Safety In Africa: The Key Priority

In the mix of efforts to drive up aviation safety in Africa, air traffic services occupies a critical position, besides airlines' operations and the all-important civil aviation regulation. And currently, air traffic controllers and air traffic management (ATM) facilities have assumed a fast-changing dimension as the aviation industry pursues increased efficiency and safety amidst equally growing traffic especially in emerging markets. ATM is increasingly being driven by new technology while controllers are becoming more sophisticated in related expertise. Perhaps, because of the seemingly esoteric complexity of ATM, the flying public oft readily gauges the safety level of the air transport system by the performance of airlines and the more conspicuous aircraft incidents and accidents. This is so especially in regions like Africa where many non-aviators have inadequate knowledge of the 'abstruse' aviation industry. Even in the aviation industry, ATM seems to be treated as a specific issue to be discussed and dealt with by those in the sub-area - i.e. air traffic controllers.

However, air navigation services and its providers (ANSPs) in the AFI (Africa and Indian Ocean) region should increasingly come under the spotlight now that their roles and responsibility in air transport in Africa are increasing because of the rising volume of traffic in the region. Achieving safer skies in Africa largely depends on the effectiveness of AFI ANSPs, and they must become an integral part of high-level efforts to raise safety performance in Africa. It follows, therefore, that while effective safety oversight has become a priority in Africa, the build-up of ANSPs' facilities and expertise must equally be prioritized on the continent. This is a necessary way to reverse the poor accident record that could still be a challenge for Africa. IATA specifies that the accident record in Africa in 2010 was 12 times the global average. Africa's record had remarkably improved in 2008.

The worrisome relapse in 2009/2010 now gives even greater fillip to the continent's current efforts to improve the region's safety performance. In line with these on-going efforts, the improvement of AFI ANSPs' facilities, experts base and services would result in increased safety for air travelers, and increased choice of AFI airspace for enroute flights to other regions. It will also enhance efficiency and cost reduction for airlines within the AFI airspace.

What Have AFI ANSPs Done To Enhance Safety?

Generally, AFI ANSPs are striving to firm up their largely terrestrial-based facilities while sizing up new technology-based facilities, mostly under severe financial constraints. However, AFI ANSPs have increased the quality of their services recently. At their meeting in Cotonou last November, AFI ANSPs reached a decision to regularize their meetings where they must review their progress, especially towards achieving harmonized facilities and training leading up to the eventual attainment of the Single African Sky concept. Among others, the Nigerian Airspace Management Agency (NAMA), with its total radar coverage of Nigeria project completed last year, has been able to improve on its service and impact on safety; while South Africa's Air Traffic Navigation Services (ATNS) made notable ATM efficiency gains as evidenced by its handling of the 2010 FIFA World Cup traffic. In North Africa, the ONDA of Morocco which is attuning its activities with the EU ATM structures following the policy alignment of its Civil Aviation Authority with the EU, is working towards ensuring seamless traffic flow as tourist figures swell in Morocco. While ENNA of Algeria's activities may have faced glitches following the civil strife in the region, other service providers in the Mediterranean area (Malta air traffic controllers) have provided traffic management support in the region as noted by IFATCA. In Congo DRC and Reunion in the Indian Ocean, there are efforts to implement the Automatic Dependent Surveillance Broadcast (ADS-B) to suit the expansive airspace in the DRC, and the extensive area over the Indian Ocean, respectively. For ASECNA, its new management is focused on improving services and regulation in its 18-member States, as it also reviews the applicability of new ATM technologies including the ADS-B and ADS-C. Overall, though much of ANSPs' services in Africa is terrestrial-based, progress on new technology-based ATM in the region is rather slow. And being a consumer region, Africa is now lured by several sellers of similar so-called 'new technology' ATM facilities, which has necessitated the call for these marketers to make their ATM facilities conform to the specifications for future ATM systems as outlined by ICAO. What is important to note here is that the emerging market in Africa is a fertile ground for development partners, and manufacturers and sellers of (cost-)efficient ATM facilities and know-how. The Reduced Vertical Separation Minima (RVSM) has also been implemented in the AFI region - in anticipation of a rise in traffic volume in the region. However, the challenge of pricing of air traffic services has come up in parts of Africa, where airlines have either jibbed at air traffic service tariffs or condemned proposals on same. In Nigeria, for instance, following airlines' non-conformity with tariffs, NAMA has now introduced a concept called 'pay-as-you-go' - to serve only airlines that pay up their service fees, as airlines were reportedly owing the agency. Again, in South Africa, the Director General and CEO of International Air Transport Association (IATA), Mr. Giovanni Bisignani, urges for a review of South Africa's economic regulation of air transport infrastructure, saying, among others, that the regulatory process is allowing ATNS to raise its charges by 71% for the 2010-2015 period.

What is vital here is that service providers and airlines must work collaboratively to agree on reasonable tariffs, which would not hurt either side.

What Can/Should AFI ANSPs Do To Enhance Safety?

Though the traffic situation in the AFI region is not as congested as in US and the EU airspaces, the need to gear up ATM facilities in Africa is paramount. Improved facilities raise efficiency and safety, and prepare the continent beforehand to effectively manage the expected rise in traffic in the AFI region over the next 20 years. Already, AFI ANSPs are playing an increasingly significant role in handling intercontinental (overflying) traffic. Within the next 20 years, traffic is forecast to double, says the Director General of Airports Council International (ACI), Ms. Angela Gittens. And Africa's traffic growth rate within this period is put ahead of global average. AFI ANSPs must now focus on building future-based capacity in the areas of facilities and experts. In seeking funding for such ATM improvements, the concept of commercialization and privatization of air navigation services should be carefully considered in Africa to preserve both sovereign safety and integrity and technical efficiency. Furthermore, a major task facing African States is the implementation of the Performance-Based Navigation (PBN). The PBN, according to ICAO, would provide yet superior benefits including enhanced safety and efficiency, which are the primary goal of ANSPs globally. States need to work collaboratively to implement the PBN concept to improve the services of AFI ANSPs. Essentially, also, the Continuous Monitoring Approach and Just Culture are critical elements to drive safety and efficiency among AFI ANSPs.

Furthermore, IFATCA's discomfort over the lack of compliance with ICAO's English Language Proficiency requirements is noteworthy, as improvements in this aspect are essential for Africa, as with other regions, to ensure effective communication and safety. There is a growing awareness to raise aviation English Language capability among controllers from level 4 to level 6. Besides, training controllers in other aspects is also essential to build-up know-how and ensure seamless transition from terrestrial-based to satellite-based ATM services. Also, periodic collaborative review of progress among AFI ANSPs is essential since they must all be working towards enhanced interoperability and safety in their services.

Therefore, the next AFI ANSPs meeting scheduled for Algeria in 2012 should naturally review progress and new options for growth. Inputs at this meeting should draw from IFATCA's next Annual Conference which will be held 12-16 March 2012 in Kathmandu, Nepal.

It is vital that AFI ANSPs create greater visibility for themselves through active participation at international fora. Importantly, too, heads of AFI ANSPs should be innovative to drive the needed change on the continent. At the top of global civil aviation regulation, ICAO is taking proactive leadership in not just making safety guidelines but also driving implementation.

Regional commitment should replicate ICAO's efforts to bolster ATM safety for Africa.

In the area of wildlife management, it is also important to adopt effective techniques and enhance cooperation between airport wildlife management and ATS, as being projected by ICAO through regional workshops.

Conclusion: Future Growth In Africa

Expectations are high for safety build-up in Africa judging by the increasing level of air transport activities on the continent. Much investment is needed to transform ATM in the continent. Though a large chunk of AFI ANSPs' funding come from governments, States (and their partners) should make extra efforts to raise investments for ATM since this is a priority area for safety enhancement. While some States or ANSPs may not be able to readily fund their transition to satellite-based ATM, there is still the need for them to prepare transition plans to enhance a seamless transition to future ATM and provide a clear idea of the funding required. Working together is a major success factor for AFI ANSPs, and they must also be more involved in international ATM activities and programmes.

While globalization is a reality, liberalization of African skies and implementation of the Yamoussoukro Decision are unavoidable ends in Africa. And a safe and efficient ATM system would facilitate the achievement of these development-based concepts and programmes.

Whether the current state of safety in Africa is exaggerated or not, what is critical is to adopt workable strategies to raise safety performance in the region. And ATM is one vital area that would boost safety in Africa.