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Hi Waghi Warrior,
My guess is most of the kiwis not ALL that got to PNG before, ruined it for all the other good kiwis looking for a jobs. Rumours is that PX just hired 3 kiwis from Air Nelson for the Dash8,APNG hired some kiwis for the Otter too so hope these boys will do a better job then the last guys that left his wife and kids in POM and took off with their life savings coz he thinks that the wife and kids were holding his career back. Of all the places in the world to ditch a family....... P N G??????
My guess is most of the kiwis not ALL that got to PNG before, ruined it for all the other good kiwis looking for a jobs. Rumours is that PX just hired 3 kiwis from Air Nelson for the Dash8,APNG hired some kiwis for the Otter too so hope these boys will do a better job then the last guys that left his wife and kids in POM and took off with their life savings coz he thinks that the wife and kids were holding his career back. Of all the places in the world to ditch a family....... P N G??????
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Employ a few more dinki di's or a gaggle from further west. I know of some from a great continent who would bust their to PNG. refugee boat or by plane. Keep the k1 w1's out by all means.
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Sharpie
Px have had a fair run at recruitment in OZ over the last couple of years with a fair bit of goodluck and also a lot of bad luck with blokes not comming up to par in the Sim , this is by no means a reflection on the oz pilots (of whom I am 1) however it is a reflection of the now finished pilot shortage as PX has been forced to look at candidates who they would never previously have considered.
The 5 Kiwis who have been hired recently come from a well structured airline enviroment (That dosn't mean its a happy enviroment) and have certainly meet the standard and Im sure PX is looking forward to more arriving as in PNG its better to have a pilot who want to be there than one who has to be there.
By the way Sharpie Arn't you originally a K1W1.........................
Px have had a fair run at recruitment in OZ over the last couple of years with a fair bit of goodluck and also a lot of bad luck with blokes not comming up to par in the Sim , this is by no means a reflection on the oz pilots (of whom I am 1) however it is a reflection of the now finished pilot shortage as PX has been forced to look at candidates who they would never previously have considered.
The 5 Kiwis who have been hired recently come from a well structured airline enviroment (That dosn't mean its a happy enviroment) and have certainly meet the standard and Im sure PX is looking forward to more arriving as in PNG its better to have a pilot who want to be there than one who has to be there.
By the way Sharpie Arn't you originally a K1W1.........................
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From todays National:..............................
Questions raised over CAA safety standards By YEHIURA HRIEHWAZI
SERIOUS questions have been raised about the standard of air safety in Papua New Guinea, ahead of an audit of the country’s air safety regulator by the world’s top aviation safety authority next week.
In a worst case scenario, if PNG fails the audit, Australia and other countries could refuse landing rights to PNG registered aircrafts.
Reliable sources have revealed to The National that certain actions by the Civil Aviation Authority’s executive management had undermined and interfered with the work of senior technical staff of the Air Safety and Regulations division of the CAA and had cast serious doubt on the integrity of PNG’s aviation regulatory office.
It is understood that Australia’s Civil Aviation Safety Authority (CASA) is watching the situation very closely.
Experts from the International Civil Aviation Organisation (ICAO) will be in PNG from next Tuesday to March 23 to audit the work of CAA.
Similar audits by ICAO had resulted in Indonesia’s national airline, Garuda, and Egyptian Airlines being prevented from flying to several countries, including many in Europe, industry sources said.
“If CAA fails the audit, the worst case scenario is that Air Niugini would not be allowed to fly to Australia,” a source said.
Other smaller airlines that fly to Australia could also be affected, except Airlines PNG which operates Australian-registered aircraft that undergo stringent safety and inspection procedures.
At the centre of the controversy are two types of Russian-built helicopters operating in PNG without certification – Mil-8s and KA-32s.
They are operated by two private companies, servicing mostly resource project areas.
On Feb 6, CAA chief executive officer Joseph Kintau admitted to The National that the Mil-8s and KA-32s had been operating in PNG since 1986 without certification (P2).
CAA laws require that foreign aircraft operating in PNG must be put on the register within a year or be removed.
The National tried in vain to get Mr Kintau’s clarification on the matter last week.
Well-placed sources within the industry told The National that CAA’s safety regulator initiated a certification process with operators of the two aircraft about six years ago and, in March 2006, the two companies submitted their applications for certification but were rejected on the grounds that they did not meet PNG certification standards.
An independent overseas consultant on safety, a Kirrill Bolonkin, was also brought in to give a second opinion on the CAA findings and confirmed that the aircraft did not meet PNG standards.
The KA-32 had been subsequently grounded and is sitting at the PNG Defence Force Air Squadron base in Port Moresby.
In April 2006, the safety regulator stopped all passenger carrying operations of the Mil-8s that were used by the two operators and were only restricted to load-carrying operations provided they meet PNG’s restricted category certification requirements by last May 31.
This did not open and the operators were liable for prosecution under the Civil Aviation Act.
However, the operators allegedly obtained a letter of approval from CAA boss Mr Kintau to operate the aircraft on a commercial basis.
Sources said that letter had been extended a number of times – the most recent approval would expire this year.
Last December, Mr Kintau issued a “directive” to the safety regulator to amend the “operations specifications” to include the Mil-8 aircraft in order for them to operate.
The regulator refused to sign the amendment and instead told Mr Kintau that if he wanted it done, then he should sign it himself with the stamp of his office.
That was done and the Mil-8s were now operational despite advice to the contrary from the safety regulator.
Mr Kintau is being a very naughty boy. I wonder if the usual PNG inducement was involved here. It would not be normal if it wasn't.
Questions raised over CAA safety standards By YEHIURA HRIEHWAZI
SERIOUS questions have been raised about the standard of air safety in Papua New Guinea, ahead of an audit of the country’s air safety regulator by the world’s top aviation safety authority next week.
In a worst case scenario, if PNG fails the audit, Australia and other countries could refuse landing rights to PNG registered aircrafts.
Reliable sources have revealed to The National that certain actions by the Civil Aviation Authority’s executive management had undermined and interfered with the work of senior technical staff of the Air Safety and Regulations division of the CAA and had cast serious doubt on the integrity of PNG’s aviation regulatory office.
It is understood that Australia’s Civil Aviation Safety Authority (CASA) is watching the situation very closely.
Experts from the International Civil Aviation Organisation (ICAO) will be in PNG from next Tuesday to March 23 to audit the work of CAA.
Similar audits by ICAO had resulted in Indonesia’s national airline, Garuda, and Egyptian Airlines being prevented from flying to several countries, including many in Europe, industry sources said.
“If CAA fails the audit, the worst case scenario is that Air Niugini would not be allowed to fly to Australia,” a source said.
Other smaller airlines that fly to Australia could also be affected, except Airlines PNG which operates Australian-registered aircraft that undergo stringent safety and inspection procedures.
At the centre of the controversy are two types of Russian-built helicopters operating in PNG without certification – Mil-8s and KA-32s.
They are operated by two private companies, servicing mostly resource project areas.
On Feb 6, CAA chief executive officer Joseph Kintau admitted to The National that the Mil-8s and KA-32s had been operating in PNG since 1986 without certification (P2).
CAA laws require that foreign aircraft operating in PNG must be put on the register within a year or be removed.
The National tried in vain to get Mr Kintau’s clarification on the matter last week.
Well-placed sources within the industry told The National that CAA’s safety regulator initiated a certification process with operators of the two aircraft about six years ago and, in March 2006, the two companies submitted their applications for certification but were rejected on the grounds that they did not meet PNG certification standards.
An independent overseas consultant on safety, a Kirrill Bolonkin, was also brought in to give a second opinion on the CAA findings and confirmed that the aircraft did not meet PNG standards.
The KA-32 had been subsequently grounded and is sitting at the PNG Defence Force Air Squadron base in Port Moresby.
In April 2006, the safety regulator stopped all passenger carrying operations of the Mil-8s that were used by the two operators and were only restricted to load-carrying operations provided they meet PNG’s restricted category certification requirements by last May 31.
This did not open and the operators were liable for prosecution under the Civil Aviation Act.
However, the operators allegedly obtained a letter of approval from CAA boss Mr Kintau to operate the aircraft on a commercial basis.
Sources said that letter had been extended a number of times – the most recent approval would expire this year.
Last December, Mr Kintau issued a “directive” to the safety regulator to amend the “operations specifications” to include the Mil-8 aircraft in order for them to operate.
The regulator refused to sign the amendment and instead told Mr Kintau that if he wanted it done, then he should sign it himself with the stamp of his office.
That was done and the Mil-8s were now operational despite advice to the contrary from the safety regulator.
Mr Kintau is being a very naughty boy. I wonder if the usual PNG inducement was involved here. It would not be normal if it wasn't.
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Splat 72
Yessir that is correct and the government even sent me a new passport in January '09.
Just stirring really and tend to agree with you after having recently been in an area far worse than PNG may ever be, or I certainly hope will not be, and of couse not silly enough to enumerate the problems experienced in this forum.
It has been stated that if CAA fail the coming ICAO audit that PX may not be able to operate to/from Oz. Now what about the other countries to which PX operates. Will they be banned from all other international destinations?
Cheers to Sid and keep up the good work.
Just stirring really and tend to agree with you after having recently been in an area far worse than PNG may ever be, or I certainly hope will not be, and of couse not silly enough to enumerate the problems experienced in this forum.
It has been stated that if CAA fail the coming ICAO audit that PX may not be able to operate to/from Oz. Now what about the other countries to which PX operates. Will they be banned from all other international destinations?
Cheers to Sid and keep up the good work.
Sharpie, I think this is the way the ICAO grading works. Cat 1 means OK to fly anywhere, only subject to the usual bi-lateral route agreements etc. Cat 2 is OK between countries in agreeement e.g. Australia accepts Indonesia but JAR-land and FAA does not. Cat 3 is a no-no outside the offending country's borders, i.e. aircraft on that registry are banned from all international activity. Now, it may be different in Africa, where I guess adjoining countries could be cat 3 and if they happen to be not shooting at each other this week maybe they just get on with it.
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DCA
CAA expert replaced for his strict stance: Report
By YEHIURA HRIEHWAZI
A CIVIL Aviation Authority’s airworthiness expert in PNG has been replaced because of his strict adherence to safety standards, aviation industry sources said yesterday.
The engineering and safety expert (named) is an Australian who was the prime figure in charge of certification programmes of the controversial Russian-built helicopters – Mil-8s and KA-32s.
His contract was not renewed when it expired last November.
The expert had grounded the KA-32s for several years and removed the Mil-8s from operations around last May when they did not meet PNG’s certification standards.
However, CAA chief executive Joseph Kintau is alleged to have over-ruled that decision and issued a directive for the regulator to allow the helicopters to fly again.
Industry sources said this officer’s superiors in the air safety division of CAA recommended that the engineering expert be retained and his contract renewed but Mr Kintau rejected his retention outright.
Mr Kintau is understood to have recruited another person who resigned from CAA two years ago over some professional disagreements.
Aviation sources described the Australian, who had left the country, as a “very competent and incorruptible” person.
“They need to be if the office of the regulator is to maintain its impartiality and integrity,” a source said.
The airworthiness expert returned to Australia last weekend, causing ripples in the aviation circles, both in PNG and in Australia.
International Civil Aviation Organisation’s auditors will be in PNG next week to probe CAA’s regulatory and safety procedures and, if PNG fails the audit, PNG-registered aircraft could be refused entry to other countries.
Meanwhile, aviation sources said Air Niugini was concerned about what was happening at CAA and would like to see the Australian’s contract renewed as he was involved in the certification of one of its newly acquired aircraft. Air Niugini won an international safety award last month.
The National also understands that the Minister for Works, Transport and Civil Aviation, Don Polye, has been briefed on the seriousness of the situation at CAA and he wanted to see the problems resolved as soon as possible.
In another development, Mr Kintau was alleged to have threatened the sacking of another expatriate recently in the CAA safety division, over the Mil-8s certification issue during a heated discussion.
The National contacted the expatriate yesterday but he refused to confirm or deny the incident in the media, saying he was a contract officer working according to the rules.
Mr Kintau has not responded to a series of questions hand-delivered to his office last week followed by numerous telephone calls – even as late as yesterday afternoon.
Meanwhile, Eastern Highlands Governor Malcolm Kela-Smith, who owns Pacific Helicopters, is said to be fuming over the revelations and had indicated raising the issue in Parliament.
By YEHIURA HRIEHWAZI
A CIVIL Aviation Authority’s airworthiness expert in PNG has been replaced because of his strict adherence to safety standards, aviation industry sources said yesterday.
The engineering and safety expert (named) is an Australian who was the prime figure in charge of certification programmes of the controversial Russian-built helicopters – Mil-8s and KA-32s.
His contract was not renewed when it expired last November.
The expert had grounded the KA-32s for several years and removed the Mil-8s from operations around last May when they did not meet PNG’s certification standards.
However, CAA chief executive Joseph Kintau is alleged to have over-ruled that decision and issued a directive for the regulator to allow the helicopters to fly again.
Industry sources said this officer’s superiors in the air safety division of CAA recommended that the engineering expert be retained and his contract renewed but Mr Kintau rejected his retention outright.
Mr Kintau is understood to have recruited another person who resigned from CAA two years ago over some professional disagreements.
Aviation sources described the Australian, who had left the country, as a “very competent and incorruptible” person.
“They need to be if the office of the regulator is to maintain its impartiality and integrity,” a source said.
The airworthiness expert returned to Australia last weekend, causing ripples in the aviation circles, both in PNG and in Australia.
International Civil Aviation Organisation’s auditors will be in PNG next week to probe CAA’s regulatory and safety procedures and, if PNG fails the audit, PNG-registered aircraft could be refused entry to other countries.
Meanwhile, aviation sources said Air Niugini was concerned about what was happening at CAA and would like to see the Australian’s contract renewed as he was involved in the certification of one of its newly acquired aircraft. Air Niugini won an international safety award last month.
The National also understands that the Minister for Works, Transport and Civil Aviation, Don Polye, has been briefed on the seriousness of the situation at CAA and he wanted to see the problems resolved as soon as possible.
In another development, Mr Kintau was alleged to have threatened the sacking of another expatriate recently in the CAA safety division, over the Mil-8s certification issue during a heated discussion.
The National contacted the expatriate yesterday but he refused to confirm or deny the incident in the media, saying he was a contract officer working according to the rules.
Mr Kintau has not responded to a series of questions hand-delivered to his office last week followed by numerous telephone calls – even as late as yesterday afternoon.
Meanwhile, Eastern Highlands Governor Malcolm Kela-Smith, who owns Pacific Helicopters, is said to be fuming over the revelations and had indicated raising the issue in Parliament.
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Audit
Machevali
I get the impression from some posts that people expect changes to happen overnight after an audit. Even if such an audit returns poor level of sarps, it may take 3-4 months before any reports are made public, or even longer, though the regulatory body would be well aware of the results before then.
I get the impression from some posts that people expect changes to happen overnight after an audit. Even if such an audit returns poor level of sarps, it may take 3-4 months before any reports are made public, or even longer, though the regulatory body would be well aware of the results before then.
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Sharpie, the relationship between Kintau and Kela-Smith is an open secret in the PNG aviation circles.
It is those sort of activities that continue to drag down the whole country, I have a feeling that PX is going to suffer the repercussions of activities not entirely of their own doing.
They are naturally not imune from similar sorts of things either of course.
It is those sort of activities that continue to drag down the whole country, I have a feeling that PX is going to suffer the repercussions of activities not entirely of their own doing.
They are naturally not imune from similar sorts of things either of course.
Sharpie, as long as CAA is run at a local level, I don't believe it will EVER change for the better - audit or no audit. The audit is only going to make official in ICAO-land what they already know.
The only way that PNG CAA could be fixed now within any reasonable time-frame would be to clean it out and have a reputable foreign civil aviation authority run it under contract. Many years ago the FAA were in several Middle Eastern countries and the UK CAA had a heavy influence in their former colonies, so the concept of one country's authority running another country's CAA is not new. Maybe unpalatable to some of the locals, because of the colonial overtones. The Aussies handed them a fairly good civil aviation structure and all they have done since is completely run it down.
Then there is the problem of money. Without LOTS of it, the infrastructure will never be fixed. Also without money to pay good salaries and offer good expatriate conditions, the CAA there will never attract people of the right calibre in sufficient numbers to sort it all out.
The only way that PNG CAA could be fixed now within any reasonable time-frame would be to clean it out and have a reputable foreign civil aviation authority run it under contract. Many years ago the FAA were in several Middle Eastern countries and the UK CAA had a heavy influence in their former colonies, so the concept of one country's authority running another country's CAA is not new. Maybe unpalatable to some of the locals, because of the colonial overtones. The Aussies handed them a fairly good civil aviation structure and all they have done since is completely run it down.
Then there is the problem of money. Without LOTS of it, the infrastructure will never be fixed. Also without money to pay good salaries and offer good expatriate conditions, the CAA there will never attract people of the right calibre in sufficient numbers to sort it all out.
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DCA
Yes. and when the Aussie ran the show, we had hundreds of aircraft to pay fees, airways, landing, navigation, registration, licencing, for salaries, airport upkeep and the myriad other costs involved. How many aircraft are currently registered in PNG 60+. and how can such a number pay for the overheads, let alone SAR etc without increasing fees?
Maybe fit satellite tracking transponders to aircraft for position updates, have a central traffic advisory control system, there are ways of improving the system, reduce DCA staff to bare minimum, but then again you get social implications.
Ah life in paradise.
Maybe fit satellite tracking transponders to aircraft for position updates, have a central traffic advisory control system, there are ways of improving the system, reduce DCA staff to bare minimum, but then again you get social implications.
Ah life in paradise.
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The National Nation | The National Newspaper
CIVIL Aviation Authority (CAA) chief executive officer Joseph Kintau says a controversial Russian-built helicopter, Mil 8, can be certified to operate in PNG on cargo-carrying runs only.
In the meantime, a helicopter company, Pacific Helicopters, is seriously considering suing the CAA and the Government for “millions of kina” for lost revenue because of safety issues surrounding the Mil8, its owner and Eastern Highlands Governor Malcolm Kela-Smith told The National yesterday.
Mr Kintau has admitted that the Mil8 and another Russian-built chopper, KA-32, have been operating in PNG since about 1986, without certification.
CAA safety regulators have grounded the KA-32 for the last three years and ordered the Mil8 to stop operations until they met PNG safety standards.
However, Mr Kintau intervened and allowed the Mil-8 to operate only on cargo runs.
He also admitted to refusing to renew the contract of a CAA regulator who was in charge of airworthiness and was the prime figure overseeing certification programmes of aircraft in PNG, including the Mil-8 and the KA-32.
However, aviation sources said the Australian expert had an impeccable track record as an aircraft engineer who licensed Boeing 707s and 747s and Airbus, and was highly recommended by the Civil Aviation Safety Authority of Australia (CASA) as one of the best airworthiness inspectors
The National asked Mr Kintau yesterday to explain the certification process of Mil-8 but he did not answer the question.
“I will not be dragged into a media tussle of justifying my actions in relations to the Mil8 and also the non-renewal of an employment contract of the expatriate ‘CAA expert’,” Mr Kintau said in a three-page statement.
“As director, I have made a decision on the balance of expert advice, the policies and plans guiding the operations of CAA, and I am satisfied that the decisions I make are sound and to the best interest of CAA and PNG,” he said.
He said noted a report by Australian consultant Kirrill Bolonkin (of Russian origin) that the PNG CAA had grounds to certify the Mil-8 to operate only on cargo runs (no passengers) and that the “type acceptance certification may be issues for the Mil-8 AMT and Mil8 MTV.
The two models Mil-8 AMT and Mil-8 MTV are suitable for certification in the restricted category”.
Mr Kintau accused his former expert on airworthiness of being “selective” in his advice to his office “despite the technical advice from the Mil-8 expert.”
“There is nothing stopping CAA from certifying the aircraft under restricted (no passenger) category,” Mr Kintau said.
That being the case, The National asked Mr Kintau as to why they had not yet been certified but he did not respond.
Mr Kintau claimed that key industry players and he believed that the Australian, whose contract had expired, did not have the “right attitude nor the competence” to be part of the new Civil Aviation Safety Authority, therefore, his contract of employment was not renewed.
Sources laughed off Mr Kintau’s assertions.
In the meantime, Pacific Helicopter has lost out on lucrative contracts because of the controversy surrounding the Mil-8.
The National yesterday sought Mr Kela-Smith’s comments over the saga and he said he had to sell off his Mil-8 at a much reduced price back to the Russians because CAA could not get its act together to certify the choppers.
He said he respected the decision of the CAA regulators that the aircraft did not meet PNG’s certification standard so he sold it off to the Russians.
Kintau reckons he based his decisions on 'expert advice', ignoring expert advice would seem more accurate.
CIVIL Aviation Authority (CAA) chief executive officer Joseph Kintau says a controversial Russian-built helicopter, Mil 8, can be certified to operate in PNG on cargo-carrying runs only.
In the meantime, a helicopter company, Pacific Helicopters, is seriously considering suing the CAA and the Government for “millions of kina” for lost revenue because of safety issues surrounding the Mil8, its owner and Eastern Highlands Governor Malcolm Kela-Smith told The National yesterday.
Mr Kintau has admitted that the Mil8 and another Russian-built chopper, KA-32, have been operating in PNG since about 1986, without certification.
CAA safety regulators have grounded the KA-32 for the last three years and ordered the Mil8 to stop operations until they met PNG safety standards.
However, Mr Kintau intervened and allowed the Mil-8 to operate only on cargo runs.
He also admitted to refusing to renew the contract of a CAA regulator who was in charge of airworthiness and was the prime figure overseeing certification programmes of aircraft in PNG, including the Mil-8 and the KA-32.
However, aviation sources said the Australian expert had an impeccable track record as an aircraft engineer who licensed Boeing 707s and 747s and Airbus, and was highly recommended by the Civil Aviation Safety Authority of Australia (CASA) as one of the best airworthiness inspectors
The National asked Mr Kintau yesterday to explain the certification process of Mil-8 but he did not answer the question.
“I will not be dragged into a media tussle of justifying my actions in relations to the Mil8 and also the non-renewal of an employment contract of the expatriate ‘CAA expert’,” Mr Kintau said in a three-page statement.
“As director, I have made a decision on the balance of expert advice, the policies and plans guiding the operations of CAA, and I am satisfied that the decisions I make are sound and to the best interest of CAA and PNG,” he said.
He said noted a report by Australian consultant Kirrill Bolonkin (of Russian origin) that the PNG CAA had grounds to certify the Mil-8 to operate only on cargo runs (no passengers) and that the “type acceptance certification may be issues for the Mil-8 AMT and Mil8 MTV.
The two models Mil-8 AMT and Mil-8 MTV are suitable for certification in the restricted category”.
Mr Kintau accused his former expert on airworthiness of being “selective” in his advice to his office “despite the technical advice from the Mil-8 expert.”
“There is nothing stopping CAA from certifying the aircraft under restricted (no passenger) category,” Mr Kintau said.
That being the case, The National asked Mr Kintau as to why they had not yet been certified but he did not respond.
Mr Kintau claimed that key industry players and he believed that the Australian, whose contract had expired, did not have the “right attitude nor the competence” to be part of the new Civil Aviation Safety Authority, therefore, his contract of employment was not renewed.
Sources laughed off Mr Kintau’s assertions.
In the meantime, Pacific Helicopter has lost out on lucrative contracts because of the controversy surrounding the Mil-8.
The National yesterday sought Mr Kela-Smith’s comments over the saga and he said he had to sell off his Mil-8 at a much reduced price back to the Russians because CAA could not get its act together to certify the choppers.
He said he respected the decision of the CAA regulators that the aircraft did not meet PNG’s certification standard so he sold it off to the Russians.
Kintau reckons he based his decisions on 'expert advice', ignoring expert advice would seem more accurate.
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National Newspaper - March 19th.. The Saga Continues
CAA may face lawsuits over chopper accidents
By YEHIURA HRIHWAZI
THE Civil Aviation Authority faces massive lawsuits for allowing the Russian-built Mil 8 helicopters to operate in PNG – one of them crashed and killed seven people and the other spilled a tonne of sodium cyanide in Central province.
Following revelations by The National that the Mil 8 helicopters were operating in PNG since 1986 without PNG’s P2 registration, plaintiffs with cases against the operators of the helicopters said yesterday they would seek to have CAA join their court cases as defendants.
A Mil 8 had a “hard-landing” in Finschhafen on Sept 10, 1992. Onboard were 22 passengers and several fuel drums.
On impact, the fuel drums burst into flames, incinerating seven passengers and injuring many others.
Aviation industry experts told The National last night that CAA regulations prohibited the aircraft from carrying highly inflammable substances with passengers.
Had the aircraft been certified to fly under PNG standards, they would not have flown the passengers and cargo together, the sources said.
CAA regulations also required that all foreign-registered aircraft must be flown out of PNG after 12 months of operations and then be certified to PNG standards and registered as P2 aircraft in order to fly again in PNG.
However, the CAA appeared to have allowed the Russian-built helicopters – Mil 8 and KA 32 (Kamov) – to remain in the country to date resulting in the fatal accidents.
A relative of one of the passengers killed in the Finschhafen crash said he and others would be revisiting the case to make sure that CAA took some responsibility for its alleged failure in allowing the helicopter to operate unregistered.
Meanwhile, Goilala villagers told The National yesterday that they had instructed their lawyer to include CAA in their K565 million claim against Hevi Lift, Orica and Tolukuma gold mine over an accident in March 2000 in which a Mil 8 helicopter spilled 1,000kg of poisonous sodium cyanide chemical into their creeks about 20km south of the mine.
Hevi Lift was one of the two companies in PNG that operated the Mil 8 choppers; Orica supplied the cyanide; and Tolukuma gold mine was the end user of the lethal chemical.
The villagers and the environment were allegedly affected by the spillage and a Port Moresby law firm, Naru Lawyers, had fixed the total quantum of damages at K565 million.
A leading consultant in the case against the three companies, David Bal of Microbal Consultants, said their lawyer Allan Baniyamai, of Baniyamai Lawyers, had been instructed to apply to the National Court to have CAA join the case as defendants because of its alleged negligence in certifying the helicopters to operate in PNG.
Mr Bal said they had decided on including CAA as the fourth defendant and possibly the State of PNG as the fifth defendant after reading in the newspaper that the Russian helicopters appeared to be operating illegally in PNG.
Mr Baniyamai confirmed that he would look at the legal and technical issues and determine if CAA could be sued as well for negligence.
Another helicopter company, Pacific Helicopters, told The National last week that it was seriously considering suing CAA for loss of “millions of kina” because it sold off its Mil 8 helicopter back to the Russians due to alleged indecision by CAA on whether or not the aircraft could operate in PNG.
Eastern Highlands Governor and Pacific Helicopters owner Malcolm Kela-Smith said he was losing millions of kina because CAA could not get its act together and decide if it could operate in PNG.
He said after he sold of his aircraft at a lower cost, CAA allowed the Mil 8s to operate.
By YEHIURA HRIHWAZI
THE Civil Aviation Authority faces massive lawsuits for allowing the Russian-built Mil 8 helicopters to operate in PNG – one of them crashed and killed seven people and the other spilled a tonne of sodium cyanide in Central province.
Following revelations by The National that the Mil 8 helicopters were operating in PNG since 1986 without PNG’s P2 registration, plaintiffs with cases against the operators of the helicopters said yesterday they would seek to have CAA join their court cases as defendants.
A Mil 8 had a “hard-landing” in Finschhafen on Sept 10, 1992. Onboard were 22 passengers and several fuel drums.
On impact, the fuel drums burst into flames, incinerating seven passengers and injuring many others.
Aviation industry experts told The National last night that CAA regulations prohibited the aircraft from carrying highly inflammable substances with passengers.
Had the aircraft been certified to fly under PNG standards, they would not have flown the passengers and cargo together, the sources said.
CAA regulations also required that all foreign-registered aircraft must be flown out of PNG after 12 months of operations and then be certified to PNG standards and registered as P2 aircraft in order to fly again in PNG.
However, the CAA appeared to have allowed the Russian-built helicopters – Mil 8 and KA 32 (Kamov) – to remain in the country to date resulting in the fatal accidents.
A relative of one of the passengers killed in the Finschhafen crash said he and others would be revisiting the case to make sure that CAA took some responsibility for its alleged failure in allowing the helicopter to operate unregistered.
Meanwhile, Goilala villagers told The National yesterday that they had instructed their lawyer to include CAA in their K565 million claim against Hevi Lift, Orica and Tolukuma gold mine over an accident in March 2000 in which a Mil 8 helicopter spilled 1,000kg of poisonous sodium cyanide chemical into their creeks about 20km south of the mine.
Hevi Lift was one of the two companies in PNG that operated the Mil 8 choppers; Orica supplied the cyanide; and Tolukuma gold mine was the end user of the lethal chemical.
The villagers and the environment were allegedly affected by the spillage and a Port Moresby law firm, Naru Lawyers, had fixed the total quantum of damages at K565 million.
A leading consultant in the case against the three companies, David Bal of Microbal Consultants, said their lawyer Allan Baniyamai, of Baniyamai Lawyers, had been instructed to apply to the National Court to have CAA join the case as defendants because of its alleged negligence in certifying the helicopters to operate in PNG.
Mr Bal said they had decided on including CAA as the fourth defendant and possibly the State of PNG as the fifth defendant after reading in the newspaper that the Russian helicopters appeared to be operating illegally in PNG.
Mr Baniyamai confirmed that he would look at the legal and technical issues and determine if CAA could be sued as well for negligence.
Another helicopter company, Pacific Helicopters, told The National last week that it was seriously considering suing CAA for loss of “millions of kina” because it sold off its Mil 8 helicopter back to the Russians due to alleged indecision by CAA on whether or not the aircraft could operate in PNG.
Eastern Highlands Governor and Pacific Helicopters owner Malcolm Kela-Smith said he was losing millions of kina because CAA could not get its act together and decide if it could operate in PNG.
He said after he sold of his aircraft at a lower cost, CAA allowed the Mil 8s to operate.
Grandpa Aerotart
Surely there are more than 60 odd aircraft registered in PNG these days
We had that many in Talair in its heyday.
Very sad to see PNG slipping further towards aviation oblivion...a country that relies so totally on aviation deserves better from its 'elected' leaders.
We had that many in Talair in its heyday.
Very sad to see PNG slipping further towards aviation oblivion...a country that relies so totally on aviation deserves better from its 'elected' leaders.
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Hi Chuckles,
60 + only a guess and a prod to get Sid or one of the minions to confirm numbers. But even if there are 100 plus, can that number generate sufficient revenue for the new DCA to become self-sufficient. I do not think so.
60 + only a guess and a prod to get Sid or one of the minions to confirm numbers. But even if there are 100 plus, can that number generate sufficient revenue for the new DCA to become self-sufficient. I do not think so.