recovery of demand. “Airlines are committed to reducing the risks of COVID-19 transmission via air travel and COVID-19 testing could play an important role. But it must be implemented in line with ICAO’s global re-start guidance with the aim of facilitating travel. Speed, scale and accuracy are the most critical performance criteria for testing to be effectively incorporated into the travel process,” said Alexandre de Juniac, IATA’s Director General and CEO.
As part of the travel process COVID-19 testing would need to be conducted by trained public health officials and meet the following criteria:
• Speed: Testing results should be delivered quickly, with results available in under an hour as the minimum standard.
• Scale: If testing takes place at the airport, testing capacity of several hundreds of tests per hour must be achievable. The use of saliva for taking samples rather than nasal or throat swabs would facilitate this and would also be expected to reduce time and improve passenger acceptance.
• Accuracy: Extremely high accuracy is essential. Both false negative and false positive results must be below 1%.
Where does testing fit in the travel process?
Ideally COVID-19 testing would be required in advance of arrival at the airport and within 24 hours of travel. Passengers arriving “ready-to-fly” reduces the risk of contagion in the airport and enables early re-accommodation for any traveller who tests positive.
If testing is required as part of the travel process, it is recommended at departure. Governments would need to mutually recognize test results and data transmission should take place directly between passengers and governments in a similar manner as e-visa clearances are currently handled.
Any testing requirements should only be in place for as long as necessary. To ensure this, regular evaluations should be conducted.
Who should pay?
Cost is an important consideration. Testing should facilitate travel and not provide an economic barrier. With testing at some European destinations costing in excess of $200, this is a real concern. IATA supports the World Health Organization (WHO) International Health Regulations which requires governments to bear the costs of mandatory health testing. Where a test is offered on a voluntary basis, it should be charged at cost price.
What happens when someone tests positive?
Ideally testing takes place prior to travel or at the point of departure and a positive result would mean that the passenger could not travel as planned. In this case, airlines have been offering flexibility to consumers. This includes re-booking or refunds in line with the airline’s commercial policy. Many airlines are offering the same flexibility to passengers who suspect that they have symptoms consistent with COVID-19 as well as members of the same traveling party, particularly when they are members of the same household.
If testing is mandated on arrival and a passenger tests positive, then the passenger should be treated according to the requirements of the receiving State. Airlines should not be required to repatriate the passenger(s) or ‘punished’ with financial penalties such as fines or through operational penalties such as the withdrawal of the right to operate in the market.
For more information, please contact: Corporate Communications Tel: +41 22 770 2967
Weekly News from African Pilot
Should you miss out on any edition of APAnews, please visit the website: www.africanpilot.co.za and click on the APAnews link on the front page. All past weekly APAnews publications have been archived on the website.
Until next Monday, please be ‘Serious about flying’.
Athol Franz (Editor)