Sorry ATCO 749 , been a bit busy but copied below is part of the latest Aero Club of East Africa newsletter for you to get some small idea of what the regs mean ie treat everyone the same from KQ to the smallest 1 light aircraft
operator , and every dirt strip the same as Nairobi International Airport ( JKIA ).
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Reports from the field indicate that, so far, KCAA inspectors have not "swooped down" on aircraft operators in Kenya to enforce the new contentious Kenya Civil Aviation Regulations. (KCARS). Depite the fact that a few dozen of the regulations are virtually impossible to adhere to in an aviation environment like Kenya, where 80% of flying is done into ill-equipped "bush strips", KCAA has so far not harassed anybody or even closed down operators who are every day transgressing the new law. It would appear that, either KCAA does not actually have the enforcement capacity to implement its ill-conceived rules, or it is now happy that at least on paper Kenya has met the ICAO SARPS and procedures. It remains to be seen if this "honeymoon" will last or whether KCAA will eventually produce the army of inspectors that is required if it is serious about implementing its new rules.
Some examples of KCARs that are injurious to operators of aircraft and airfields are:
1. All airfields (even the most basic bush runway) must be "fenced", have a "Security Plan", an "Airport Manager", a "Security Committee", etc. All that of course also applies not only to private airstrips, but also to Government runways in the outback. Most operators do not believe that the Government (Kenya Wildlife Service, town councils, villages, Kenya Police, etc.) will ever be able to adhere to its own rules, leave alone the missions, camps, farmers, etc. out there who have landing strips that may be used once or twice a month. It is also a question whether the KCAA actually knows where most of these remote airstrips are located. The private sector knows that there are at least 600 airstrips in Kenya, but the official AIP only shows about 350. KCAA will have to do a lot of flying and driving around to find the rest.
2. Each airstrip, according to the regulations, must undergo an 'annual inspection'. It is doubtful that KCAA has the capacity (vehicles, inspectors, aircraft) to actually do that.
3. Commercial aircraft are required to fly only into airfields that are adequately equipped, manned, have 'security' in place, are able to offer the latest weather information, etc. It is doubtful that Kenya can actually provide such facilities, but insurance companies are likely to fall back on the latest law in case of a claim.
There are many other requirements that will affect operators and adherence will drive up the cost of operating aircraft. Examples: Two Crew operations under some conditions on even small Cessna Caravans, reduction in the number of passengers that can be carried, new expensive equipment requirements such as TCAS and Ground Proximity Warning Systems, etc., etc.
It does indeed appear that Kenyan General Avioation has been sacrificed on the altar of the FAA and ICAO.
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Hope this helps those who wonder what I have been wittering on about.
KK