Civil Aviation Authority

Hats off to the Lagos, Nigeria which has got this remarkable achievement when the U.S. Ambassador declared, that they are giving Nigeria, Air aviation most wanted category 1 certificate. The whole country has celebrated this joyful event with full zeal. So now people from any where in the world can take advantage of secure flying with flights to Lagos. Lagos is the administrative and economical hub of Nigeria. Most of the official affairs are designated to this city. The Nigerian federal aviation operations are mainly carried out at the famous Murtala Muhammad international airport which is situated in Lagos.



Nigeria has got a big fame due to its aviation industry by getting the International Aviation Safety Assessment Certification (IASA). With this rank, Nigeria's air safety evaluation has been improved and now makes this nation capable enough to stand in the leading group of countries that are greatly ranked in carrying passengers to and from world wide destinations by air. Now you can take flights to Lagos any time with full peace of mind that your journey will be more secure than ever before. Now with this certificate the Airlines of Nigeria can fly to any where to any state of U.S. directly with Nigerian cabin crew.



This ranking of the nation means that it meets all the global air safety laws made by the International Civil Aviation Organization (ICAO). This organization has worldwide eminence in aviation and also a nominal agency of United Nations. This agency sets rules for the functions and protections of air lines. In July a survey was conducted by the U.S. Federal Aviation Authority and this certificated is result of that review. Many other countries have got this certificate but many of them failed to maintain it but Nigerian government assured that they will maintain all these standards rather will try to improve it more. This certificate has also saved millions of dollars of Nigerian aviation industry by applying lesser insurance premium on the Airlines. Flights to Lagos have become a great source of contentment now which anyone can opt without taking any other option.



Mostly business travelers travel to Lagos for the trading, industrial and administrative significance of the city in Nigeria. Booking Lagos flights will not only offer them quality flying services but also at very cheaper rates. Because now Arik Air would list the airplane which is operating flights to Lagos from and to New York with the Nigerian cabin crew will save more money to the Airlines and finally to travelers.

Air news gives an overview on air transport globally on growth, Decline and new Innovations which give aviators an idea on which strategy to apply in the existing air transport business environment.

There three segments of air news that this article will dwell on as below,

(1)BUSINESS JET NEWS.

The launch of Legacy 650 jet by Embrear Manufacturer of other aircrafts like turbo prop for both cargo and passengers. It was during an air show of National Business Aircraft Association (NBAA) exhibition that this news were availed.Ambrear company revealed its NEW Legacy 650 Jet the large executive jet category aircraft based on the successful platform of the super mid-size Legacy 650 which will provide longer range for up to 14 passengers currently, two Legacy 650s are performing flight tests with certification and first deliveries scheduled for the second half of 2010. The Legacy development costs are already included in the company's research and in development plan for 2009-2010 and therefore; do not affect the guidelines previously provided by Embrear.

The Legacy 650 will fly up to 3,900 nautical miles nonstop with four passengers or 3,800 nautical miles with eight passengers, meaning approximately 500nm further than the Legacy 600. This significant increase in range was accomplished through extensive airframe modifications, such as reinforced wing and landing gear, larger fuel capacity, the new highly efficient and more powerful Rolls-Royce AE 3007A2 engines. Honeywell's new primus Elite avionics suite will equip the Legacy 650 future legacy 600s.

All of this is done while maintaining the same comfortable and functional interior of the Legacy 600,with its three distinct cabin zones and gallery, as well as the claimed large compartment of any executive jet.

Cabin noise levels were reduced with a state-of-the-art sound insulation package and the high-speed internet data link has been upgraded to Immarsats swift broad-band system. Besides its longer range ,the Legacy 650 has outstanding performance capabilities in such hot and/or high destinations as Dubai, Aspen, and Telluride (US) ,and Toluca (Mexico) .La Paz (Bolivia) also becomes a viable destination for the Legacy 650, due to the high attitude landing and take off capability that allows the aircraft to operate out of airports at elevations up to 13,800 feet it will also be one of largest executive jets allowed to fly in and out of the Cannes-Mandelieu (France) and London city (UK) airports.

Maximum operating speed (VMO) has increased to 300 KCAS below 8000 feet and 45 degrees maximum flap extended speed (vfe) increased to 160 KIAS, resulting in greater operational flexibility. Two Rolls-Royce AE 3007A2 engines power the Legacy 650 .This refined version of the AE 3007A1E engine combines an advanced wide-chord fan with a service-proven core-over 35-million hours of operations on all AE3007 models and updated full authority digital engine control(FADEC) software that optimizes fuel consumption during cruise. With 9020 pounds of thrust each, the engines produce an average of 29% less carbon dioxide (co2) than competitor's older aircraft and up to 22% less than current –generation jets. They also comply with the latest International Civil Aviation Organization (ICAO) stage IV noise.

(2)MILITARY NEWS.

Boeing receives Australian Industry Award for F-111 support. On October 2, 2009, in Brisbane received an Engineering Excellence Award, Resource Development Category , from the Queensland Division of Engineers Australia. The Award from the states top engineering organization recognizes Boeing Defense Australia's best practices in support of Australia's F-111 strike aircraft fleet." For almost 15 years, Boeing defense Australia (BDA) has implemented innovative maintenance and engineering practices for the Royal Australia Air Force (RAAF) aging F-111 aircraft to ensure the platforms air superiority, despite the emergence of more modern fighter/bomber aircraft.

According to Mr. Dubby ,Managing Director and Vice President of BDA the close working relationship with RAAF key projects to keep the F-111 flying safely and effectively such as Avionics upgrade programmes Hardware/software installations and wing sustainment programmes .The successful rollout of these projects and new technologies ,exemplifier the BDA Engineering teams professionalism and innovation. Boeing Defense Australia , wholly owned Boeing subsidiary and a business unit of Boeing Integrated Defense Systems, has nearly 2000 employees at 13 locations throughout Australia supporting programmes for the Australia government and defense forces, International and commercial customers.

(3) AFRICAN AIRLINES NEWS

REBRANDED AIRLINE. Lagos-Virgin Nigeria has rebranded itself as Nigerian Eagle Airlines following the departure of Richard Bransons Virgin Group from Airline earlier this year. The New company has meanwhile already started repainting the aircraft in a new livery.

AIRBUS CONSIDERED. Nairobi-Kenya Airways is reportedly considering the purchase of between six and nine airbus A330-200S to meet capacity demands.

OUAGADOUGOU. Royal Air is a Mali-based leasing company that has started operations with two Lockheed L1011 Tri-Star passenger jets.

GHANA STARTS UP. Accra-Meridian Airlines is a new start –up cargo carrier based in Ghana. It has started operations with a fleet of three DC-8 Freighters.

ETHIOPIAN GROWTH. Addis Ababa-Fresh from celebrating having been awarded the airline of the year 2009, Ethiopian Airlines has further expanded its route network with the start of new services to Mombas, Conakry and Monrovia. The carrier has also added second MD-11 FREIGHTER to boost its cargo capacity. A second Boeing 737-800 has also joined the fleet. This aircraft has a capacity for 16 passengers in Business class and 138 passengers in the Economy class and will be operated on the Africa and Middle East routes.

The carrier has expanded its operations increasing flight frequencies to its eleven destinations in Africa, Europe, Middle East and Asia. Ethiopian Airlines will add four weekly flights to Nairobi and Dare-salaam two weekly flights to Accra, Delhi, Beijing and one weekly flight to Stockholm, Tel AVIV, Bamako, Dakar, Juba and Lubumbashi.

STELLAR GROWTH. Johannesburg-South African based cargo airline, Star Air Cargo, has added an additional Boeing 737-200 to its fleet based at OR Tambo International Airport.

ATR ORDER. Tripoli- Libyan Airlines placed an order for two ATR 42-500S at the recent LAVEX 2009 aviation expo in Tripoli. The aircraft valued at some $ 35-million, are expected to be delivered by year-end. This order marks the first entry of the manufacturer into the Libyan Marketplace and sees a return of turbo prop aircraft to the Libyan carriers' fleet.

OPERATIONS RESTARTED. Cairo- Egyptian charter airline, Midwest Airlines, has resumed services with a single Boeing 737-600. Its destinations include Bratislava and a number of Polish Cities.

TURBOPROP EXPANSION. Nairobi- Blue Bird Aviation is yet another African carrier to take delivery of the Bombardier DASH8 –Q400 turbo prop. It recently acquired two former SAS operated aircraft for operations from its Wilson Airport base.

JAPANESE TRAFFIC RIGHTS. The Kenyan Government has requested Japan to consider giving traffic rights to Kenya Airways to establish a direct flight between Kenya & Japan

With the above air news reports you will able to know where the aviation industry is heading and where to add more product lines and where to remove because you be up dated on growth and decline and new developments.

The U.S. Citizenship and Immigration Services (USCIS) has proclaimed to have revised the Employment Authorization Document (EAD) or Form I-766. In order to add a machine-readable zone on the back of the card, the EAD cards have been revised.

Generally, the U.S. Citizenship and Immigration Services issues the Employment Authorization Document, which is also referred to as the U.S. work permit visa. The visa authorizes the holder to work in the United States lawfully. The Form I-766 has to be filed by a foreign national who stays in the U.S. temporarily and wishes to acquire an EAD.

On the basis of the foreign national's immigration situation, the EAD cards are issued for a specific period of time. Unless the employer has any citizenship requirements, the foreign national with an EAD card can work anywhere in the United States. If the immigrant holds an EAD card, the employer is not even required to file a non-immigrant worker petition.

Currently, the USCIS issues EAD cards under two categories, namely the Renewal EADs and the Replacement EADs. The renewal EAD can be applied for not more than 120 days before the current EAD expires. When lost, stolen, or damaged, individuals can apply for their replacement EAD cards. EAD cards can also be replaced if they contain incorrect information or misspelled name.

In view of deterring immigration fraud, the EAD cards have been revised by the USCIS. The revised EAD cards are being issued by the USCIS from May 11, 2010. The machine-readable zone that has been added newly is in accordance with the International Civil Aviation Organization standards.

The previous version had a two-dimensional bar code, which has now been removed. Additionally, the USCIS has shifted the informational text box just below the magnetic stripe on the card and has retained all the security features that the previous version had.

The revision of the EAD cards has resulted from the collaboration of the USCIS with the U.S. Immigration and Custom Enforcement and the Customs and Border Protection.

India has been found to be fully compliant with the international safety standards by an audit done by the Federal Aviation Administration (FAA) of the United States of America. Before permitting a foreign airline to operate in the USA, FAA of US, backed by the US legislation conducts an audit of the concerned country’s Civil Aviation Authority (CAA)/ DGCA to ensure its capability for providing safety certification and continuing oversight on its international carriers. The audit is conducted under an ‘International Aviation Safety Assessment Programme’ (IASA) and focuses on the country's ability to adhere to standards and recommended practices of International Civil Aviation Organisation (ICAO) for aircraft operations and maintenance.

Under the IASA programme, FAA in the year 1997 had conducted an audit of DGCA India and had awarded Category 1 status to India. This year, in March 2009, FAA, based on the report of an audit conducted by ICAO in October 2006, conducted a reassessment of DGCA. While the FAA’s IASA team found India to be compliant in areas of aviation legislation, operating regulations, civil aviation structure and safety oversight functions, and licensing and certification obligations, it raised concerns in the areas of adequate technical guidance for DGCA inspectors, hiring and retaining technical personnel in DGCA, establishment of an on-going surveillance programme of air operators and the resolution of identified safety issues. DGCA was required to rectify the concerns in the identified areas in a short time frame of about five months. Repercussions of non-action could have resulted in India being downgraded to Category 2 status from the Category 1, which has been held by India since 1997.

Under Category 2, no expansion/ changes to the services of Indian air carriers would have been permitted by USA and the existing operations would have been subjected to ‘heightened FAA surveillance’. Such a downgrade would not only have resulted to an economic impact to the nation but would also have been a setback to India’s image worldwide in ICAO, EU, USA and in the international aviation community. The FAA IASA team revisited DGCA on 23rd September 2009, to confirm and validate the action taken on the concerns since the audit in March 2009. The visit was also made to ascertain the information which were provided to FAA by DGCA from time to time in the previous few months on the progress made to make good the deficiencies. During the discussions, the FAA team confirmed the action taken by DGCA to make good the identified concerns of the earlier March 2009 audit.

The team confirmed DGCA meeting the international standards in the area of aviation law and regulations and confirmed that the powers of Director General were well laid down in the various parts of the Aircraft Act, 1934 and Aircraft Rules, 1937 and the regulations were available to all users. In the area of CAA Structure and safety oversight functions, the team acknowledged that lack of financial resources is not a constraint for DGCA and that there has been an eight-fold increase in the annual budget for DGCA this year.

In 2009-10, DGCA has 40 crores under Plan and Rs 22 crores under non-plan. FAA was informed by DGCA that a feasibility study for establishment of Civil Aviation Authority has been commissioned and will commence in October 2009. The FAA team was shown the technical guidance, which was prepared in areas of operations, airworthiness and enforcement for the guidance and use of safety inspectors of DGCA for day-to-day functioning including the training provided to the inspectors on their use.

The availability of an increased number of flight operations inspectors on board with DGCA which now includes 14 full time Government Flight Operations Inspectors (FOI) and 18 FOIs on secondment from industry was shown to the FAA team as against the previous of only four FOIs in March 2009. It was emphasized to the team that current increased salary levels based on the 6th Pay Commission has increased the attractiveness of Government positions and retention has improved.

Government has approved and revised about 560 technical positions and 150 non-technical positions in addition to existing 160 technical and 177 non-technical positions. Aggressive action plan for recruitment is under way. 72 technical officers are being hired in September – October on short term contract. Higher level of financial delegation given to the DGCA by Government of India. DGCA has inturn delegated financial powers to regional offices. DGCA now has 13 directortes as against exiting 9. Four new directorates have been added. A DGCA wide internal and external training programme has been developed.

Further, a big project of IT led solutions in DGCA is in advanced stage of action. DGCA India fulfils all international standards regarding Licensing and Certification Obligations. The DGCA-wide surveillance program was shared with the team and it was emphasized that all airlines including foreign airlines are included in the surveillance programme which is under aggressive implementation.

The programme of surveillance includes Indian registered as well as aircraft taken by Indian operators on wet lease. The current programme for 2009 includes 4,327 surveillance activities, of which 2545 have been conducted till August 2009. The system for addressing deficiencies arising out of the surveillance was discussed. The team was informed of setting up of Surveillance and Enforcement Division (SMED) and the Board for Aviation Safety (BFAS) in headquarters for monthly monitoring of identified Level I deficiencies and progress of other deficiencies. 87 enforcement actions have been taken against personnel and operators.

In addition to the surveillance programme, DGCA has put in a System of Quality Check of foreign flying training facilities used by Indian students for obtaining pilot licenses. DGCA officers have recently conducted an inspection of foreign flying institute in Philippines in consultation with their civil aviation authority. A system of recently introduced financial surveillance of airlines was also discussed based on the current economic slowdown and consequent pressures on the airlines. The revised Schedule VI of the Aircraft Rules 1937on Penalties was shared with the team where substantial increase in financial penalty for non-adherence to regulations has been addressed. DGCA Enforcement Policy and Procedures Manual was provided to the team which was issued on 20 May, 2009 and effective from 15 June 2009.

The Manual establishes and publicizes internal deadlines for taking action, appeal actions, and monitoring compliance with enforcement decisions throughout the regions, and implements an effective internal staff process to ensure timely action. The DGCA Officers at headquarters and in the regions have been trained on the manual. Stakeholders are aware that they are subject to enforcement, and the program constitutes an effective deterrent. FAA team was suitably impressed with the amount of work accomplished by DGCA India. FAA stated that complete action and correction of concerns raised by FAA was done in the available time space which is considered rare in the history of IASA. FAA also acknowledged the commitment and support of Ministry of Civil Aviation and Government of India.

Civil Aviation - A booming sector : An estimated investment of US $9 billion to be pumped in by the year 2012. The following are the facts and figures related to the Indian Aviation Industry.

SIZE

Indian private airlines - Jet, Kingfisher, Spicejet, Go - accounted for around 70% of the domestic passenger traffic in 2006. Some have started international flights.

POLICY

8 · 24 crash after the Chinese civil aviation industry expands industry safety inspections, China air becomes the security overhaul first grounded airlines. 31 August afternoon, Chongqing civil aviation many industry insiders to reporter confirmed that due to security issues, China Aviation has been aviation Southwest Council suspended. Civil Aviation Authority system sources told a reporter said the Louis Vuitton was previously started for small local airlines granular security monitoring is not in the rear crash Yichun.

At present a total of 25 Chinese air carrier route, including non-competitive route 20, non-competitive route 80%. China aviation navigation currently nearly 30 cities, preliminary construction up coverage of Southwest China, East China, North China, three major areas of regional air network. In the civil aviation authority on the official website of the Southwest, is publishing the "civil aviation authority to suspend in Southwest Huaxiahangkong youxiangongsi run."

Notification in accordance with the Civil Aviation Bureau, China Southwest Airlines in August 28 by the Bombardier CRJ200/B-3001 unit executed G52744 (Shijiazhuang to Guiyang) flights in Guiyang airport landing occurs wipe right wing tip of serious incidents, exposing the company to run safety-significant risk. Since the beginning of this year, the Council and the civil aviation authority on the Southwest China aviation safety oversight of the continuing shows which exist in the security risk management is not prompt, thorough, companies run a lack of effective control, inadequate safety management. From midnight on 1 September, the suspension of the operation.

The civil aviation authority requires Huaxia Southwest Airlines immediately carry out security overhaul, and accept the authority of the investigation, while accepting Authority security inspection unit of the security check. When the restore operation from the Southwest Board under inspection results decided otherwise. In addition, the civil aviation authority require the immediate cessation of Chinese aviation Replica Handbagssubsequent flight sales, proper arrangements have ticketing visitors check go and refund, rehabilitation services. "The right wing tip was indeed very serious incident," Airways CEO Liujie tone at 31, for the reporter said, "but as for what to do with, you need the definition. "The number of people in Chongqing civil aviation industry, that are currently on the incident of penalties is not careful, the Bureau has more room for discretion may determine.

Reporter has since reliable messaging source confirmed that the current number of CAAC view incident there is not enough stringent penalties to strictly punished problems of airlines. 30 August, the flight from Shanghai to HongKong F809 flight, due to the failure of the cabin filled with smoke, take-off after 45 minutes and return to the land. Shanghai Airlines Vice President, press spokesman Feng Xin, the accident is due to a sudden failure of aircraft air conditioning systems, cabin smoke appeared. Flights on the controlling shareholders for a Directorate in the East.

As a private enterprise, China Aviation was first established that the capital airport group planned and strategic alliances. 2007 cooperation with Air China, Air China was also Chairman Hu Jun as expansion of the regional aviation market strategy. There are airport analysts means that after the crash Yichun Civil Aviation Bureau of victims within the Northeast criticize the system, led to the civil aviation authority in the southwest of found problems decided to implement stringent punishment China Aviation. China Aviation is the Hermes Bags General approved the establishment of a China specializing in regional aviation passenger and freight transport operations of the joint venture airline, by Shanghai Che-hung's industry holding group co., Ltd. (40%), Beijing Dragon creating XING technology development co., Ltd. (11%), High Hero Internationl Limited (25 percent), Tampines International Limited (24%) RMB 80 million. At the end of September 2006 to start operation, headquartered in Guiyang, Chongqing and Guangzhou with base and branch respectively.

The so-called regional aviation refers to traffic is low, the distance between the short, small city routes run non-primary. Most of the aircraft's seats 50 to 110 seats, flying distance between 600 to 1200 km. As the company's largest shareholder of Shanghai Che-hung's industry holding group co., Ltd. is a diversified holding company private, except for the air transport business, but also to get involved in venture capital, financial services, mining, electrical and automation, communication and network equipment manufacturing industry.

The civil aviation industry in Chongqing, China aviation operations for several years in good condition, prior to being exposed to a larger problem is that in 2008 has begun with a flight has three departure time of the event. As regards the incident involving Bombardier CRJ200 regional Jet, belong to China Eastern Airlines Chanel Bags in 2004 "11 · 21" crash of the same series. After a plane crash in China Eastern Airlines, bombardier years in China, no harvest any aircraft orders until the Zhao benshan's mountain media ordered Bombardier Challenger Series business aircraft.

The increased accident rates are the most visible consequence of sub-Saharan Africa's struggling aviation safety system. Due to lack of political will at the highest levels of government for taking proactive steps on behalf of aviation safety has contributed to the underlying cause of distressing accident rate in this part of the world. However in most cases it may not be that simple.

Often the key political officials are not the authorities responsible for safety in aviation. Empowerment of the civil aviation department by the other government branches plays a critical role in enabling much-needed legislative changes. Institutional grievances, lack of communication, difficulty in understanding the international regulatory regime and the economic consequences of not meeting its standards, and outdated regulatory frameworks must be overcome before determination at the top of the political establishment can be effective.

Through the International Civil Aviation Organization (ICAO) audits of states' government civil aviation departments or independent civil aviation authorities (CAAs) some consequences of the current situation in Africa is discovered. Though formerly audit reports were to be confidential but became public March 1, 2008. Another consequence has been the blacklisting of some African airlines by the European Union.

Various African states are working towards improving their safety oversight systems on the basis of the findings of ICAO audits. However, many Africa civil aviation departments, those lacking the autonomy of CAAs, need the international aviation community to work with them in creating an enabling environment. That support will help African aviation professionals get the essential political backing from their government and legislative bodies. Such a campaign to provide the preconditions for political will must focus on a number of issues.

Creating Political Momentum.

Quite a few African countries have an established safety oversight system based on an outdated legal framework. The laws and regulations sometimes date back to the 1950s or 1960s.They were developed for a completely different era of the aviation industry. Such legal instruments may, for example, be geared to looking at purely technical solutions to safety issues. At best, they may take account of human factors. But hardly any are sufficiently current to tackle the issue of organizational weaknesses, as today's safety management systems do.

When the civil aviation departments try to realize fundamental changes toward the modern legal codes needed for adequate safety oversight then they may face political reluctance. Likewise they may fface similar political reluctance when trying to restructure the system in the direction of independent CAAs.The civil aviation department may have to persuade its parent Ministry, the cabinet and parliament that regulatory independence or regionalization is a critical step to move effective supervision and aviation safety improvements.

Quite a number of East and Southern African states have members of parliament who represent a district constituency. In such electoral systems, not only in Africa but throughout the world, some members of parliament are influenced by whether they can see political gain in supporting a particular legislative or administrative change to aviation safety oversight legislation.Moreover, members of parliament belonging to the political opposition may sometimes be reluctant to support changes favored by the ruling party.

With the transfer of a minister or secretary of transport will often mean new aviation policies and new managers of the civil aviation department. With this changes, in turn, may result in having to start over again in familiarizing the new officials with aviation safety issues and the need to push for changes in laws and regulations or for regulatory independence from politics.

Members of parliament, however, usually remain in office for their full term. They are a more constant force in government. It would certainly help aviation departments to have explanatory documentation written for a non-aviation audience to sensitize new members of parliament and ministers about the roles and international responsibilities of the aviation regulators. Such documentation should also explain the relevance of aviation safety to possible blacklisting and subsequent consequences for tourism and trade. That may also help win the support of key political players.

Civil Service Realities.

Another ingredient for political will is recognition of civil service realities. After all, resistance to restructuring of aviation departments may come from many professional corners. While there are opportunities for aviation inspectors to earn considerably more by moving to a commercial aviation job as a typical middle management civil servant in many African states may earn no more than us$500 per month. Also the government can not justify why a particular class of civil servants or experts, namely those in aviation, should earn significantly more than others.

More and more, the international aviation community considers the regionalization of safety oversight to be the best way to solve deficiencies in safety supervision.However, regional cooperation brings up issues of national independence and pride in Africa, just as it does elsewhere in the world, so the road to regionalization is not easy. An added complication in the case of African countries with a district electoral system is that decisions about these solutions may be put to members of parliament who may have no direct political interest in approving them.

While regional cooperation is a very constructive path, it should not lead to delaying the building of national capabilities. This is particularly true since lengthy development times are usually involved with such regional solutions. Capability build-up at a national level can very well be gradually integrated into the regional entity in due time.

The civil aviation department should consider salary top-ups –a supplemental income for key safety oversight experts and this will serve as a temporary solution. Salary top-ups are contentious issue but may provide a bridge to more structural solutions such as regional oversight organizations. In fact, even the ICAO cooperative Development of Operational Safety and continuing Airworthiness Program (COSCAP) projects rely indirectly on salary top-ups.

Salary top-ups help keep professionals with international qualifications available for critical civil service positions and other economic sectors are the health sector. In some cases, top-ups are supported by international community. Examples from other sectors seem to indicate that the costs involved in salary top-ups could be borne fairly easily by the international community.

Sharing Experience of Regulatory Independence.

A campaign for political understanding can also draw on experiences with regulatory independence in other countries wave of political and financial independence for government departments throughout Africa in the early 1990s has brought mixed experiences. The civil aviation through the collection of navigation and landing fees it has been empowered to use the finances for its operations. Through political independence the organization can operate outside the political mainstream. It then no longer has to devote previous resources to routinely addressing purely political issues.

For those countries that the aviation industry may be too small to generate sufficient revenues for a financially independent CAA, then in these cases, regionalization of safety oversight may be a solution. The African region can be helped by assistance in the form of tools to build an economic case for an independent civil aviation authority. Parliaments in Africa may want to know what are the credible sources of income for an authority-only with sufficient income can an authority survive on its own.The amount of revenue that is generated by a particular level of industry activity is quite often difficult to quantify, however.

Though a number of documents describe the tasks of a civil aviation authority, but they provide no logical explanation of the raison d'être for a civil aviation authority and its critical function in aviation safety based on state responsibilities. The international aviation safety community should consider organizing a program that enables countries in the region to learn from countries that already have established a CAA.

Raising Public Awareness.

Improving media reporting on the international safety oversight responsibilities that have to be met by aviation authorities will also have to be an ingredient of the ‘political understanding' campaign. Also ensuring numerous articles on safety are written in which responsibilities and powers of ICAO are misinterpreted. The media often do not understand the international expertise that is required to provide adequate safety oversight. Such experts can easily seek greener pastures in a growing industry in Africa or in other regions of the world, such as the Middle East.

Some news stories may be based on little or no research, encouraging unjustified public resistance to establishing financially and politically independent authorities and higher salary structures based on international standards.

Some countries pay specific attention to the deficiencies in air navigation services, as well as the inconsistency between deficiencies and the charges for these services. The most notorious subject is radar coverage. Since it is one of the most visible pieces of infrasture, the media eagerly pick up the issue, followed by calls for better navigation facilities and VHF radio communication coverage in controlled areas.However, there are other areas of aviation safety such as safety oversight that also deserve attention.

Tanzania is among the countries that have taken the important step of organizing aviation familiarization workshops for the media .This will help gain public appreciation of the international regulatory requirements through informed reporting. Better public appreciation may help create parliamentary priority for adequate safety oversight.

Data and Analysis.

With the use of data will assist in improving political understanding and justification for allocation of scarce resources. Very little information is available on the extend to which African aviation departments and authorities harvest comprehensive safety data other than accident statistics.

Safety data management and analysis have helped identify safety trends around the globe. They can be highly efficient in predicting where action is best taken to prevent incidents and accidents.However, data-driven safety management has not yet influenced aircraft operations in Africa on a large scale. Working toward a common collection of safety data will allow the detection of meaningful safety trends and eventually prevent incidents and accidents.However, data-driven safety management has not yet influenced aircraft operations in Africa on a large scale.

Working toward a common collection of safety data will allow the detection of meaningful safety trends and eventually prevent incidents from developing into accidents. In most African countries, the practice will require a change in legislation to give aviation safety professionals sufficient confidence in the proper use of the data they provide. The legislators have to be educated about nonpunitive data collection to be able to strike a delicate balance between protection of aviation professionals in the interest of safety and criminalization of accident investigations if there is a case to answer.

However, such data can also assist in building a rationale for devoting adequate resources to a CAA.Figures and graphs make it is easier to explain safety needs to key political players who have little aviation background. They may make clear to people outside the industry the added value of a competent CAA.In that manner, such data may help build a case for a restricted civil aviation authority or a transition to a regional safety oversight organization.

Role of ICAO.

A related challenge for the international aviation community is to produce publications that make all this more or less self-evident. Plain-language leaflets will have to describe why a regional oversight organization or an independent civil aviation authority can better take care of safety oversight then a politicized government department.

ICAO itself is being restructured into an organization that will focus on implementation of its standards. The African region can benefit from such standards-implementation assistance.

The ICAO Africa Comprehensive Implementation Plan (ACIP) offers good prospects for a coordinated approach. Important work is being done in cooperation with the industry Safety Strategy Group on implementing the Global Aviation Safety Roadmap. The implementation of ACIP will provide a thorough test of whether ICAO can effectively executive its new implementation role.

Thousands of holidaymakers are currently facing the prospect of losing or having to re-book their summer holidays after another UK travel group ceased trading.

Last night aviation regulators worked hard to ensure that all 13,000 holidaymakers that were abroad when the travel company Flight Options and its main trading arm Kiss Travel collapsed at 5pm yesterday were able to return as planned.

This marks the third UK travel group to cease trading in just over a month, which has sparked concerns that other companies could follow before summer ends.

The Civil Aviation Authority (CAA) has urged all Flight Options customers that were due to leave before 6pm tonight to travel to airports as planned. "Because the company has failed at the height of summer, the CAA is also putting in place arrangements to allow people to travel out on their holidays for the next 24 hours, to minimise confusion and protect passengers," it said in a statement.

All holidaymakers with later bookings have been advised to speak to their travel agents to discuss their options for alternative arrangements, and consult their travel insurance companies if appropriate cover was purchased. Most other customers who booked flights to the Mediterranean for next month and beyond should be able to receive refunds as protection is offered through the CAA's Air Travel Organisers' Licensing (Atol) protection scheme.

Flight Option's demise means more than 200,000 people have now been affected as a result of recent travel company collapses – the latest following Goldtrail Travel which failed in mid July and Sun4U last week. It is possible that some of those affected by last night's collapse could have been caught-up in Goldtrail's failure and were making their second attempt at a holiday as Kiss covered many of the same routes.

A number of underlying factors are likely to have contributed to the recent gloom in the travel industry, which include the closure of airspace due to the volcanic ashcloud, combined with months of uncertainty over British Airways flights from the cabin crew dispute and general uncertainty after the recession hit family finances hard.

Gary Ash, chief executive of Flight Options, told the travelweekly website: "I am devastated by this unfortunate turn of events. Over the past nine months we have been fighting in a difficult market.

"However, recent developments have made it impossible to continue the operation of the companies. He said the company's last annual results filed for the year ending 31 October 2009, revealed Kiss Flights had made an operating profit of £500,000.

Bob Atkinson, a travel expert with the website travelsupermarket.com said: "Unfortunately for some, Kiss Flights catered for many of the same routes as the recently collapsed Goldtrail. It may be the case the some unlucky holidaymakers will be affected all over again. At this stage it is unclear how many passengers will be protected by the Atol scheme and we are waiting for advice from the CAA.

"This is sadly yet another collapse in what could become a rash of company failures this autumn."

The CAA provided some reassurance after saying that most Flight Options customers will be covered by Atol as most of its business came from selling seats on planes. But it also expressed fears that many consumers hit by earlier collapses will lose out because the components of their holidays were sold separately which may not be seen as a 'package holiday'.

For example, only those who paid for flights, accommodation and hire car with a single credit card transaction will be protected under the Atol scheme. Those that paid for these components separately are not.

Flight Options also traded under several other names, including Africa Options, America Options, Canada Options, Caribbean Options, Dubai Options, Elgouna Options, Elgouna Villas and Apartments, Florida Options, Florida Owners Club, Golf Options, Holidayops.com, Orlando Villas Direct, Sportops.com, Travel Options Direct and Travelplus.

Strategies have to be introduced that would assist in enhancing safety standards and making our skies safer. The European Union after realizing that most of the accident caused were by foreign aircrafts and mostly carrying Europeans citizens it went ahead and created a blacklist of unsafe airlines and ban those on the list from operating to and in Europe.

Insight into the European Union Blacklist.

After a trio of deadly air carrier accidents two months earlier, the European parliament voted to create a blacklist in October 2005.At the time of the accidents, the EU had no properly coordinated system for identifying & sharing safety oversight concerns with non-EU airlines. This affected 14 out of 14 countries being airlines from Africa. The European Union blacklist operates along with safety assessments carried out by the International Air Transport Association (IATA), the International Civil Aviation Organization (ICAO) and the U.S Federal Aviation Administration (FAA).

Better insight in the operation of the blacklist may assist airlines and countries in staying off the blacklist and may help airlines on it to get off. It may also enable regional bodies to better assist those airlines in the related processes.

US Federal Aviation Administration Evaluating CAAs.

Established in 1992, the FAA International Aviation Safety Assessment (IASA) program aim was to improve aviation safety by evaluating the Civil Aviation Authorities (CAAs) of countries with air carriers that operate-or want to start operating-in or to the United States. It does not focus on airlines.

The detailed criteria inherent in IASA and in ICAOs Universal Safety Oversight Audit Program me (USOAP) provide "the value and the power" of such programs, said former FAA associate administrator Sabatini in April 2009s Aerosafety World. He recalled that the creation of the FAA IASA system happened in the aftermath of the 1990 crash of an Avianca Boeing 707 near New York. The airplane ran out of fuel after repeatedly being placed in weather-related holding patterns toward the end of a flight from Bogota, Colombia to New York. There were 158 people in the airplane of which 73 were killed. Following that accident, the FAA began to formulate a program to address concerns on foreign air carrier operations into USA.

Sabatini the former FAA administrator said "before the crash, no one assessed other ICAO member states to determine their compliance with ICAO Annexes, 1, 6 and 8 (dealing with personnel licensing, aircraft operation and airworthiness) ,the results of which would indicate the effectiveness of their oversight of their air carriers".

After evaluation results the ratings are categorized in 1 and 2. Upon receiving a category 1 rating, A countrys civil aviation authority has been assessed by FAA inspectors and has been found to license and oversee air carriers in accordance with ICAO aviation safety standards. If a country receives a Category 2 rating, its air carriers may continue any existing operations in the United Sates but may not expand service as long as the Category 2 rating remains in effect. When a country receives a category 2 status before any of its operators fly to the United States, airlines from these countries will not be permitted to start services to the United States.

FAA spokesman Alison Duquette said, "It is up to the CAA in that country to remedy the findings and ask for a reassessment when the CAA is ready", "the whole idea is that they work to improve on what we found. Some CAAs can do this rather quickly and some cannot, depending on many economic and political factors in that country".

ICAO Audits

The ICAO USOAP (Universal Safety Oversight Audit Program) audits how effectively national civil aviation administrations have implemented the eight critical elements of a safety oversight system. The ICAO audits check the status of the implementation of ICAOs safety-related standards and recommended practices.

• A USOAP audit focuses on the same eight critical elements (CE) evaluated by the FAA IASA system:

• Primary aviation legislation

• Specific operating regulations

• State civil aviation system and safety oversight functions

• Technical personnel qualification and training

• Technical guidance, tools and provision of safety critical information

• Licensing, certification, authorization and approval obligations

• Resolution of safety concerns

The mandatory ICAO program, which began in 1999,conducts about 40 audits every year-a pace that requires each member state to host a USOAP audit at least once every six years.

ICAO went a head in 2006 to press its member states for consent to allow the posting of at least portions of their USOAP audits on the ICAO website. Audit results comprising at least a one-page chart from 161 to 190 member states that had been posted on ICAOs website by end of 2008.Unlike IASA,USOAP does not assign a pass/fail rating to supplement the posted information, the status charts as published by ICAO on its public website do leave little need for interpretation. Countries receive a rating from 1-10 in relation to the eight critical elements (CE) of safety oversight.

ICAO USOAP audits will end in December 2010 when they will be replaced by a new review program involving the continuous monitoring of CAA actions. The continuous monitoring will incorporate the principles of safety management. Focusing on a systemic identification of deficiencies in the state safety oversight capability, assessment of associated safety risks and implementation of strategies to rectify deficiencies and mitigate risks.

IATAs IOSA- Auditing Airlines

IATA established its IATA Operational Safety Audit (IOSA) program, designed to evaluate airline operational management and control systems about two years before the first publication of the EU blacklist.

During the two years in operation, the IOSA program had conducted more than 700 audits and listed more than 300 airlines on the IOSA Registry. Beginning in 2008, listing on the IOSA Registry became a requirement for membership in IATA, and about 20 operators were removed or voluntarily withdrew from membership for failing to meet IOSA standards or, in some cases, failing to undergo an audit.

When compared to the EU blacklist "the EC blacklist is driven more by the results of ramp inspection programs (where an individual airline is concerned) or because of concerns about state oversight capability……IOSA is a fundamental examination of an airlines operational safety practices conducted largely at the airline headquarters. Each program is looking at different things". Said IATA Corporate Communications Specialist Martine Ohayon.

European Union Blacklist

The European Union and its Member states are working with safety authorities in other countries to raise safety standards across the world.However, according to the European Commissions Vice –President Siim Kallas, the EU "cannot afford to compromise on air safety .Where we have evidence that air carriers are not performing safe operations or where regulators fail in their obligation to enforce safety standards, we must act to guarantee safe skies for our citizens when they travel. We are ready to support those countries which need and want to build up their technical and administrative capacity to guarantee the highest standards of safety of civil aviation .The Commission is working closely with the European Aviation Safety Agency to further strengthen its efforts in providing technical assistance.""The EU blacklist is also meant to let the European citizens know on which airlines they can fly safely, even if these airlines do not operate to the EU.

The decision to include or remove an airline (or a group of airlines certified in the same state) from the blacklist is taken on the basis of the common safety criteria annexed to the "basic regulation" (Regulation 2111/2005/EC establishing a European Aviation Safety Agency (EASA) have the obligation to communicate to the European Commission all information which may be relevant to updating the list. This may include:

• Reports showing serious safety deficiencies of an airline (such as reports of Safety Assessment of Foreign Aircraft (SAFA) inspections performed at airports within the European Community).SAFA inspections are mostly random ramp inspections performed by European aviation authorities during the turn-around time of an aircraft when it visits a European airport. The reports will have to demonstrate the inability of the airlines involved to rectify the shortcomings identified during the inspections. This is evidenced by a repetition of the same deficiencies over a period of time and the inability of the authority responsible for overseeing the airline to perform this task, ensuring that the international safety standards are at all times respected.

• Audit reports drawn up by the ICAO following safety inspections of the civil aviation authorities of the 189 ICAO contracting states. The findings of these ICAO audits have become increasingly significant in recent updates of the EU blacklist.

• Accident –related information or other serious incident-related information.

The European Commission takes the decision to impose a complete or partial ban on an airline or all airlines from a country only after it has analyzed these different factors on a case-by-case basis. Prior to listing an airline, the Commission will have given the airline in question the right to explain its position and will usually have held detailed consultations with the oversight authority of the airline concerned, all involving the so-called Air Safety Committee of experts.

EU Blacklist-How Is It Updated –Role of the Air Safety Committee.

In its work, the European Commission is assisted by the Air Safety Committee (ASC) that is composed of air safety experts from all the 27 EU Member states (plus Iceland, Norway and Switzerland which, however, have no voting rights).The Air Safety Committee is chaired by the European Commission. Acting on a proposal by the Commission, the Air Safety Committee members study all information on a particular airline that has been submitted by the airline or its overseeing authority prior to a ASC meeting. If an airline feels it's ready to request removal from the blacklist, it can make a presentation to the Air Safety Committee with evidence of its improvements. Where relevant, it may be useful for a civil aviation administration to present the Air Safety Committee with evidence as to how it has brought its safety oversight in line with ICAO requirements.

The Air Safety Committee will hold two days meetings and hearing thereafter it will adopt its opinion on all of the cases under consideration by qualified majority. Before final adoption by the Commission and subsequent publication in the EU Official Journal and global news media the decision is submitted to the European Parliament.

In accordance with "the basic regulation", the list may be updated whenever the Commission deems it necessary, or upon request of an EU Member state. In any case, at least every three months the Commission verifies whether it is appropriate to update the list .However, where an airline or civil aviation administration has not presented any documentation or evidence to the ASC to show its on top of its safety oversight, the ASC may not even discuss that particular case.

Informing The Public On Updating Of EU Blacklist

This is made available to the public online at the European Unions website. The press releases of the European Commission are also closely monitored by European and International travel agent associations such as the European Travel Agents, and Tour Operators Associations (ECTAA).As a result ,each time changes are made to the blacklist, travel agents may be in the best possible position to assist their clients-the passengers-in making informed decisions when making their travel arrangents.Insurance policies of travel agents as well as attempts by travel agents to avoid liability may lead to travel agents informing their clients that a particular airline has been blacklisted by the EU.This advice will also be posted on numerous websites around the world. This may lead to significant economic damage to a country, even if its airline(s) do not fly to the EU.It may mean that tourists and businessmen may avoid using airlines in that country for regional or domestic flights.

Blacklist Critique

The African Airlines Association (AFRAA) has criticized the European Commission s blacklist for doing little to help improve aviation safety in Africa.."While the EU list may be well-intended, its main achievement has been to undermine international confidence in the African airline industry", said former AFRAA Secretary-General Nick Fadugba in April 2010."The ultimate beneficiaries of the ban are European airlines which dominate the African skies. If the international aviation community believes a list is necessary, it should be published by the International Civil Aviation Organization, which has a "known track of impartiality", he said. Many of those airlines are not operational, or have never operated scheduled flight to Europe, have no plans to do so and "have no aircraft with the range to fly to any EU state "the AFRAA said.

The African Civil Aviation Commission (AFCAC) presented a paper to the recent ICAO High Level Safety Conference on the sharing of safety information.AFCAC stated that African states realize the critical need for the availability of safety information in support of the ICAOs safety oversight programmes. However, AFCAC stated that it feels that the intention of the collection and usage of safety data should remain in line with the philosophy of a just culture.AFCAC voiced that the information should not be used for purposes other than to improve the safety of the air transportation system.AFCAC asked ICAO to define a code of conduct with respect to the use of safety information by all parties. Following acceptance by the High Level Safety Conference, ICAO is presently working at addressing that recommendation which would tackle inappropriate use of shared safety information.

Way Forward In Preventing Being Blacklisted–Better Communication & Regional Co-operation

To remedy its presence on the EU blacklist, a more systematic effort may be needed by the African aviation Community to improve safety oversight. That may not always be easy as aviation safety in quite some African states has to compete with many primary needs that governments have to address. At he same time, the aviation community has to do a much better job in making critical aviation outsiders appreciate the unique nature of aviation with its international regulatory regime. In those cases where the safety oversight of a country is a major issue in its airlines featuring on the blacklist, regional safety oversight could be part of the solutions.

ICAO supports the view that the level of aviation activity in many African countries is too low to generate the necessary funds to support an effective and sustainable safety oversight system. Regional organization offers the most economically efficient way to pool resources towards effective oversight capabilities.AFRAA and AFCAC may want to unite their forces in co-ordination with ICAO and work towards implementation of (sub-) regional safety oversight agencies or safety teams.

It is puzzling to see why no serious buy-in took place into a now dormant IATA initiative from 2005 to launch ASET-the African Safety Enhancement Team. SET was set to follow highly successful regional safety teams in other regions.However; there is no widespread tradition of genuine safety co-operation between governments and industry in the African region-something that was crucial to successful regional safety teams elsewhere in the world. At present, competition for credits on safety issues seems to be more important than constructive.

The ICAO meeting on African continent (AFIRAN meeting) in November 2008 seemed to indicate a careful trend towards regional safety oversight gaining genuine support. In East and Southern Africa, which is the area there seems to be a little progress with regional safety oversight. The only real progress on regional safety oversight is made by the five states of the East Africa Community(EAC) ,Burundi,Kenya,Rwanda,Tanzania and Uganda have come together under civil aviation safety & security Oversight Agency( CASSOA).

Some hopeful signs are coming from ICAO COSCAP program for the 15 states in the Southern African Development Community (SADC) as described elsewhere in this article of SafetyFocus.Looking at other successful regional solutions around the world, some of Africa's regional economic communities may prove too big to tackle regional safety oversight in the foreseeable future.

At the same time, there is room for improvement in the dialogue on safety issues between Africa and its institutions (Africa Union, AFRAA, AFCAC, national civil aviation authorities etc) on the one side and the European Union on the other. The EU may seem to be failing to engage fully with the African aviation community. A constructive dialogue could be developed in the future, for example, by working towards organizing an African version of the Flight Safety Foundations successful aviation safety seminars. This may assist the region in starting a tradition of sharing safety data and knowledge .

With the organizing of a conference on Regional Aviation Safety Agencies(RASAs) jointly with AFCAC and the AviAssist Foundation in July 2009 in Zambia ,Europe has indicated it is willing to support the development of regional efforts as one of the solutions for some countries on the African continent.AFCAC has a dormant co-operative relationship with its European counterpart, the European Civil Aviation Conference (ECAC) that may wish to revive for this purpose.

The AviAssist Foundation is working on making aviation safer by reducing the risk of an accident. It also works on increasing the political understanding is needed to assist in adequate safety oversight by civil aviation administrations. That may avoid airlines getting on the blacklist in the first place.