Crash at JNB this morning
Join Date: Sep 2001
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CAABOSS,
Yes, all is good and well... What is being done about the Rand-prang nearly two years ago. Although I am glad to hear that the CAA actually won the case against the operator in question, what now. What type of action can/may the CAA take against these guys? Does the CAA intend to forge ahead with action or is it going to be allowed to fizzle out in the hope that memories will be blunted in a year or two?
Some thing to chew on: How about operators/pilots/instructors being made to attend some sort of seminar, course or the like as part of the renewal process for operators and pilot licenses. Typical issues could include such things as overweight ops or any other aspect that is relevant to flying? Awareness campaigns for pilots/operators? Set standards and enforce them, its the only way we'll be able to make our skies safe.
And thank you, its good to see the CAA actually coming out of the blocks...You've got those scales - use them.
Yes, all is good and well... What is being done about the Rand-prang nearly two years ago. Although I am glad to hear that the CAA actually won the case against the operator in question, what now. What type of action can/may the CAA take against these guys? Does the CAA intend to forge ahead with action or is it going to be allowed to fizzle out in the hope that memories will be blunted in a year or two?
Some thing to chew on: How about operators/pilots/instructors being made to attend some sort of seminar, course or the like as part of the renewal process for operators and pilot licenses. Typical issues could include such things as overweight ops or any other aspect that is relevant to flying? Awareness campaigns for pilots/operators? Set standards and enforce them, its the only way we'll be able to make our skies safe.
And thank you, its good to see the CAA actually coming out of the blocks...You've got those scales - use them.
Join Date: May 2000
Location: Johannesburg,South Africa
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The CAA took what action is possible in terms of its legal mandate - shut the operator down. As for further legal action, I understand that this is in process and that the action of the CAA will form part of the case against this operator.
Educational seminars - yes. WE in fact did conduct a round of such seminars in June in Johannesburg, Cape Town, Durban and PE as advertised on the CAA web site. We also plan more focussed ones on the problem areas such as fuel management and overweight, etc in 2002.
Enforcement: CAA officers have met some of our heavies on the taxiway with our scales, resulting in one operator being shut down until they demonstrated commitment and plans to comply.
Ultimately such enforcement action requires cooperation from those in the industry who know. We cannot post officers at every airport at 2-3 am waiting for the reckless, presurized soul and the mentally challenged.
Educational seminars - yes. WE in fact did conduct a round of such seminars in June in Johannesburg, Cape Town, Durban and PE as advertised on the CAA web site. We also plan more focussed ones on the problem areas such as fuel management and overweight, etc in 2002.
Enforcement: CAA officers have met some of our heavies on the taxiway with our scales, resulting in one operator being shut down until they demonstrated commitment and plans to comply.
Ultimately such enforcement action requires cooperation from those in the industry who know. We cannot post officers at every airport at 2-3 am waiting for the reckless, presurized soul and the mentally challenged.
Join Date: Sep 2001
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Yes, mentally challenged. Maybe it will also help to do the odd flight check with these guys en route. I understand that the the larger operators such as SAA, Comair and the likes are being checked quite regularly. What about the little guy?
At least the big guns have the financial means to keep their crews trained. Its the little guy that worries me. To save they skimp on training and maintenance. By the way good on you for grounding Oh Gee Why. About time the owner got taken to task for allowing an aircraft in such a state of disrepair to fly. One less a/c to worry about...
At least the big guns have the financial means to keep their crews trained. Its the little guy that worries me. To save they skimp on training and maintenance. By the way good on you for grounding Oh Gee Why. About time the owner got taken to task for allowing an aircraft in such a state of disrepair to fly. One less a/c to worry about...
Join Date: Oct 2001
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I can't believe that any professional pilot would be stupid enough to state he has flown any airplane over weight on many occasions. No wonder the industry is in such deplorable condition when pilots will fly in violation of the rules of safety.
Maybe the CAA should look at enforcement action against anyone who admits to such blatant disregard to not only safety but disregard for his license and his obligation to insure safety for the rest of us who are professionals.
As to operators who prey on the stupidity of some pilots there may be another method of dealing with them, like a car jacking some night in J- Berg?
...........................................
The hardest thing about flying is knowing when to say no.
Maybe the CAA should look at enforcement action against anyone who admits to such blatant disregard to not only safety but disregard for his license and his obligation to insure safety for the rest of us who are professionals.
As to operators who prey on the stupidity of some pilots there may be another method of dealing with them, like a car jacking some night in J- Berg?
...........................................
The hardest thing about flying is knowing when to say no.
Join Date: Jun 2001
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I've said it all along: the South African CAA are the most pro-active I've come accross. I hold licences issued in South Africa, Holland and Switzerland. I also have at one time or another, held UK and Mauritian Validations. None of these Authorities are as approachable as the SA CAA. I still keep my SA ATPL valid by submitting my JAA tests and medicals.
Good work folks!
Good work folks!
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Our CAA may be pro-active, but its still not enough. As far as I can ascertain, there are only one or two guys doing the ****ty work. I can imagine that visiting an airport in the middle of winter in the dead of night can not be a pleasurable experience.
Apparently there are only about 15 inspectors in the CAA that are available to cover the whole of SA, or Africa now with the prolifiration of ZS a/c on the continent. With most of them being close to or over 60, I cannot see more of them ending up in the field.
There are many operators that believe that they are untouchable outside the borders of the RSA. I wonder how many of these operators are correctly licensed for the type of operations they are doing. Are they being monitored? Does the CAA know about these guys?
As for Tigerseye, you must really be very brave or very stupid... Think about it...
Apparently there are only about 15 inspectors in the CAA that are available to cover the whole of SA, or Africa now with the prolifiration of ZS a/c on the continent. With most of them being close to or over 60, I cannot see more of them ending up in the field.
There are many operators that believe that they are untouchable outside the borders of the RSA. I wonder how many of these operators are correctly licensed for the type of operations they are doing. Are they being monitored? Does the CAA know about these guys?
As for Tigerseye, you must really be very brave or very stupid... Think about it...
Join Date: Nov 2001
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If you have ever ferried aircraft then you will know what I am talking about. I have ferried a number of Van II's. Aircraft being ferried from the USA, for example, are sometimes " legally " as much as 25% overwieght. It has nothing to do with being a " smartA...." Working with overloaded aircraft requires very careful loading and as I understand it, the C of G was way back on this aircraft. Apparently, it was porposing after lift off [ which could indicate an aft C of A.]
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Slapfaan, try the SACAA site at caa.co.za and look in the media release menu. If I am not mistaken, the names were given there.
Tigerseye, there is no way that you can say that an overloaded is "legal". Its not on. An yes, you have to be carefull when you load an aircraft. What you are trying to say that its in order to sometimes fly overweight. When is it not? When we have a F406 digging a hole for itself? I still maintain that only stupid pilots fly overweight aircraft, and in the same breath, only callous loadmasters will load an aircraft overweight - because they know they don't have to fly in it. If you ask me, that loadmaster should be charged with murder or at the least manslaughter.
Tigerseye, there is no way that you can say that an overloaded is "legal". Its not on. An yes, you have to be carefull when you load an aircraft. What you are trying to say that its in order to sometimes fly overweight. When is it not? When we have a F406 digging a hole for itself? I still maintain that only stupid pilots fly overweight aircraft, and in the same breath, only callous loadmasters will load an aircraft overweight - because they know they don't have to fly in it. If you ask me, that loadmaster should be charged with murder or at the least manslaughter.
Join Date: Jun 2001
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Flying heavy jets thousands of hours for many years, I have encountered occasional flights where the jet wouldn't climb to flight planned altitude. Reason: The jet had more payload than advertised! Simple mistakes can be made by cargo agents, loaders and Forwarders. Upon landing, a report was made and all the cargo pallets were re-weighed. On one occasion it was found that the jet was 11,000 Lbs over Gross at takeoff. It was comforting to know that the airplane could handle the overload without serious consequences. Nevertheless, any overload deteriorates the built-in performance safety margin of any airplane, especially in the case of an engine failure. Upon further investigation, it was found that the weight of several interline cargo pallets had been recorded in Kg instead of being converted to Lbs. A serious mistake, but no criminal intent. Some airport operators, as for example at Santa-Fe-De-Bogota, Colombia, direct at random outbound airplanes unto a scale for gross weight verification. The airport authority in fact checks the operators' weight and balance data by ordering the outbound airplane to taxi unto a special ramp with a built-in scale. It takes only 5 minutes extra taxi time and it is a good secondary Gross Weight verification. As at JNB, BOG also is a high altitude airport{8355 feet) with rising terrain in all quadrants. Not a kind place to be Over Gross! 
