Crazy Kenya ' Regulations '
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Well you have to look at the successes that Africans made of countries that they populated when they left Africa countries like Haiti oops maybe not, Ireland treats Africans as Equals and even brought in strong anti discrimination laws You see they were very gullible and were trading on their priests advice Now they have 26,000 Africans living on welfare, who have taken over the centre of Dublin and trade their drugs all night long and you could not walk down the streets after dark.without losing your life or being raped. ahhhh Equality
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mzee kk, well said..wish that was your first post
.....
from what i know the regulations governing security are to be effective sometime in October though i agree KCAA might find it difficult to enforce them...
The rest of the issues, surely..arent they for your safety as a pilot???TCAS,GPWS,getting WX, at least the govt cares to implement such rules....the recent crashes have taught them a lesson since high profile gvt officials have been involved....think operators should ask for more time to implement them instead of bashing the regs as a whole.
.....from what i know the regulations governing security are to be effective sometime in October though i agree KCAA might find it difficult to enforce them...
The rest of the issues, surely..arent they for your safety as a pilot???TCAS,GPWS,getting WX, at least the govt cares to implement such rules....the recent crashes have taught them a lesson since high profile gvt officials have been involved....think operators should ask for more time to implement them instead of bashing the regs as a whole.
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Told you so............
It did not take long unfortunately .
What a nightmare.
++++++++++++++++++++++++++++++++++++++++
KENYA CIVIL AVIATION REGULATIONS CHALLENGED IN COURT
The "Dream of Human Flight", so highly touted by the Wright brothers, has turned into a nightmare for Kenyan aviators as hapless KCAA staff are overwhelmed trying to enforce the overly detailed and disorganized KCARS. Formerly routine paperwork is now being subjected to in depth scrutiny and unnecessary red tape as overburdened inspectors and employees are trying to adhere to performance contracts and make no mistakes. As feared by the stakeholders, micro-control mechanisms have been imposed on Kenyan aviation in 1400 pages of rules and penalties. Originally intended to appease the ICAO with airtight control of international civil aviation, the drafters of the KCARS made liberal use of the little word "ALL". Hundreds of rules begin with "All aircraft shall" or "All aerodromes must", without any distinction as to size, function or use. The Boeing 777 is lumped together with the Piper Cub. Small bush airstrips used by charter flights seem to be expected to have the same level of staffing, security and bureaucracy as the large international airports - Manuals, Managers, X-ray machines, you name it. To top it off, all aspects of aviation in Kenya have been criminalized, from failure to renew a licence, to forgetting to advise a change of address, to not fencing even the smallest bush airstrip, to having a torn windsock....... Smoking a cigarette on the apron can land you in jail. And unlike other countries, here the prosecutors are the Police and the Judges - persons who may have never flown in an aircraft. Frightening thought.
Essentially, East African aviation is now being regulated with a 'one-size-fits-all' system. It's simple to apply, but it's grinding aviation to a halt. For example, all Kenyan holders of Air Operators Certificates must now be "re-certified". That means new 'manuals', new training methods and very strict application of all sorts of rules that make sense with airlines like Kenya Airways, but not with operators of small Cessnas or Pipers. The passenger of a Cessna 182 can now relish in the thought that he is now much safer as the door though which he entered the aircraft is now clearly labelled in English and Swahili: "EMERGENCY EXIT", just like in that Airbus. (-:
KCAA staff has resorted to the "CYA principle" and are interpreting every rule and definition to the letter, avoiding any semblance of lateral thinking. As a result, even the most routine applications for any sort of licence, permit or unusual aviation activity are being shunted around from department to department because now several sections of KCAA must give their OK before a piece of paper is granted. Operators and pilots are unanimous that the bureaucracy created by KCAA is not only unnecessary, but fundamentally fallacious and counter-productive. And that in a day and age where organizations like FAA and the EASA are offering rewards to those who point out simpler ways of regulating aviation. Unfortunately, the Kenyans fell into the same trap that slowed down economic growth of countries like India and Egypt for a hundred years, before leaders from those countries realized that "micro-control" of all human activities is counter-productive and hinders development. India, China, Egypt, Russia and many other countries in which centralized control was practiced before, have all relaxed their systems and are now experiencing above average economic growth. Kenya is "on the other bus".
Kenyan aviation stakeholders have gone to the High Court over the KCARS, pointing out that operators and pilots are not "against Regulations per se" but that the regulations must be reasonable and not damage their livelihood and injure the economy. The Kenya Association of Air Operators that lodged the suit contends that in meetings with the Ministry of Transport in 2008 it was agreed that certain regulations that were injurious to air operations would be given blanket exemptions and extracted from the KCARS. This agreement was simply ignored by KCAA and the Authority steamrolled ahead without regard to the warnings of the stakeholders. The KCARS were gazetted into law in 2008. KCAA, in its defence, keeps pointing to the ICAO as a culprit, saying that Kenya must adhere to international regulations. Stakeholders have retorted many times that ICAO Regulations are intended to guide primarily international commercial aviation and also domestic operations for commercial aircraft weighing more than 5700 kg AUW. Yet, KCAA applies the stringent regulations intended for airliners to even the smallest airplane or airfield.
Meanwhile, the ICAO conducted an audit of the KCAA in late 2008 and concluded that the KCARS, as written, are injurious to General Aviation and threaten to suffocate the sector. ICAO recommended relief. KCAA recently approached the stakeholders and a committee was established to review the KCARS and come up with a set of parallel regulations for domestic operation of aircraft under the AUW of 5700 kg. The Committee, consisting of KCAA, Kenya Association of Air Operators and Aero Club delegates, will deliver its report to Ag. Director-General Nicholas Bodo in three months. Issues to be included are the operation of gliders, home-built aircraft, microlights, balloons, domestic operations of charter flights, bush airstrips, etc.
It is hoped that this will lead to a more reasonable approach toward regulating light aviation in East Africa and bring some hope into the industry.
--------------------------------------------------------------------------------
What a nightmare.
++++++++++++++++++++++++++++++++++++++++
KENYA CIVIL AVIATION REGULATIONS CHALLENGED IN COURT
The "Dream of Human Flight", so highly touted by the Wright brothers, has turned into a nightmare for Kenyan aviators as hapless KCAA staff are overwhelmed trying to enforce the overly detailed and disorganized KCARS. Formerly routine paperwork is now being subjected to in depth scrutiny and unnecessary red tape as overburdened inspectors and employees are trying to adhere to performance contracts and make no mistakes. As feared by the stakeholders, micro-control mechanisms have been imposed on Kenyan aviation in 1400 pages of rules and penalties. Originally intended to appease the ICAO with airtight control of international civil aviation, the drafters of the KCARS made liberal use of the little word "ALL". Hundreds of rules begin with "All aircraft shall" or "All aerodromes must", without any distinction as to size, function or use. The Boeing 777 is lumped together with the Piper Cub. Small bush airstrips used by charter flights seem to be expected to have the same level of staffing, security and bureaucracy as the large international airports - Manuals, Managers, X-ray machines, you name it. To top it off, all aspects of aviation in Kenya have been criminalized, from failure to renew a licence, to forgetting to advise a change of address, to not fencing even the smallest bush airstrip, to having a torn windsock....... Smoking a cigarette on the apron can land you in jail. And unlike other countries, here the prosecutors are the Police and the Judges - persons who may have never flown in an aircraft. Frightening thought.
Essentially, East African aviation is now being regulated with a 'one-size-fits-all' system. It's simple to apply, but it's grinding aviation to a halt. For example, all Kenyan holders of Air Operators Certificates must now be "re-certified". That means new 'manuals', new training methods and very strict application of all sorts of rules that make sense with airlines like Kenya Airways, but not with operators of small Cessnas or Pipers. The passenger of a Cessna 182 can now relish in the thought that he is now much safer as the door though which he entered the aircraft is now clearly labelled in English and Swahili: "EMERGENCY EXIT", just like in that Airbus. (-:
KCAA staff has resorted to the "CYA principle" and are interpreting every rule and definition to the letter, avoiding any semblance of lateral thinking. As a result, even the most routine applications for any sort of licence, permit or unusual aviation activity are being shunted around from department to department because now several sections of KCAA must give their OK before a piece of paper is granted. Operators and pilots are unanimous that the bureaucracy created by KCAA is not only unnecessary, but fundamentally fallacious and counter-productive. And that in a day and age where organizations like FAA and the EASA are offering rewards to those who point out simpler ways of regulating aviation. Unfortunately, the Kenyans fell into the same trap that slowed down economic growth of countries like India and Egypt for a hundred years, before leaders from those countries realized that "micro-control" of all human activities is counter-productive and hinders development. India, China, Egypt, Russia and many other countries in which centralized control was practiced before, have all relaxed their systems and are now experiencing above average economic growth. Kenya is "on the other bus".
Kenyan aviation stakeholders have gone to the High Court over the KCARS, pointing out that operators and pilots are not "against Regulations per se" but that the regulations must be reasonable and not damage their livelihood and injure the economy. The Kenya Association of Air Operators that lodged the suit contends that in meetings with the Ministry of Transport in 2008 it was agreed that certain regulations that were injurious to air operations would be given blanket exemptions and extracted from the KCARS. This agreement was simply ignored by KCAA and the Authority steamrolled ahead without regard to the warnings of the stakeholders. The KCARS were gazetted into law in 2008. KCAA, in its defence, keeps pointing to the ICAO as a culprit, saying that Kenya must adhere to international regulations. Stakeholders have retorted many times that ICAO Regulations are intended to guide primarily international commercial aviation and also domestic operations for commercial aircraft weighing more than 5700 kg AUW. Yet, KCAA applies the stringent regulations intended for airliners to even the smallest airplane or airfield.
Meanwhile, the ICAO conducted an audit of the KCAA in late 2008 and concluded that the KCARS, as written, are injurious to General Aviation and threaten to suffocate the sector. ICAO recommended relief. KCAA recently approached the stakeholders and a committee was established to review the KCARS and come up with a set of parallel regulations for domestic operation of aircraft under the AUW of 5700 kg. The Committee, consisting of KCAA, Kenya Association of Air Operators and Aero Club delegates, will deliver its report to Ag. Director-General Nicholas Bodo in three months. Issues to be included are the operation of gliders, home-built aircraft, microlights, balloons, domestic operations of charter flights, bush airstrips, etc.
It is hoped that this will lead to a more reasonable approach toward regulating light aviation in East Africa and bring some hope into the industry.
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Flying in Kenya
Read with interest the posts about Kenya, and sorry to see that racism is alive and well. I grew up in Kenya, schooled there (St Mary's) learned to fly at Safari Air at Wilson in the late 60's, love the country (enjoy every chance I get to speak Swahili) and would also like to wind up finishing my flying career in East Africa. Sadly no chance of that, but would love to give back into aviation where it all started for me.
I think we should all stop the petty fingure pointing about who did what and where and who manufactured it - we need to remember we are joined at the hip - its called the human race. We are part of it and it would be really helpful if everyone realised that at some point we all need encouragement, support, a helping hand, to be disciplined and to stop competing. You know when you win the great Rat Race all you are is a King Rat. Ease up and enjoy life together, and enjoy all that is great about Kenya, and do what you can to fix what needs to be changed. Fly Safe and Enjoy. - Any rules that the 'powers that be' bring out to upgrade safety should be well received.
I think we should all stop the petty fingure pointing about who did what and where and who manufactured it - we need to remember we are joined at the hip - its called the human race. We are part of it and it would be really helpful if everyone realised that at some point we all need encouragement, support, a helping hand, to be disciplined and to stop competing. You know when you win the great Rat Race all you are is a King Rat. Ease up and enjoy life together, and enjoy all that is great about Kenya, and do what you can to fix what needs to be changed. Fly Safe and Enjoy. - Any rules that the 'powers that be' bring out to upgrade safety should be well received.
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' Any rules that the 'powers that be' bring out to upgrade safety should be well received. '
Megathrust , I was enjoying your piece until I read the above last line.
If all the 'powers that be' were truly trying to upgrade safety ONLY , then I would agree with you. Sadly ,this is not the case .There are many forces at work here , but common sense or common interest is not one of them.
Kenya desperately needs a vibrant , efficient and SAFE General Aviation scene , and smothering it with red-tape is not the answer.
Nothing in life is completely safe ,and there will always be accidents in aviation , Kenya GA too. I absolutely guarantee that all this nonsense will have no impact whatsoever on safety . It may ,in fact , cause more problems with owner/pilots/managers unable to concentrate on the immediate task ( ie flying ) because of all the new peripheral paperwork.
My halcyon days of charter flying at Wilson and the coast in the 70s were almost entirely free of the current suffocations / security / etc , and we managed to greatly reduce the accident rate by applying common sense to operations . There was always risk of course . East Africa is a harsh flying environment , and the 60s/70/71 saw a few bad accidents , mostly CFIT , some caused by pressure to 'get through' on young pilots fearful for their jobs.
After one such tragedy , many of us started diverting / returning and things improved rapidly .
If current pilots ( single crew ) have to spend even one second while airborne fretting over whether they have the correct ' latest ' document required , then that is one second closer to a disaster.
Even a well respected airline like KQ is not entirely accident-proof , and they , like most airlines , have legions of office-wallahs to ensure compliance with the regulations now being demanded of GA .
So , let us not think that applying 'airline -type standards ' to general aviation is any answer at all.
The tourism industry is in terrible strife already thanks to the politicos , throttling the main transport for tourists is not exactly smart either .
By the way , todays press is full of stories about the dramatic decline of game in the Mara . Perhaps we should all just give up caring ?
Take care up there
KK
Megathrust , I was enjoying your piece until I read the above last line.
If all the 'powers that be' were truly trying to upgrade safety ONLY , then I would agree with you. Sadly ,this is not the case .There are many forces at work here , but common sense or common interest is not one of them.
Kenya desperately needs a vibrant , efficient and SAFE General Aviation scene , and smothering it with red-tape is not the answer.
Nothing in life is completely safe ,and there will always be accidents in aviation , Kenya GA too. I absolutely guarantee that all this nonsense will have no impact whatsoever on safety . It may ,in fact , cause more problems with owner/pilots/managers unable to concentrate on the immediate task ( ie flying ) because of all the new peripheral paperwork.
My halcyon days of charter flying at Wilson and the coast in the 70s were almost entirely free of the current suffocations / security / etc , and we managed to greatly reduce the accident rate by applying common sense to operations . There was always risk of course . East Africa is a harsh flying environment , and the 60s/70/71 saw a few bad accidents , mostly CFIT , some caused by pressure to 'get through' on young pilots fearful for their jobs.
After one such tragedy , many of us started diverting / returning and things improved rapidly .
If current pilots ( single crew ) have to spend even one second while airborne fretting over whether they have the correct ' latest ' document required , then that is one second closer to a disaster.
Even a well respected airline like KQ is not entirely accident-proof , and they , like most airlines , have legions of office-wallahs to ensure compliance with the regulations now being demanded of GA .
So , let us not think that applying 'airline -type standards ' to general aviation is any answer at all.
The tourism industry is in terrible strife already thanks to the politicos , throttling the main transport for tourists is not exactly smart either .
By the way , todays press is full of stories about the dramatic decline of game in the Mara . Perhaps we should all just give up caring ?
Take care up there
KK
