Safety ProfessionalsA frank discussion about maturing safety cultures

Flight operationsAn overview of the revolution of CNS/ATM

Crew Resource ManagementThe challenges of multicultural crews

SafetyFocusAfrica's aviation safety promotion magazine - vol 5

Edition

20Jun - Aug '16

AVIASSISTFOUNDATION

The safety magazine of www.aviassist.org

Connecting Africa to best safety practices - meaningful market exposure for advertisers

Proudly

Protecting iLS criticaL areaCROSSED SIGNALS

SafetyFocus Magazine Edition 20 - 2016 1

2 Director's message | Data challenge The importance of better understanding safety data collection

4 Foundation news | Some recent developments

6 Safety Professional | Chitalu Kabalika A frank talk about dedication to safety as a lifestyle

10 Safety calendar | Events in or relevant to the region Some great opportunities to work on your professional development

12 Flight operations | CNS/ATM A look into what CNS/ATM stands for in the aviation acronym soup

18 Flight training | Multicultural CRM How to accommodate multiple nationalities in your crew training

22 Ground operations | Crossed signals Why is protecting the so-called ILS critical area so important?

24 Human factors | Putting it into words How non-standard phrases hinder pilot–controller communications

28 On record | Hold position & wrong switch Value of standard phraseology & checklist discipline

Cover photo: A Cubana Yak-42 landing at La Aurora in Guatemala ©Airteamimages.com - AviAssist Foundation picture partner

becauSe acceSS to Safety information ShouLd not be Limited by the bandwidth of yourconnection

contentS

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Every quarter, we bring you the very best update on best safety practices. From airport marking to runway safety to shopping tips and advice on aviation English. If you ever feel we can improve, let us know. After all, it's your magazine.

Our promise to you ......

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SafetyFocus Magazine2 SafetyFocus Magazine Edition 20 - 2016 3

dIrECTor's | meSSage

Tom

At the Foundation, we’re keen to better understand how operators in Africa collect and process safety data. Using data will help us as an industry identify potential areas of concern, long before they rise to the level of a threat to safety.

Africa’s aviation industry and governments com-mitted to the implementation of Flight Data Analy-sis (FDA) in 2012 as part of the much talked about Abuja Declaration to enhance safety culture devel-opment in operations. The longer terms aim is that have all African operators participate in safety data sharing.

The volume of safety data that can be collected is growing rapidly. Some of it is valuable in identifying significant hazards, while some

may only marginally improve our understanding of risk. The type of aircraft from which data can be collected is also growing. FDA was mandated as an ICAO mandatory requirement in 2005 only for air-craft over 27 tonnes. However, operators of smaller aircraft such as Cessna Caravans and Pilatus may also want to start harvesting limited flight data to help them drive and prioritize initiatives and cut costs.

Three years ago we demonstrated a user friendly reporting tool at our Safety in African Aviation conference. The tool is specifically designed to help smaller operators organise their safety data collec-tion and processing system (SDCPS is the ICAO ab-breviation for it). It is designed to work on a computer that has read-ily available software on it. In other words, it doesn’t need investing in an expensive bit of software or a high speed reliable internet connection, something that might not always be realistic for an operator of 5 Cessna Caravans or 2 ATRs. We are currently talking to a number of companies including Flight Data Services, ADSE Consultancy

& Engineering and Vistair in order to set up a con-sortium and take our safety reporting tool from testing to trial. The tool is aimed to assist even the smallest aviation service provider with harvesting safety data to use it to assess their current perfor-mance and risk indicators.

Our global safety partner, the Flight Safety Founda-tion (FSF), runs the Global Safety Information Pro-ject (GSIP). The GSIP seeks knowledge related to safety data collection and processing from aviation industry stakeholders in two key regions: Asia-Pa-cific and Pan America. FSF’s Mark Millam recently reported on the first year of their work. Throughout 12 meetings in the Asia-Pacific and Latin America regions, a number of barriers and hold-ups kept coming up. These include• Some safety professionals interpret data in ways

that fit their own objectives• Others construe results of data analysis only to

point out deficiencies and liabilities to assess blame, rather than opportunities for systemic risk-mitigation advances; and

• In many countries criminal prosecutions are likely in the event of an aviation accident

On the ground in Africa, at AviAssist we’re keen to also start harvesting your experi-ence and knowledge for our region. And

so, we are hoping to use our SiAA 2016 Conference for a focus group meeting in which we’d love to hear from you about your challenges and solutions when it comes to safety information. We will make sure that work serves as a prelude to the work of the FSF when they expand GSIP into Africa. So come and join us in Livingstone, Zambia for the Safety in African Aviation Conference on 24 and 25 November and help shape the future of FDA in Af-rica - oh, and while you're there, you might want to see one of the seven natural wonders of the world - the mighty Victoria Falls.

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SafetyFocus Magazine4 SafetyFocus Magazine Edition 20 - 2016 5

SafetyFocusJournal of the

AviAssist Foundation

Regional affiliate of

for East and Southern Africa

AviAssist supports improvements in African aviation safety.With advertisements in SafetyFocus, AviAssist connects businesses to Afri-can opportunities while it promotes professional excellence in African aviation safety.

over 20 years of experience in Africa has equipped AviAssist well to deal with the technical as well complex po-litical, social and cultural issues that play an important role in improving African aviation safety and in access-ing the vast market Africa represents.

As a non-profit organisation, AviAs-sist relies on support from govern-ments and corporations as well as fees for services.

Foundation BoardCapt. Erwin GabelKLM royal dutch Airlines

Bert Kraan deputy director CAA-NL (rtd.)

ron SchipperBoard memberKenya Airways & Precision Air

ron louwerseManaging director rotterdam The Hague Airportschiphol Group

AVIASSISTFOUNDATION

amSterdam airPort SchiPhoL joinS foundation board

Amsterdam Airport Schiphol will join the Foundation's Board. Amsterdam Airport Schiphol is one of the busiest airports in Europe and part of the Schiphol group.

“We are thrilled to welcome the Amster-dam Airport Schiphol onto our Board in the year it celebrates its 100th anniver-sary”, stated AviAssist director, Tom Kok. “Schiphol is one of the best Africa-con-nected airports in the world, so the pros-pect of a stronger relationship is exciting for the Foundation. Schiphol’s experience and commitment to safety will be of great benefit to the Foundation”.

The Foundation runs a number of airport related programs such as airport wildlife management courses, airport rescue & fire fighting and airport leadership devel-opment.

On behalf of the Schiphol Group and Am-sterdam Airport, Ron Louwerse, Manag-ing Director of Rotterdam The Hague Airport said: “In aviation, safety comes first. So being able to share our Schiphol knowledge and work with colleagues in

Africa in order to support African avia-tion safety, is something we look forward to. The Foundation is a great resource for Africa. The training courses, the Safety in African Aviation conference and its maga-zine help African aviation professionals stay current and assists in employing best practices. Schiphol is proud to be a part of such a dynamic and impactful organisa-tion and to make a contribution to the safety of the flights to and from Africa, flights that also feed into our network.”

With its iconic tower, Schiphol is one of the best africa-connected airports

sAFETY | newS

4

AviAssist visited Belfast City Airport (BHD) to discuss collaborative efforts. The Foundation implements a large part of its programs with professional volun-teer instructors and experts. The experts contribute to the aims of the Foundation and, in turn, their volunteer deployment given them a chance to work on their own Continuous Professional Develop-

ment (CPD) and strengthen competences such as leadership resilience and cultural dexterity.

The Foundation deployed BHD airfield operations Manager Michael McDowell as instructor in a runway safety seminar with the Airports Council International for the Ethiopian Airports Enterprise last year. From there, the two organisations have discussed expanding the co-operation.

"We are always keen to engage with air-ports and air navigation service providers across the world to see how we can marry our mandate of promoting safety in Africa with the CPD programs for their staff ", explained Foundation director Tom Kok. "We offer confidential individual and organisational feedback that will help the professional volunteer and their employer in building their workforce. It further illustrates that providing safety support to Africa is a two way street, not just one of enriching African aviation. It's all part of our way of helping companies and organisations meet their marketing, PR, client engagement and corporate citizenship objectives in a way that is very close to the heart of their core business."

Talks focussed on ARFF staff & course materials and other operational staff

foundation exPLoreS co-oPeration with beLfaSt cit y airPort

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SafetyFocus Magazine8 SafetyFocus Magazine Edition 20 - 2016 9SafetyFocus Magazine20

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SafetyFocus Magazine10 SafetyFocus Magazine Edition 20 - 2016 11

The AviAssist Foundation would like to give special recognition to our partners. We value their partnership, custom and support as part of our commitment to safety promotion in Africa. Without their support, the Foundation's mission of inspiring and promoting professionalism in African aviation safety

would simply not be possible.

Stand from the crowd

Time after time working with non-profits is seen breaking in on official routine, finding fresh channels for service, getting things done that would initially not be possible for pay

- Work with the AviAssist Foundation -

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SafetyFocus meaningfuL market exPoSuretrue to the SiZe of africa

since 2010 SafetyFocus has provided a platform al-lowing professionals from across Africa to keep up to date with the latest tools, technology, best practices and services related to safety: Africa's only dedicated safety publication.Its readers include stakeholders in African aviation safety such as all leading regulators and international organisations around the world.

SafetyFocus' success is based on highly targeted circu-lation and quality distribution. With a guaranteed print run of 1200 copies every issue, safetyFocus helps you meeting marketing, Pr, client engagement and corpo-rate citizenship objectives in Africa and beyond.

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If you would like to advertise in SafetyFocus, contact us on safetyfocus@aviassist.orgTo see a sample copy, email editor@aviassist.org or visit the download section of www.aviassist.org

The following information provides an awareness of problems that might be avoided in the future. The information is based on final reports by official inves-tigative authorities on aircraft accidents and incidents.

'hold position' misunderstoodBoeing 767-300. No damage. No injuries.

The flight crew of the 767, registered in the United States as N588HA, was told by an air traffic controller to hold short

for departure from Runway 06R at Kansai International Airport in Osaka, Japan, the night of Oct. 12, 2011. Three aircraft, includ-ing a 767 registered in Japan as JA8356, were on approach to the runway.

“When an arriving aircraft passed in front of N588HA that had been holding, the air traffic controller instructed N588HA again to hold and then cleared JA8356 to land,” said the report by the Japan Transport Safety Board (JTSB).Nevertheless, the controller then saw N588HA begin to taxi onto the runway, and he

instructed the crew of JA8356 to go around. The 767 was about 4 nm (7 km) from the run-way when the go-around was initiated. None of the 208 people aboard N588HA or the two pilots of JA8356 were injured.The JTSB concluded that the probable cause of the runway incursion was the U.S. crew’s misunderstanding of the controller’s instruc-tion to continue holding, which was phrased similarly to an instruction previously used in the United States to tell flight crews to hold on the runway for takeoff (i.e., “taxi into position and hold”).The controller’s initial instruction was to “hold short of runway zero six right.” Howev-er, the controller later repeated the instruction by saying “hold position, expect departure after next arrival five miles.” The flight crew read back the instruction as “position hold.”

“The controller did not know that the phrase-ology used in the readback was previously used in the U.S. to instruct aircraft to hold on the runway,” the report said. (The current phraseology, which conforms to International Civil Aviation Organization standards, is “line up and wait.”)

wrong SwitchRobinson R44 Helicopter. Substantial damage. No injuries.

The siren-equipped helicopter de-parted from Setlakgole, South Africa, for a game-culling flight the morning

of Feb. 12, 2014. The pilot said that the he-licopter was being flown at 40 kt and about 200 ft above the ground when the engine lost power about 35 minutes after takeoff.The pilot landed the helicopter straight ahead in dense brush. The R44 touched down hard, and the tail rotor blades struck and severed the tail boom. The pilot and his passenger were not hurt.

“Post-accident investigation did not identify any defects of the engine which could have contributed to the accident,” said the report by the South African CAA, which concluded that the pilot had inadvertently disengaged the hydraulic system in flight. The CAA’s report noted that the switches for both the hydraulic system and the siren are mounted on the cyclic.

Wrong switchoN | record

SafetyFocus Magazine12

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