First Edition 2011

Defect Reporting

SMS Update

SACAA Licensing System revisited

Gyrocopter Accidents- What can we learn?

Cape Town Flying Club

DoT announces NationalAirspace Master Plan

New frequencies for Cape Town andJohannesburg general flying area

2

Editorial Note

Dear readers

The first three months of 2011 certainly did not go by quietly.

We are excited to welcome Velvet Air to the South Africanskies. It clearly demonstrates that the South African civilaviation market is alive and well. The SACAA is charged,amongst others, with promoting an enabling environment fortransformation and development of the aviation industry, sothis is particularly encouraging for us.

Speaking of changes and transformation; this edition focuseson new frequency allocations for both the Cape Town areaand the Johannesburg general flying area. To stay in contact,make sure you read this.

On a more serious note, the world watched in horror as theearthquake and subsequent tsunami ripped through Japanand I am sure we all agree that our hearts are going out tothe Japanese during this extremely difficult time. In manyways watching the disaster and the effects it has on Japanfelt as surreal as watching the 9/11 tragedy 10 years ago. Itjust reminds us once again that we are not invincible and thatone can never rest fully secure. It also prompts us to takecharge over safety matters that are in our control.

While on the subject of safety, we look at suspect andunapproved parts. In the current economic situation it is notsurprising that the market for these parts is blooming. Howeverin the end it is impossible to put a price on safety or savinglives.

We also look at the new Grand Central airspace andinvestigate gyrocopter accidents over the past three years.Furthermore we have our regular SMS update and introducethe Cape Town Flying Club to you.

On page 5 and 7 we touch on the subject of safety awarenesspresentations. Please do feel free to contact the SACAAMarketing Department if you should require more informationon this.

In conclusion, let us put shoulders to the wheel and continueto make safety a priority as we plough deeper into 2011.

You can also help us attain safer skies by contributing articlesto this publication. Readers are invited to share any subjectwith us that they would like us to cover or success stories thatwill promote aviation safety. Contributions can be forwardedto MojapeloP@caa.co.za or DubeM@caa.co.za

Safe flying…

The editorial team

In this editionSnippets

- P3

DoT announces National Airspace Master Plan- P3

Detecting and reporting suspect andunapproved parts

- P4

Safety awareness presentations- P7

New and improved licensing system- P8

SACAA announces new frequency for Cape Town- P10

Your SMS guide- P11

Frequency change for Johannesburggeneral flying area

- P12

Gyrocopter Accidents - What can we learn?- P12

Cape Town Flying Club - P15

New rules and airspace for Grand Central Airport- P17

Aviation Calendar 2011 - P18

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SACAA resumes talks with industry regarding a proposedPassenger Safety Charge increase

The Acting Director of Civil Aviation resumed the consultationprocess with industry in March with regards to the proposedpassenger safety charge increase.

The one on one meetings with the relevant industry role playersare still unfolding with further engagement proposals on thetable. This was the first step in the consultation process.

The Amendment to the safety charge was then tabled in theCarcom meeting of 24 March for scrutiny. Carcom approvedthat the Amendment be published in the Government Gazettefor public comments. This was published on the 25th of March2011. This amendment was also published on the SACAAwebsite for comments. The closing date for comments is the25th of April 2011. Once the comments close, the Amendment,together with the comments, will be tabled in the Fees Sub-committee, chaired by the Acting CFO, Mr Sphelo Ntaka,which consists of industry role players as well.

The Sub-committee will consider the comments received andmake a recommendation to Carcom. The final draft will thenbe tabled in a subsequent Carcom meeting. If it is approved,the Carcom chairperson and the DCA will sign off theAmendment for submission to the Minister of Transport forapproval. If the Minister approves the Amendment in principle,he then forwards it to National Treasury for the Minister ofFinances’ approval.

Once the Minister of Finance approves, the Amendment ispromulgated by publication in the Gazette and it takes effect30 days after such publication.

Upcoming International Civil Aviation Organisation andTransport Security Administration Audits

The International Civil Aviation Organisation (ICAO) has writtento the SACAA expressing its intention to conduct an AviationSecurity Audit under the ICAO Universal Security AuditProgramme. The impending audit is scheduled to take placefrom 18 to 25 August 2011. ICAO conducts these audits in allICAO member States, and South Africa is one of them.

The last audit conducted in South Africa was in 2008 and waslargely successful in terms of meeting ICAO’s requirements. Itis envisaged that this time around the audit will not onlyconcentrate of Annex 17, which deals with Aviation Security,as was the case before but also on Annex 9, dealing withfacilitation issues. The SACAA would like to call upon therelevant players in the industry to offer their full support towardsthis critical upcoming audit.

On the other hand, the United States’ Transport SecurityAdministration (TSA) has also requested to conduct an AviationSecurity assessment of O.R.Tambo International Airport, SouthAfrican Airways and Delta Airlines between 11 and 15 July2011. This is done as part of their annual assessments onoperators that have direct flights to and from the United States;and as such South Africa is no exception since there are twoair carriers with direct flights from SA to the USA. The lastassessment conducted by the TSA was in January 2010 andit was also successful.

Even though this is not a State assessment and will be confinedto the three operators mentioned, the SACAA will work closelywith the operators concerned and offer the necessary support.

Snippets

Earlier this year the Department of Transport announced theapproval and coming into effect of the National AirspaceMaster Plan (NAMP) 2011 - 2015.

The NAMP provides a strategic view and direction of airspaceorganisation and management within South Africa, as wellas the notion of performance-based transition planning ata global, regional and local level. It has been compiled inaccordance with the National Civil Aviation Policy, asamended and is effective as of the 1st of January 2011.

The objectives of the Master Plan are, among others:

* to service the airspace in accordance withInternational Civil Aviation Organisation (ICAO)Standards and Recommended Practices (SARPS) insuch a way that it meets the requirements of all usersand particularly, the international community;

* to rationalise all managed airspace in accordancewith ICAO SARPS in such a way that it meets the requirements of all users by a consultative process, strategically and tactically, and

* to minimise all Permanent Prohibited, Restricted andDanger areas in accordance with ICAO SARPS andto facilitate the flexible use of airspace to the benefitof all users.

The Master Plan will also guide the National AirspaceCommittee (NASCOM), which has been established throughthe Civil Aviation Regulations, 1997, in the execution of itsmandate, by providing measurable Key Performance Areas(KPAs), performance objectives, indicators and targets incontemplating amendments to airspace, procedures andinfrastructure.

This document has been widely consulted and in accordancewith the Constitution of NASCOM, the need for review of theNAMP will be considered on an annual basis.

The document is available on both the Department ofTransport and Civil Aviation Authority websites atwww.transport.gov.za and www.caa.co.za, for scrutiny.

DoT announces National Airspace Master Plan

4

They May Look the Same, BUT...

Counterfeit JT8D number 4-112" carbon seal spacers. Themetal rings were fabricated to be sold as Pratt & Whitney

part number 525961 and are the subject of an FAAAirworthiness Directive 91-24-14

The situation globally

The industry is dealing with manufacturers, suppliers anddistributors who do not have proper authorization to approveparts and to make matters even more difficult, some of theseparts may be available from the same suppliers that providedapproved parts.

Therefore, without a detailed inspection or material analysis,unapproved parts can go undetected and enter into theaviation supply system.

To ensure continued safety in civil aviation, it is essential thatgreat care be used when inspecting, testing, and determiningthe acceptability of all parts and materials. Particular cautionshould be exercised when the identity of parts, materials,and appliances cannot be established or when their originis in doubt.

Unapproved parts are absorbed into the system in a numberof ways. In some cases subcontractors have overproduceda part and later offer the surplus parts, usually at a cheaperrate and delivered faster than if purchased from theauthorized manufacturer. These parts do not undergo thenecessary quality control systems and subsequently become"unapproved parts."

In some instances used life limited parts are offered for salewith falsified records. This makes it difficult to determine theactual time remaining for safe operation. It also happensthat life limited parts that have exceeded their time limit orhave non-repairable defects, are reworked or camouflagedto give the appearance of being serviceable. A salvagedpart may be accompanied by a counterfeit operating historyor records that falsely account for its l ife l imits.

Unapproved parts also make their way into the system whenapproved parts fail to meet the approved design and then

enter into the spare part distribution system. It has also beenfound that aircraft components were declaredunsalvageable, but the data plates were never removed.Illegally modified parts are also considered to be unapprovedparts.

How to recognize unapproved parts:

It is advisable to ensure that good relationships are establishedwith qualified suppliers who are authorized to manufactureor distribute approved parts and that the necessaryprocedures to ensure this are in place.

The following are tell-tale signs of unapproved parts:

1. The quoted/advertised price is significantly lower than the price quoted by other suppliers of the same part.2. A delivery schedule that is significantly short.3. The inability of a supplier to provide substantiating data demonstrating the conformity of the part.4. The inability of a supplier to provide evidence of approval for the part.5. Sales quotes or discussions that create the perception that an unlimited supply of parts, components, or material is available to the end user.

The Situation in SA

Recent developments in the USA and Europe have highlightedthese Airworthiness Authorities’ problems with unacceptableparts in the aviation industry. Investigations by the SouthAfrican civil aviation industry have also shown that the SouthAfrican industry is not immune to the problems ofunacceptable parts.

An example would be the following:

In the South African aviation community several Boeing 737brake units were found that can be classified as suspectparts, then after investigation they were found to beunapproved parts. On some of these units, the serial numberswere altered, and on others, the serial numbers weremutilated, and restamped on areas where they do notnormally appear.

Detecting & Reporting Suspected Unapproved Parts

The following definitions might be useful:

An Unapproved Part can be defined as; “a part,component, or material that has not been repaired ormanufactured in accordance with the relevant aviationlegislation. Such parts may not conform to an approvedtype design; or may not conform to established industryspecifications. Such unapproved parts may not be installedon a type certificated product, unless a determination

Number mutilated

5

In South Africa, suspected or unapproved parts are governedby Parts 21, 43 and 145. However due to the fact that thisarea of oversight is still under development, South Africa mostlyconforms to FAA standards which may be obtained from theFAA website.

The Director of Civil Aviation requires all operators, aircraftmaintenance organisations and aircraft maintenanceengineers to report any Suspected Unapproved Part orComponent which may jeopardise the safety of the aircraft,within 48 hours from the moment that the Part or Component,to which the report relates, has been identif ied.

An AIC, aimed at addressing suspect unapproved parts aswell as the necessary reporting forms are under developmentand will be published later this year.

However, the industry is welcome to report any suspiciousparts. The names of individuals or companies reporting suchparts will not be divulged to any other party.

When reporting suspected unapproved parts, as muchdescriptive information should be provided as possible aboutthe part. Any supporting information, such as photographsand sketches of the suspected part, is also appreciated.However, SUPs should not be physically submitted to the CAAunless specifically requested by the CAA.

The use of abbreviations should be kept to a minimum, unlessthe particular term is universally used and no confusion couldbe caused as a result.

The completed form with the necessary attachments can beforwarded to:

Carel Raath, Manager Defect ReportingFax: 011 545 1462 or 086 602 4471 or sdr@caa.co.za

The CAA will disseminate safety information resulting from itsinvestigation of suspected unapproved parts reports. Basedon the information discovered by these investigations and anyother relevant information, the CAA will determine whetherthe unsafe condition warrants the issuance of an AirworthinessDirective (AD) pursuant to Part 21. If the investigation revealsthat an unapproved part may exist but an AD is not warranted,the CAA will advise the affected individuals or organisationsby direct mail, or issue a Maintenance Advisory Notice (MAN)as appropriate. The Maintenance Advisory Notices areavailable on the CAA web site.

For more information about suspected unapproved parts,please visit the Certification pages of the SACAA website.

Article contributed by Carel Raath

SACAA Announces New Frequency Allocation for Cape Town

Approved Part:A part which is produced in accordance with the meansoutlined in CAR Part 21, is maintained in accordance withthe applicable regulations, and meets applicable designstandards. If the part is to be considered eligible forinstallation on a Type Certified Product (typically an aircraft,aircraft engine, or propeller), it must also containdocumentation that supports these requirements.

Counterfeit Part:A part made or modified so as to imitate or resemble an‘approved part’ without authority or right, and with theintent to mislead, intentionally falsify or defraud by passingthe imitation as original or genuine.

Suspected Unapproved Part (SUP):A part, component, or material that is suspected of notmeeting the requirements of an ‘approved part’. A partthat, for any reason, may not be ‘approved’. Reasons mayinclude findings such as a different finish, size, color, improperor lack of identification, or incomplete or altered paperwork. In other words, a SUP is a temporary designation for a partthat cannot yet be confirmed as approved or unapproved.

Number ground off, and newnumber stamped

Number restamped in adifferent location

6

7

With the objective of carrying out its mandate of promotingaviation safety and security, the Marketing division of theSACAA continuously undertakes safety awarenesspresentations at flying clubs and related entities.

In this regard, during the month of February 2011 safety & SMSpresentations were conducted at Rustenburg Flying Club andWits Flying club in conjunction with the SACAA’s Accidentand Incident Investigations,Flight Operations and SafetyRisk Departments.

The Wi t s f l y ing c lubaudience mostly felt that thepresentations were wellp r e p a r e d , t h o u g h t -provoking, very informativeand understandable and would appreciate more of thesetalks and requested more accidents case studies as they arevery useful as a learning tool. The initiative to visit their clubwas highly commended.

Upcoming Safety Presentations

Rand airport safety meeting5 April 2011 at 09:00

Mafikeng flying club safety presentation13 April 2011 at 18:00

Heidelberg flying club safety presentation16 April (time to be confirmed)

Kitty Hawk flying club safety presentation3 May 2011 at 18:00

Grand Central Superiorpilots flyingclub safety presentation7 May 2011 (Tentative)

As you would have noticed, in thelatest Safety Link issues we haveincluded articles on SMS. This formspart of the education of the industry

regarding SMS. However, these presentations also afford theopportunity to the industry to seek clarity on any SMS issues,and address them.

Any flying club or related entity who might be interested inthese safety presentations is invited to approach the Marketingdivision of the SACAA.

Safety and Security is the name of the game

“The presence of SACAA at the safety meetings is muchappreciated and the safety briefings are important.”

“The flying clubs look forward to a closer relationship withthe SACAA.”

8

The South African Civil Aviation Authority is proud to announcea new and improved licensing system which will allow forquick and easy licence application. This new system willreduce the issuing time of licences to as little as one hour forwalk-in clients while the turn-around time for postedappl icat ions has been reduced to three days.

However, this new system can only be effective if the correctcriteria are met and if the correct documents accompanyeach licence application. We are thus appealing to all licenceapplicants to ensure that they take note of the followingrequirements when applying for a licence:

Please note that these are the basic requirements for licensingapplications. For more information, refer to the SACAARegulations, 1997.

Requirements for the issuing of a Student Pilot’s licence(aeroplane and helicopter)

a) be not less than 16 years of ageb) hold a class 1 or class 2 medical icertificate, ssued in

terms of Part 67c) an original or certified proof of identity of the applicantd) two recent passport-sized photose) appl ication form for Student Pi lot 's l icenceF) appropriate fee as prescr ibed in Part 187.

Requirements for the issuing of a Private Pilot’s licence(aeroplane)

a) be not less than 17 years of ageb) hold a valid Class 1 or Class 2 medical certificate, issued

in terms of Part 67c) hold at least a valid restricted certificate of proficiency

in radiotelephony (aeronautical)d) show evidence of holding a student

pilot's licence or having held, within theprevious 60 months, any of the following -i) a pilot's licence (aeroplane) issued

by a contracting stateii) a South African Air Force pilot's

qualificationiii) a recreational pilot’s licence issued in

terms of part 62e) have passed a theoretical knowledge

examination as prescribed in DocumentSA CATS FCL 61

f) application formg) have undergone the PPL skil ls test

(aeroplane)h) logbook summaryi) two recent passport-sized photos (unless

such a person is the holder of anotherlicence issued by SACAA)

j) appropriate fees as prescribed in part187

k) proof of English language proficiencycheck.

Requirements for the issuing of a Private Pilot’s licence(helicopter)

a) be not less than 17 years of ageb) hold a valid Class 1 or Class 2 medical certificate, issued

in terms of Part 67c) hold at least a valid restricted certif icate of

proficiency in radiotelephony (aeronautical)d) show evidence of holding a val id student's

licence or having held, within the previous 60months, any of the following –

i) a pilot's licence (helicopter) issued by the contractingstate

ii) a South African Air Force pilot's licenceiii) a recreational pilot's licence issued in terms of

Part 62e) have passed a theoretical knowledge examination as

prescribed in Document SA CATS FCL 61f) application formg) have undergone the PPL skills test (helicopter)h) logbook summaryi) two recent passport-sized photos (unless such person is

the holder of another licence issued by SACAA)j) appropriate fee as prescribed in part 187k) proof of English language proficiency check.

Requirements for the issuing of a Commercial Pilot’s licence(aeroplane)

a) be not less than 18 years of ageb) hold a valid Class 1 medical certificate, issued in terms

of Part 67c) hold a valid general certificate of proficiency in

radiotelephony (aeronautical)d) show evidence of holding or having held within the

previous 60 months, any of the fol lowing –

New and Improved Licensing System

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i) a pilot's licence (aeroplane) issued by the contractingstate

ii) a South African Air Force pilot's qualification iii) a valid student pilot's licence where the applicant

has completed an integrated training courseapproved by the authority

e) have passed the appropriate theoretical knowledgeexamination as prescribed in Document SA-CATS-FCL 61

f) have undergone the CPL skills test (aeroplane)g) hold a valid night ratingh) instrument rating (if applicable)i) two recent passport-sized photos (unless such person is

the holder of another licence issued by SACAA)j) appropriate fee as prescribed in terms of part 187k) proof of English language proficiency check.

Requirements for the issuing of a Commercial Pilot’s licence(helicopter)

a) be not less than 18 years of ageb) hold a valid Class 1 medical certificate, issued in terms

of Part 67c) hold a valid general certificate of proficiency in

radiotelephony (aeronautical);d) show evidence of holding or having held, within the

previous 60 months, any of the fol lowing –i) a pilot's licence helicopter issued by the contracting

stateii) a South African Air Force pilot's qualificationiii) a recreational licence issued in terms of part 62

e) have passed a theoretical knowledge examination asprescribed in Document SA-CATS-FCL 61

f) application formg) undergo a skills test referred to in regulation 61.06.3h) two recent passport sized- photos (unless such person is

the holder of another licence issued by SACAA)i) night rating if applicablej) instrument rating if applicablek) logbook summaryl) appropriate fee as prescribed in terms of part 187m) proof of English Language Proficiency check.

Requirements for the issuing of an Airline Transport Pilot’slicence (aeroplane)

a) be not less than 21 years of ageb) hold a valid Class 1 medical certificate, issued in terms

of Part 67c) show evidence of holding or having held, within the

previous 60 months, the following –i) a pilot's licence aeroplane issued by the contracting

stateii) a South African Air Force pilot's qualificationiii) a recreational pilot's licence issued in terms of

part 62d) hold a valid general radio certificate of proficiency in

radiotelephony (aeronautical)i) have passed the appropriate [theoretical knowledge]

examination as prescribed in Document SA-CATS-FCL 61

ii) have undergone the ATPL ski l l s test; andiii) hold a valid South African instrument rating, or

passed a South African instrument rating skills test [asprescribed in Subpart 15]

e) application formf) instrument ratingg) two recent passport- sized photos (unless such person is

a holder of another licence issued by SACAA)

h) log book summaryi) appropriate fee as prescribed in terms of part 187j) proof of English language proficiency check.

Requirements for the issuing of an Airline Transport Pilot’slicence (helicopter)a) Be not less than 21 years of ageb) hold a valid Class 1 medical certificate, issued in terms

of Part 67c) show evidence of holding or having held, within the

previous 60 months, any of the fol lowing –i) a pilot's licence (helicopter) issued by a contracting

stateii) a South African Air Force pilot's qualificationiii) a recreational licence issued in terms of part 62

d) have acquired the experience referred to in regulation61.08.2

e) have successfully completed the appropriate trainingas prescr ibed in Document SA-CATS-FCL 61

f) have passed the appropriate written examination asprescribed in Document SA-CATS-FCL 61

g) have undergone the ATPL skill test referred to in regulation61.08.

h) pass a South African instrument rating skills test if applicablei) application formj) logbook summary (career summary)k) appropriate fee as prescribed in terms of part 187l) proof of English language proficiency check.

Requirements for the issuing of a Cabin Crew (Part 64) licence

a) 18 years or olderb) application formc) proof of written examsd) skills test report within 90 days immediately preceding

date of application signed by a designated flightexaminer

e) class 1 or 2 medical certficate issued in terms of part 67f) two recent passport-sized photosg) certified copy of identity document or passporth) appropriate fee as prescribed in terms of part 187.

Requirements for the issuing of a Flight Engineer (Part 63)licence

a) skills test report signed by an examiner or flight engineerinstructor

b) valid class 1 medicalc) certified proof of identity or passportd) passed theoretical examse) proof of the required experiencef) proof of the successful completion of the appropriate

trainingg) valid commercial or higher licence held by the applicanth) BSC aeronautical engineering degree held by the

applicanti) appropriate fee as prescribed in part 187j) two recent passport-sized photos.

Requirements for the issuing of an Aircraft MaintenanceEngineer (Part 66) licence

a) application formb) logbook summaryc) certified copy of ID or passportd) two recent passport-sized photose) appropriate fee as prescribed in terms of part 187.

10

The South African Civil Aviation Authority (SACAA) hasannounced that Cape Town International Airport’s FlightInformation Services (FIS) west frequency will change from126.5 MHz to 131.125 MHz. This change in frequency followsthe publishing, by the SACAA, of an Aeronautical InformationCircular (AIC) a few years ago about the need to introducenew frequencies to meet demand.

Contrary to circulating reports that this change is sudden,Cape Town’s frequency change follows an announcementthat was made in January 2002. Back then we wanted theaviation community to have adequate time to prepare forenvisaged changes such as this one. It was clear from backthen that air traffic movements and services within the countryand adjacent territories were continually increasing and theneed for Very High Frequency (VHF) communication channelswas also on the rise. The situation was, and still is, aggravatedby the higher operating altitudes of modern aircraft as aresult of which the minimum distance between ground stationoperating on the same VHF channel must be increased if air-to-air interference is to be avoided.

Over time it became virtually impossible to allocatefrequencies for all services and at the same timeaccommodate the limited frequency coverage of certainaircraft. SACAA further cautions against the belief that theaeronautical VHF band is virtually limitless, with a ‘preferredfrequency on demand’ scenario in place. The opposite is infact true.

South Africa changed to the 25 KHz channel spacing in 1986because of an aeronautical band that was becoming moreand more cluttered. In simple terms, more channels had tobe found. South Africa might have been the first Africancountry to go this route, but it should be noted that all ofAfrica is today on 25 KHz channel spacing in the aeronautical

VHF band. Globally this is also the case, although certainhigh and upper level services in Europe already had to goone step further by introducing the 8.33 kHz channel spacing.

The available aeronautical VHF band is controlled by anInternational Civil Aviation Organisation (ICAO) regional bandplan for Africa and the Indian Ocean region (AFI) and isreferred to as the AFI plan. The AFI plan sub-divides the bandbetween 118.000 MHz and 136.975 MHz into many allotments,each with a dedicated purpose. That means that a smallsub-band is set aside, for example for surface movementcontrol, whilst another is for approach, information, and soforth. Complicating this further is that the longer range servicessuch as approach and area are further split into levels suchas lower, intermediate and upper; each with its own sub-band with dedicated frequencies. The gaps in the AFI bandplan are used for national allocations and from here smallaerodromes, flying clubs, aerodrome services such as fuelling,catering; and other services that are not published such ascompany operations get their assigned frequencies.

The SACAA further points out that this frequency change wasdone for technical reasons. “Where a large number ofoperational frequencies are concentrated on a major airport,such as Cape Town, the simultaneous use of two frequenciescauses a resultant third frequency which will interfere if thatthird frequency is in use. Another issue is the limitations causedwhere multiple frequencies use a common antenna. This hasseriously limited the choice of suitable frequencies from thosethat were available to AFI. It is critical to note that while achange was necessary, this change was done in compliancewith the ICAO AFI plan.

We understand that there will be teething problems at thebeginning, however, to ensure a safe, orderly and expeditiousflow of air traffic there appears to be no alternative to makingit mandatory for all aircraft operating in a given controlledor advisory airspace to be equipped with radiocommunication equipment capable of transmitting andreceiving on all of the VHF channels allocated to suchairspace. In view of this fact, aircraft operating in South Africanairspace must be equipped with VHF radio communicationequipment capable of operating on any 25 kHz channel inthe band 118,000 MHz to 136,975 MHz. This requirement wasmade effective from as far back as January 2005. We thusexpect most aircraft to be compliant at this point. While everyeffort is made to assign frequencies of one or two decimalplaces to accommodate especially the older aircraft, inmany cases the useable frequency is simply dictated byexternal and most often, non-aeronautical factors.

Article contributed by Koos Pretorius.

Frequency Change for Cape Town Flight Information Services

From the SMS desk, we hope that you have had a great startto the new year. You may recall that in the previous editionwe looked at the first component of SMS, which is Safety Policyand Objectives. This component defines senior management’scommitment to continually improve safety, and definemethods, processes and an organisational structure neededto meet the stated safety goals. We took you on a step-by-step journey on how to comply with this component, and wehope that it gave you some insight into what is required of youas a service provider.

In this edition we will look into the second component, whichis Safety Risk Management. The safety risk managementcomponent of an SMS – based on safety risk managementprinciples – results in the design and implementation oforganisational processes and procedures to identify safetyhazards and control or mitigate safety risks in aviation operation.Most people confuse hazards with risks, so we will give you aproper explanation of the difference between the two.

A hazard is a condition or object or situation with the potentialof causing injuries to personnel, damage to equipment orstructures, loss of material, or reduction of the ability to performa prescribed function. Every hazard has potential outcomesor consequences. Risk, on the other hand, is the assessment,expressed in terms of predicted probability and severity, ofthe consequence(s) of a hazard, taking as reference the worstforeseeable situation.

There is a natural tendency to describe hazards as theirconsequence(s), e.g. “Unclear aerodrome signage” (hazard)vs. “runway incursion” (consequence).Stating a hazard as a consequencedisguises the nature of the hazard andinterferes with the identification ofother important consequences.

We will attempt to clarify this in thefollowing example:

m A wind of 15 knots blowing directlyacross the runway is a hazard.m A pilot not being able to controlthe aircraft during takeoff or landingis one of the consequences of thehazard.m The assessment of the consequencesof the potential loss of control of theaircraft by the pilot expressed in termsof probability and severity is the risk.

We will now look at the steps youshould take in identifying hazards andcontrolling or mitigating risks in yourorganisation. The above tables will beused to determine your risk index andtolerability.

STEP 1: State the generic hazard (hazard statement), e.g. airport construction

STEP 2: Identify specific components of the hazard, e.g.construction equipment

STEP 3: State the consequences of these specificcomponents, e.g. aircraft colliding with constructionequipment.

STEP 4: Assess the probability of the riskSTEP 5: Assess the severity of the risk (taking as reference the

worst-case scenario)STEP 6: Determine the resulting risk indexSTEP 7: Establish the risk tolerability.

You now need to control or mitigate the risk. To do that youwill have to take the following steps:

STEP 8: Assess the effectiveness of the defences that are inexistence, i.e. technology, training and regulations.

STEP 9: If the risk is acceptable within your organisation’ssafety performance criteria, accept the risk.

STEP 10: If the risk is not acceptable, put in more defencesto reduce the risk to an acceptable level.

Unfortunately space does not allow us to elaborate further.We could go into much more detail. Should you need moreinformation on this topic, feel free to contact the SMS desk atrqc@caa.co.za

Article contributed by Sibusiso Ketwa

11

Your SMS Guide

12

Danger Area (FAD 182 & FAD 184)

With reference to AIP ENR5.1 – 55 re:(FAD182 – Johannesburg Flying TrainingArea) it has come to the attention ofthe SACAA via the general aviationsector that a great deal of congestioncurrently exists on frequency 124.4 MHzas this frequency is currently being usedby 5 general flying areas simultaneouslyand these areas are all situated withinand along the borders of theJohannesburg Special Rules Area.

This congestion is a safety risk as quiteoften pilots are either (i) not able tobroadcast on this frequency at the timedue to saturation existing on frequencyand (ii) broadcasting their intentionsbut failing to mention in which specificgeneral flying area this training is taking

place. This leads to overall confusionand misunderstanding for all those onfrequency at the time. In addition tothis, FAD184 of which the lower andupper limits fall inside the parameter ofFAD182 is on frequency 122.6 MHz whichis an additional safety risk as two ormore aircraft could be flying in theFAD182 at the same time but ondifferent frequencies.

The safest and preferred solution hastherefore been to recommend that theFAD 182 and FAD184 are bothtransferred to an alternate (same)frequency to mitigate this safety riskand concern and improve the generalsafety and understanding in this area.Following the NASCOM process, thecommunication frequency (122.35 MHz)has now been designated by theSACAA to replace the existing twofrequencies for the FAD182 and FAD184respectively; namely: (124.4 MHz and122.6 MHz.) The date of implementationwill be published via the AIRAC cycleand will become effective on the 02ndof June 2011.

Article cotributed by Dylan Kemlo

Radio Freqeuency Change - Johannesburg General Flying Area

Aim of the study

The aim of the study is to report on gyrocopter accidents and to create awareness to avoid further accidents.

The Accidents and Incidents Investigations Division (AIID)of the South African Civil Aviation Authority has identified 34gyrocopter accidents between 2008 and 2011 (February). Thisis what has been reported to the AIID.

What is a gyrocopter?

An autogyro, also known as gyroplane, gyrocopter, or rotaplane,is a type of rotorcraft which uses an unpowered rotor inautorotation to develop lift, and an engine-powered propeller,similar to that of a fixed-wing aircraft, to provide thrust. Whilesimilar to a helicopter in appearance, the autogyro's rotor musthave air flowing through the rotor disc in order to generaterotation.

Aerodynamics of gyrocopters

Because the free spinning rotor does not require an antitorquedevice, a single rotor is the predominant configuration. Counter-rotating blades do not offer any particular advantage. The rotorsystem used in a gyroplane may have any number of blades,but the most popular are the two and three blade systems.Propulsion for gyroplanes may be either tractor or pusher, meaningthe engine may be mounted on the front and pulling the aircraft,or in the rear, pushing it through the air. The powerplant itself maybe either reciprocating or turbine.

Gyrocopter Accidents - What can we learn?

The 5 Major components of gyrocopters (rotor, tailsurfaces, airframe, landing gear and powerplant)

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AIRFRAMEThe airframe provides the structure to which allother components are attached. Airframes maybe welded tube, sheet metal, composite, or simplytubes bolted together.

POWERPLANTThe powerplant provides the thrust necessary forforward flight, and is independent of the rotorsystem while in flight. While on the ground, theengine may be used as a source of power toprerotate the rotor system.

ROTOR SYSTEMThe rotor system provides lift and control for thegyroplane. The fully articulated and semi-rigidteetering rotor systems are the most common.The teeter blade with hub tilt control is mostcommon in homebuilt gyroplanes. This systemmay also employ a collective control to changethe pitch of the rotor blades. With sufficient bladeinertia and collective pitch change, jump takeoffscan be accomplished.

TAIL SURFACESThe tail surfaces provide stability and control inthe pitch and yaw axes. These tail surfaces aresimilar to an airplane empennage and maycomprise a fin and rudder, stabilizer and elevator.An aft mounted duct enclosing the propeller andrudder has also been used. Many gyroplanes donot incorporate a horizontal tail surface. On somegyroplanes, especially those with an enclosedcockpit, the yaw stability is marginal due to thelarge fuselage side area located ahead of thecentre of gravity.

The additional vertical tail surface necessary tocompensate for this instability is difficult to achieve,as the confines of the rotor tilt and high landingpitch altitude limits the available area. Somegyroplane designs incorporate multiple verticalstabilizers and rudders to add additional yawstability.

LANDING GEARThe landing gear provides the mobility while onthe ground and may be either conventional ortricycle. Conventional gear consists of two mainwheels, and one under the tail. The tricycleconfiguration also uses two mains, with the thirdwheel under the nose.

Analysis of Gyrocopter Accidents Data

The AIID is responsible for the investigation ofserious incidents and accidents in South Africa.The aviation industry has an obligation to reportall serious incidents and accidents to the AIID.Therefore data explored in this study emanatesfrom what has been reported to the AIID by theindustry in terms of the Civil Aviation Regulations(CARs part 12).

Gyrocopter on the South African Register

Gyrocopter OperationsGyrocopters in South Africa are mostly utilized for private and training

operations in the general aviation arena. Of the 34 accidents, 28 wereprivate operations and only 6 were training operations.

Fatal Accidents and FatalitiesAll fatal accidents occurred during private operations. No fatalaccident or fatalities were recorded during training operations.

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Brief report on gyrocopter accidents... Continued...

In order to reduce accidents, it is theopinion of the researcher that propertraining on the operation of the aircraftmust be emphasized. This is due to thefact that most of the causes of theaccidents are classified under humanfactors (aircraft handling) and thesecan be addressed during training. Thefollowing guidelines have beenextracted from the FAA rotorcraft flyinghandbook. It is believed that weather-related accidents can be avoided ifpilots have the necessary knowledgeand techniques.

CROSSWIND TAKEOFF

A crosswind takeoff is much like anormal takeoff, except that you haveto use the flight controls to compensatefor the crosswind component. The termcrosswind component refers to thatpart of the wind which acts at rightangles to the takeoff path. Beforeattempting any crosswind takeoff, referto the flight manual, if available, or themanufacturer's recommendations forany limitations. Begin the maneuver byaligning the gyroplane into the wind asmuch as possible. At airports with widerunways, you might be able to angleyour takeoff roll down the runway totake advantage of as much headwindas you can. As airspeed increases,gradually tilt the rotor into the wind and

use rudder pressure to maintain runwayheading. In most cases, you shouldaccelerate to a speed slightly fasterthan normal liftoff speed. As you reachtakeoff speed, the downwind wheellifts off the ground first, followed by theupwind wheel. Once airborne, removethe cross-control inputs and establish acrab, if runway heading is to bemaintained. Due to the maneuverabilityof the gyroplane, an immediate turninto the wind after liftoff can be safelyexecuted, if this does not cause aconflict with existing traffic.

COMMON ERRORS FOR NORMAL ANDCROSSWIND TAKEOFFS

1. Failure to check rotor for properoperation, track, and r.p.m. priorto takeoff.

2 . Improper initial positioning of flightcontrols.

3 . Improper application of power.4 . Poor directional control.5 . Failure to lift off at proper airspeed.6 . Failure to establish and maintain

proper cl imb alt i tude andairspeed.

7 . Drifting from the desired groundtrack during the climb.

CROSSWIND LANDING

A crosswind landing technique is

normally used in gyroplanes when acrosswind of approximately 15 m.p.h.or less exists. In conditions with highercrosswinds, it becomes very difficult, ifnot impossible, to maintain adequatecompensation for the crosswind. Inthese conditions, the slow touchdownspeed of a gyroplane allows a muchsafer option of turning directly into thewind and landing with little or no groundroll. Deciding when to use thistechnique, however , may becomplicated by gusting winds or thecharacteristics of the particular landingarea.

On final approach, establish a crabangle into the wind to maintain aground track that is aligned with theextended centreline of the runway. Justbefore touchdown, remove the crabangle and bank the gyroplane slightlyinto the wind to prevent drift. Maintainlongitudinal alignment with the runwayusing the rudder. In higher crosswinds,if full rudder deflection is not sufficientto maintain alignment with the runway,applying a slight amount of power canincrease rudder effectiveness. Thelength of the flare should be reducedto allow a slightly higher touchdownspeed than that used in a no-windlanding. Touchdown is made on theupwind main wheel first, with the othermain wheel settling to the runway asforward momentum is lost.

After landing, continue to keep therotor tilted into the wind to maintainpositive control during the rollout.

COMMON ERRORS DURING LANDING1. Failure to establish and maintain

a stabilized approach.2. Improper technique in the use of

power.3. Improper technique during flare

or touchdown.4. Touchdown at too low an airspeed

with strong headwinds, causing arearward roll.

5. Poor directional control aftertouchdown.

6. Improper use of brakes.

Snapshots of gyrocopter accidents

Here are some of the snapshots ofgyrocopter accidents. I hope we canall learn from the past accidents toavoid recurrence.

Accident causes as reportedFrom the accidents reported to the AIID, it was revealed that the leading causeof accidents is power loss during takeoff, followed by directional control afterlanding. Engine power loss is mostly associated with the technique used by thepilot. The loss of directional control mostly occurs after landing. It was evidentthat weather also poses a risk, most particularly crosswinds during takeoff andduring landing. It was further observed that 6 gyrocopters rolled over after theaccident sequence, and 3 of these rollovers occurred after encounters withcrosswinds.

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Aircraft Design

SynopsisAfter takeoff, the aircraft turned in a westerly direction, to theright. The aircraft then began experiencing power problemsand losing altitude. The aircraft crashed to the ground, andwhen the pilot attempted to steer the aircraft, the nose gearbroke off and the aircraft rolled over and came to rest on itsside. The fuel tank ruptured and fuel spilled onto the engine.The fuel ignited, and the aircraft caught fire.

Identified Cause (Fatal)The lower octane fuel used in the aircraft, combined with thehigh power required at takeoff and the temperaturesexperienced that day contributed to the loss of power duringtakeoff, resulting in the accident.

How to alleviate the problemRedesign the fuel system.

Low Flying

SynopsisAfter collision with high tension power lines, the pilot lost controland the aircraft impacted with the ground. The gyrocopterwas destroyed during the accident sequence and one of thehigh tension power line cables was severed and anotherextensively damaged.

Identified CauseThe aircraft collided with high tension electrical wires, whereafterthe pilot lost control and the aircraft impacted with the ground.

How to alleviate the problemSituational awareness and famil iarity with terrain.

Article compiled and adapted by Bongi Mtlokwa

A profile of the Cape Town Flying Club

The Cape Town Flying Club was inaugurated in 2006 with theamalgamation of two well-established flying clubs, both basedat Cape Town International Airport. The location exposesstudents and visitors to the buzz of a busy terminal. From dayone, pilots communicate with ATC (Air Traffic Control) andlearn to be slotted in behind (and sometimes in front of!) aBoeing on takeoff.

This unique environment has attracted over 200 members,some of whom are beginning to discover the thrills of the airwith PPL training and ground school, while others are qualifyingfor their commercial licences or instructor ratings. Less formaltraining includes regular fly-aways, precision landingchampionships, and fun rallies which are organised to remindus of the magical landscape that crowns the Western Cape,and to practise more specialised flying skills.

As a non-profit organisation, the club is run by a committee.

Ten full and part-time instructors train students to the higheststandards. Annual inspection for compliance by the CAAensures that best standards are always adhered to and confirmthat all paperwork is up to date.

'The diversity and experience of our instructors, who come fromvarious professional paths, provide our club with a uniquelearning environment,' comments David Barnes, Chairman ofthe Cape Town Flying Club.

The club offers most forms of flying training, and has set up aCAA-approved examination centre on site, for on-line PPL andinstructor exams. The club strives to make flying accessible toas many people as possible, within a friendly environment, andprovides facilities where members and their guests can relaxafter a flight.

Aviation Calendar 2011

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Cape Town Flying Club continued...

Nevertheless, you don't have to book a flight to come and relaxwith us! Visitors are welcome to join member pilots and thecommittee, for a freshly ground coffee and muffin, every Saturdaymorning at 11.00. We look forward to seeing you there.

Please visit our website for more information.

Contact details

Chairman: David BarnesCape Town Flying ClubPO Box 31Cape Town International Airport7525, South AfricaTel: 021 934 0257ATO: CAA0036

Airfield details

Designation: FACTCoordinates: 33°58'16.93"S 018°36'15.45"EFrequency: 121.9 / 118.1Elevation: 151 ftFuel: Avgas and Jet A1

Services offered

PPL, CPL, Instructor and ATPL trainingCAA PPL and Instructor examsSafety EveningsSocial EveningsFly-awaysRestroom facility with tea and coffee.

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Following requests from the aviationindustry to investigate safety concernsrelated to flight operations in and outof Grand Central Airport in Midrand,the South African Civil Aviation Authority(SACAA) has announced theintroduction of a new Aerodrome TrafficZone (ATZ).

The new ATZ has been designed to assistpilots using the airspace and transitingthrough the Kyalami VFR Blue Route tobe familiar with the visual reportingpoints; the correct frequencies to beused and the frequency change-overpoints.

As the regulator, the SACAA takes safety

concerns seriously and strongly believesthat aviation safety can only beguaranteed by a closer cooperationbetween us and the aviat ioncommunity. As such, this initiative is justone of such classic examples of closercooperation between the SACAA andits stakeholders.

As per applicable regulations, the newAerodrome Traffic Zone (ATZ Glass GAirspace) will be published by theSACAA in an AIRAC supplement andwill be effective from 5 May 2011.

The initiative is the result of a Work Groupformed by the National AirspaceCommittee (NASCOM) and comprises

key role-players such as the SouthAfrican Air Force, Grand CentralManagement, the Aero Club of SouthAfrica, the Commercial AviationAssociation of Southern Africa, Air TrafficNavigation Services and the SACAA.

“We are confident that when the newATZ glass G airspace comes into effect,we will see a reasonable improvementin safe flight operations in and aroundthe Kyalami and Midrand area.”

Article contr ibuted by JeoffreyMatshoba

New Rules and Airspace for Grand Central Airport

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01 April - 03 April - SA Navy Festival,SimonstownBrian Emmenis, 057 3882351,capital@icon.co.za

02 April - 03 April - Sport Aerobatics ClubCape regionalsFAOH to be confirmed, Annie Boon,chunge@mweb.co.za

08 April - 10 April - SAPFA NationalPrecision Championships selection withFun Rally on 9 AprilTony, tonyr@clarotech.co.za

08 April - 10 April - SAA Pilots’ Associationfly-away to ZebulaChris Potgieter,chrispotgieter@flysaa.com or Paul Weich,083 290 6525, pdweich@mweb.co.za

09 April Ermelo UD Truck Ermelo airshowAndre van Rooyen, 082 417 0174,tolderia@gmail.com

16 April - Parys Wings ‘n WheelsDominique Kruger, sparkair@telkomsa.net

30 April - Polokwane airshowAmanda Nooll, 082 665 1505,Amanda.nooll@gmail.com

01 May - EAA Chapter 322 ‘A Festival ofFlight’ (Tedderfield airfield)Karl Jensen, karlpix@icon.co.za

07 May - Stellenbosch FASHKOSH(Stellenbosch airfield)Alison Navarro, 082 728 7386,architecnic@intekom.co.za

07 May - Warbirds at Tempe,BloemfonteinKassie Kasselman, 082 4041624,flypiper@telkomsa.net

07 May - 08 May - Sport Aerobatics ClubFree State regionals (Parys)Annie Boon, chunge@mweb.co.za

13 May - 15 May - Battlefields Fly-in –Country Lodgewww.battlefieldslodge.co.za, Nan Roos,stay@battlefielslodge.co.za

14 May - SAPFA Fun RallyVenue to be announced, Frank Eckard,frank.eckard@mweb.co.za

14 May - Heidelberg airshowAndre Vorster, 083 654 2793,andre@wearcon.co.za or Walter Doubell,079 830 6452

21 May - SAAF Swartkops AirExtravaganzaLt. Col. Willie Nel, 083 305 3700,willemnel@webmail.co.za

22 May - Grand Rand airshowAnton Kruger, 011 827 8884,Carolyn@randairport.co.za

26 May - 29 May - SAPFA President’s AirRace (Mafikeng airfield)Robin Spencer-Scarr,robin@creativetiles.co.za

27 May - 29 May - Ezulwini Lodge /Hluhluwe Fly-inMike French, 083 630 5073

28 May - Kimberley airshowErika Venter, 084 552 2063,sunhelicopters@inext.co.za

03 June - 05 June - Newcastle airshowJohan Pieters, 082 923 0078,info@champ.co.za

05 June - Tedderfield Fly-in on SundayHoward Betts, Howard@btpm.co.za

11 June - 12 June - Wonderboom airshowSue Kaluza, 012 567 1188/9,sue@wonderboomairport.co.za

15 June - 18 June - Sport Aerobatics Clubnationals (Mkuze - to be confirmed)Annie Boon, chunge@mweb.co.za

16 June - 19 June - SAPFA Fun Rally andFly-awayvenue to be announced, Frank Eckard,frank.eckard@mweb.co.za

18 June - 19 June - Klerksdorp airshowCliff Lotter, exodus@gds.co.za

25 June - 26 June - Kittyhawk airshowNigel Musgrave, 083 675 2211,Nigel@metanet.co.za

02 July - SAPFA Fun Rallyvenue to be announced, Frank Eckard,frank.eckard@mweb.co.za

09 July - Durban Wings Club airshow(Virginia airport)Stuart Low, or John Neil,john@eastcoast.net, 082 485 5514

30 July - 31 July - KZN Regionals –Ladysmith (TBC)Annie Boon, chunge@mweb.co.za

01 August - 14 August - SAPFA WorldPrecision ChampionshipsTony,tonyr@clarotech.co.za

09 August - EAA National Convention(Wings Field, East London)Contact East London Chapter, JamesWardle, 082 639-0395

13 August - SAPFA Unlimited ChallengeAir Racevenue to be announced, Robin Spencer-

Scarr, robin@creativetiles.co.za

26 August - 27 August - BethlehemAirshowDerek O’ Connor, 083 929 5242,derek@erwil.co.za

31 August - 11 September - UnlimitedWorld Aerobatics ChampionshipsNigel Hopkins, 083 226 5854,hopkins2@mweb.co.za

01 September - 04 September - BarbertonAirshow & Bush Pilots Fly-InCC Pocock, cc@bushair.co.za

03 September - SAPFA Grand CentralFun RallyFrank Eckard, frank.eckard@mweb.co.za

10 September - Vereeniging airshowSarie van den Berg, 083 449 3378,sarie@vereenigingairshow.co.za

17 September - SAPFA Polokwane FunRallyJonty, jontye@x7online.co.za

17 September - 18 September - SportAerobatics Club Extravaganza & NWRegionals (Klerksdorp)Annie Boon, chunge@mweb.co.za

24 September, Swaziland airshowLyndon Hermansson, 00268 6044310,swazilandairshow2009@realnet.co.za

01 October - SAAF AFB WaterkloofAirshowCol. Christo Stroebel, 083 415 7538,stroebelc@yahoo.com

01 October - SAPFA Kitty Hawk Fun RallyFrank Eckard, frank.eckard@mweb.co.za

22 October - 29 October - SAPFA WorldPrecision Flying ChampionshipsTony Russell, tonyr@clarotech.co.za

29 October - 30 October - SportAerobatics Club Judges Trophy (Brits)Annie Boon,c hunge@mweb.co.za

30 October - Lesotho InternationalairshowMakhabane Molapo, 079 982 6826,gabbi@homemail.co.za

05 November - Aero Club of South AfricaAnnual Awards DinnerAero Club, 0861 018018

12 November - SAPFA Fun RallyHans Schwebel, hans.s@britsgranite.co.za

03 December - SAPFA Fun Rally at SpringsairfieldFrank Eckard, frank.eckard@mweb.co.za

03 December - 04 December - SportAerobatics Club Ace of Base(Vereeniging)Annie Boon, chunge@mweb.co.za

Aviation Calendar 2011

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SACAA Announces New Frequency Allocation for Cape Town

SACAA Announces New Frequency Allocation for Cape Town