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The future of flight: UN aviation agency looking for new designs and concepts

April 18, 2019 by Forimmediaterelease

The United Nations (UN) International Civil Aviation Organization (ICAO) has launched the Aviation Innovation Competitions and is looking for ideas, concepts, and prototypes from the next generation of aviation innovators.

The three competitions, managed by ICAO and supported by Transport Canada commemorate the agency’s 75th anniversary this year. Participants will be highlighted on ICAO’s digital content platforms, and global winners in each category will win grand prizes of $1000, $2000 and $5000. The global winner of the prototypes competition will also win a trip to Montréal to receive their award.

Submissions from elementary students, high school students and young adults must be uploaded by June 30, 2019.

Quote

“Canada is proud of its long-standing relationship with ICAO as Host State, and as an active member of the ICAO Council. Throughout 2019, we join ICAO and its other Member States in celebrating flight and the crucial importance of air connectivity worldwide. On this special milestone of its 75th anniversary, I am pleased to support ICAO’s Aviation Innovation Competitions and I encourage all young Canadians to apply.”

The Honorable Marc Garneau
Minister of Transport

Quick Facts

•Proudly hosted by Canada in Montréal, ICAO was created in 1944 to promote the safe and orderly development of international civil aviation throughout the world.

•ICAO sets standards and regulations necessary for aviation safety, security, efficiency, capacity and environmental protection, amongst many other priorities.

•Canada is one of 193 Member States and is also a member of the 36-member ICAO Council.

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Seychelles represented at first Ministerial Conference on Tourism and Air Transport in Africa

April 8, 2019 by Forimmediaterelease

The first Ministerial Conference on Tourism and Air Transport in Africa was held in Santa Maria, Sal Island in Cabo Verde, from the March 27 to 29, 2019.

The aim of the conference was to find a balance in maximizing the overall benefits of tourism and air transport in the national economy and to identify the best national aviation institutional frameworks and practices that facilitate and promote tourism.

The conference was attended by various high government officials on behalf of the participating countries and saw the presence of the African Union Commissioner responsible for aviation.

Several technical specialists’ representatives from the aviation and tourism sectors and experts from international and regional organisations were also present.

Seychelles was represented by a delegation from the Ministry of Tourism, Civil Aviation, Ports and Marine and the Seychelles Civil Aviation Authority led by Minister Didier Dogley and included Principal Secretary for Tourism Mrs. Anne Lafortune and Principal Secretary for Civil Aviation, Ports and Marine, Alan Renaud.

Principal Secretary for Civil Aviation, Ports and Marine, Alan Renaud represented Seychelles as a panelist during the first technical session on air transport and tourism policies on March 27, 2019.

During his intervention, PS. Renaud presented the country’s experience in relation to the topic and focused on the positive impacts that the liberation of the local air space has had on the tourism arrival figures.

He also pointed out the benefits of a free and visa upon arrival system as one having greatly facilitated the experience of travelers arriving in Seychelles.

Seychelles was also represented in Cabo Verde through Minister Didier Dogley, who sat on the ministerial panel on March 28, 2019.

Speaking during the session the Minister for Tourism, Civil Aviation, Ports and Marine reinforced the points made by Principal Secretary Renaud and further elaborated on the benefits of having in place a set of comprehensive and structured air access policies and a strong institutional framework. He commented on Seychelles as one of the few countries in Africa, where the aviation and tourism departments fall under the same ministry, which greatly enable and facilitate coordination between key authorities and staff.

Minister Dogley also highlighted the importance of direct air access for Small Island Developing states. He explained the dependency of small island nations as Seychelles on an adequate network of airlines serving the country due to their isolation from their tourism markets and trade partners.

In regards to a single African air transport market, he reminded the audience of the need for those responsible for developing regional agreements to take into consideration the special needs of SIDS.

On the sidelines of the conference, Minister Dogley also held talks with the President of the ICAO council, Dr. Olumuyiwa Benard Aliu, Secretary General of UNWTO, Mr. Zurab Pololikashvili and other African aviation and tourism ministers attending the meeting.

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Seychelles represented at first Ministerial Conference on Tourism and Air Transport in Africa

April 8, 2019 by PressEditor

The first Ministerial Conference on Tourism and Air Transport in Africa was held in Santa Maria, Sal Island in Cabo Verde, from the March 27 to 29, 2019.

The aim of the conference was to find a balance in maximizing the overall benefits of tourism and air transport in the national economy and to identify the best national aviation institutional frameworks and practices that facilitate and promote tourism. 

The conference was attended by various high government officials on behalf of the participating countries and saw the presence of the African Union Commissioner responsible for aviation. 

Several technical specialists’ representatives from the aviation and tourism sectors and experts from international and regional organisations were also present.  

Seychelles was represented by a delegation from the Ministry of Tourism, Civil Aviation, Ports and Marine and the Seychelles Civil Aviation Authority led by Minister Didier Dogley and included Principal Secretary for Tourism Mrs. Anne Lafortune and Principal Secretary for Civil Aviation, Ports and Marine, Alan Renaud.

Principal Secretary for Civil Aviation, Ports and Marine, Alan Renaud represented Seychelles as a panelist during the first technical session on air transport and tourism policies on March 27, 2019.

During his intervention, PS. Renaud presented the country’s experience in relation to the topic and focused on the positive impacts that the liberation of the local air space has had on the tourism arrival figures. 

He also pointed out the benefits of a free and visa upon arrival system as one having greatly facilitated the experience of travelers arriving in Seychelles. 

Seychelles was also represented in Cabo Verde through Minister Didier Dogley, who sat on the ministerial panel on March 28, 2019.

Speaking during the session the Minister for Tourism, Civil Aviation, Ports and Marine reinforced the points made by Principal Secretary Renaud and further elaborated on the benefits of having in place a set of comprehensive and structured air access policies and a strong institutional framework. He commented on Seychelles as one of the few countries in Africa, where the aviation and tourism departments fall under the same ministry, which greatly enable and facilitate coordination between key authorities and staff. 

Minister Dogley also highlighted the importance of direct air access for Small Island Developing states. He explained the dependency of small island nations as Seychelles on an adequate network of airlines serving the country due to their isolation from their tourism markets and trade partners.

In regards to a single African air transport market, he reminded the audience of the need for those responsible for developing regional agreements to take into consideration the special needs of SIDS.

On the sidelines of the conference, Minister Dogley also held talks with the President of the ICAO council, Dr. Olumuyiwa Benard Aliu, Secretary General of UNWTO, Mr. Zurab Pololikashvili and other African aviation and tourism ministers attending the meeting.

MEDIA CONTACT: STB News Bureau, Tel: +248 4 671 354 / +248 4 671 313, [email protected]  www.seychelles.travel

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Aviation Safety: Fatigue management

March 28, 2019 by Forimmediaterelease

In aviation operations, managing fatigue is important because it diminishes an individual’s ability to perform almost all operational tasks. This clearly has implications for operational efficiency, but in situations where individuals are undertaking safety-critical activities, fatigue-effected performance can also have consequences for safety outcomes. Fatigue is a natural consequence of human physiology.

Because fatigue is affected by all waking activities (not only work demands), fatigue management has to be a shared responsibility between the State, service providers and individuals.

A brief history of flight and/or duty limitations

For most workers, hours of work are part of the working conditions and remuneration packages established through industrial agreements or social legislation. They are not necessarily established from a safety perspective.

However, the need to limit pilots’ flight and duty hours for the purpose of flight safety was recognized in ICAO Standards and Recommended Practices (SARPs) in the first edition of Annex 6 published in 1949.  At that time, ICAO SARPs required the operator to be responsible for establishing flight time limits that ensured that “fatigue, either occurring in a flight or successive flights or accumulating over a period of time, did not endanger the safety of a flight”. These limits had to be approved by the State.

By 1995, ICAO SARPs required States to establish flight time, flight duty periods and rest periods for international flight and cabin crew. The onus was on the State to identify “informed boundaries” that aimed to address the general fatigue risk for flight operations nationally. At no time have ICAO SARPs identified actual flight and duty hours because it had proven impossible to identify global limits that adequately addressed operational contexts in different regions.While ICAO SARPs apply only to international operations, many States also chose to establish similar flight and duty time limitations for domestic operations. States generally used the same flight and duty limits for helicopter crew as for airline crew.

The fallacy of flight and/or duty limitations is that staying within them means that operations are always safe. Buying into this fallacy suggests that scheduling to the limits is enough to manage fatigue-related risks. However, more recent SARP amendments related to prescriptive limits have highlighted the responsibilities of the operator to manage their particular fatigue-related risks within the limits using their SMS processes.

And then there was FRMS….

Fatigue Risk Management Systems (FRMS) represent an opportunity for operators to use their resources more efficiently and increase operational flexibility outside the prescriptive limits, whilst maintaining or even improving safety. In implementing an FRMS, the onus shifts to the operator to prove to the State that what they propose to do and how they continue to operate under an FRMS, is safe.

In 2011, SARPs enabling FRMS as an alternative means of compliance to prescriptive limitations were developed for aeroplane flight and cabin crew (Annex 6, Part I).  At the time of development, it was necessary to address concerns that airline operators would take this as an opportunity to schedule purely for economic benefits at the cost of safety. Therefore, while often referred to as “performance-based” approach, the FRMS SARPs are nevertheless very prescriptive about the necessary elements of an FRMS and require the explicit approval of an operator’s FRMS by the State.

Since then, similar FRMS SARPs were made applicable for helicopter flight and cabin crew in 2018 (Annex 6, Part III, Section II).

But what about air traffic controllers?

Despite their obvious impact on flight safety outcomes, ICAO SARPs have never required the hours of work to be limited for air traffic controllers even though some States have had hours of duty limitations for air traffic controllers for many years. This is about to change. Amendments to Annex 11, becoming applicable in 2020, will require that ICAO States establish duty limits and specify certain scheduling practices for air traffic controllers. As for international airline and helicopter operations, States will have the option of establishing FRMS regulations for air traffic service providers.

Fatigue Management SARPs today

Today, ICAO’s fatigue management SARPs support both prescriptive and FRMS approaches for managing fatigue such that:

  • Both approaches are based on scientific principles, knowledge and operational experience that take into account:
    • the need for adequate sleep (not just resting while awake) to restore and maintain all aspects of waking function (including alertness, physical and mental performance, and mood);
    • the circadian rhythms that drive changes in the ability to perform mental and physical work, and in sleep propensity (the ability to fall asleep and stay asleep), across the 24h day;
    • interactions between fatigue and workload in their effects on physical and mental performance; and
    • the operational context and the safety risk that a fatigue-impaired individual represents in that context.
  • States continue to be obliged to have flight and duty time limitations but are under no obligation to establish FRMS regulations. Where FRMS regulations are established, the operator/service provider, can manage none, some or all of its operations under an FRMS, once approved to do so.
  • Prescriptive fatigue management regulations now provide the baseline, in terms of safety equivalence, from which an FRMS is assessed.

In practice…

In Airlines:  The Fatigue Management amendments to the Annex 6, Part I, in 2011 led many States  to reviewing their prescriptive limitation regulations for pilots based on scientific principles and knowledge (refer text box) and identifying further requirements for operators to manage their fatigue-related risks within the prescribed limits.  Fewer States have reviewed their prescriptive limitation regulations for cabin crew.

In every case, despite a refocus on providing adequate opportunities for sleep and recovery, altering existing flight and duty limitations remains a very sensitive and difficult task because it impacts income and work conditions as well as the constraints of pre-existing employment agreements. It is made even more challenging for States whose flight and duty time limitations are legislated.

Where States have reviewed their prescribed flight and duty limits, the increased awareness of the relationship between sleep and performance has served to highlight the responsibilities of the individual crew member and the airline to manage fatigue, and in some cases have resulted in the prescribed limits sitting alongside a set of regulations  that make these responsibilities more explicit, e.g. the FAA’s Fatigue Risk Management Program, EASA’s Fatigue Management requirements, CASA’s Fatigue Management requirements and CAA South Africa’s Fatigue Management Program.

The scientific principles of fatigue management

 

  1. Periods of wake need to be limited.  Getting enough sleep (both quantity and quality) on a regular basis is essential for restoring the brain and body.
  2. Reducing the amount or the quality of sleep, even for a single night, decreases the ability to function and increases sleepiness the next day.
  3. The circadian body-clock affects the timing and quality of sleep and produces daily highs and lows in performance on various tasks.
  4. Workload can contribute to an individual’s level of fatigue.  Low workload may unmask physiological sleepiness while high workload may exceed the capacity of a fatigued individual.

Many States have established, or plan to establish, FRMS regulations, often at the encouragement of their airlines. The FRMS challenge for States continues to be whether they have the resources to provide the necessary oversight from a scientific and performance-based perspective, particularly when the same regulations usually apply to a variety of domestic flight operations. While FRMS requirements are onerous and time-consuming, the few airlines who have so far managed to get FRMS approval for particular routes have found the operational flexibility gained to be worth the effort.

General scheduling principles

 

  1. The perfect schedule for the human body is daytime duties with unrestricted sleep at night. Anything else is a compromise.
  2. The circadian body clock does not adapt fully to altered schedules such as night work.
  3. Whenever a duty period overlaps a crew member’s usual sleep time, it can be expected to restrict sleep. Examples include early duty start times, late duty end times, and night work.
  4. The more that a duty period overlaps a crew member’s usual sleep time, the less sleep the crew member is likely to obtain. Working right through the usual nighttime sleep period is the worst case scenario.
  5. Night duty also requires working through the time in the circadian body clock cycle when self-rated fatigue and mood are worst and additional effort is required to maintain alertness and performance.
  6. The longer a crew member is awake, the worse their alertness and performance become.
  7. Across consecutive duties with restricted sleep, crew members will accumulate a sleep debt and fatigue-related impairment will increase.
  8. To recover from sleep debt, crew members need a minimum of two full nights of sleep in a row. The frequency of recovery breaks should be related to the rate of accumulation of sleep debt.
  9. Keep short notice changes to a minimum, especially where they infringe or overlap the  Window of Circadian Low (WOCL).
  10. Duty periods associated with high workload (such as multiple, challenging landings and in marginal weather conditions) may need to be shortened and extensions avoided where at all possible.

In Helicopter Operations:  For some States, the recent amendments to Annex 6, Part II (Section II) have highlighted the need to establish flight and duty time limits for helicopter crew members that better relate to the context of helicopter operations, rather than using the same limits as for airline pilots. Within those limits, the helicopter operator is expected to build crew schedules that use both fatigue science and operational knowledge and experience.

A new fatigue management guide for helicopter operators, currently under development in ICAO, identifies general scheduling principles based on fatigue science to guide helicopter operators in building “fatigue-aware” schedules that offer optimum opportunities for sleep and recovery (refer text box).

The particular challenge in helicopter operations, however, is that so many helicopter operations are unscheduled. While some helicopter operators will be able to operate within prescribed limits and effectively manage fatigue risks using an SMS, many types of helicopter operations, such as those that require unscheduled, immediate responses, possibly in high-risk settings, will benefit from the operational flexibility and safety gains of an FRMS.

In Air Traffic Control Services: Next year, States are expected to have established prescriptive work hour limits for air traffic controllers, while FRMS regulations remain optional and can be established at any time. However, the nature of the relationship between the Air Navigation Services Provider (ANSP) and the State will influence how the implementation of fatigue management regulations will unfold. In most cases, the State provides oversight of only one ANSP and although there is a current trend for privatisation, many of the ANSPs are fully or partially owned by the State.

In an industry sector that is often largely self-regulated, the distinction between a prescriptive fatigue management approach and FRMS may become blurred. However, a refocus on safety and not only organisational expediency or personal preference is likely to have substantial effects on the way controllers’ work schedules are built in ANSPs across the world. This is a “watch this space”.

Fatigue Management Guidance for ICAO States

The Manual for the Oversight of Fatigue Management Approaches (Doc 9966) received another update this year – Version 2 (Revised) – and an unedited version (in English only) will shortly replace the current manual available for download here. On this website you can also find the following:

  • Fatigue Management Guide for Airline Operators (2nd Edition, 2015)
  • Fatigue Management Guide for General Aviation Operators of Large and Turboject Aeroplane (1st Edition, 2016)
  • Fatigue Management Guide for Air Traffic Service Providers (1st Edition, 2016)
  • The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The author, Dr. Michelle Millar, is the Technical Officer (Human Factors) and the NGAP Program Manager at ICAO. She heads the ICAO FRMS Task Force and has been involved in the development of ICAO fatigue management provisions since 2009. Her academic background is in sleep, fatigue and performance.

 

Travel News | eTurboNews

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What is the discussion at the UNWTO / ICAO Ministerial Conference on Tourism and Air Transport?

March 28, 2019 by Forimmediaterelease

A Panel discussion is ongoing and a packed program are planned today for delegates in Sai Island, Cabo Verde attending the First UNWTO/ ICAO Ministerial Conference Tourism and Air Transport.

Air Transport and Tourism Policies: Regulatory convergence to maximize and balance their benefits

Air Transport and tourism depend heavily on each other and are essential engines of trade and economic growth for both developed and developing countries.

Despite the synergies, there can be conflicts between aviation and tourism policies due to the difficulties of States in balancing the interests of their airlines and the optimum development of their tourism industries. Separate sectorial policies result in a fundamental disconnect, which constitutes a severe deterrent towards the development of both sectors. How do we enhance policy coherence between the two sectors, harmonize the regulatory frameworks, and prevent separate sectoral policies? How can we strike a balance to maximize the overall benefits of tourism and air transport in the national economy?

What is the current status of Africa’s regulatory framework and what is its impact on tourism and air transport (the Lomé Declaration and the related Action plans both for Air Transport and for Tourism?

How can Africa benefit from and implement the joint UNWTO and ICAO Medellín Statement on Tourism and Air Transport for Development? How can the African Governments promote cooperation and compatible decision-making among transport and tourism authorities and other ministries in charge of related portfolios, including finance, economic planning, energy, environment and trade?

What are the challenges encountered by tourism stakeholders in reflecting tourism business interests in national and regional air transport policies?

Connectivity and Seamless Travel: Best practices to serve tourists and passengers

Aviation and tourism are a customer-focused economic sector.

While there is no single definition of air connectivity, it can be viewed as the ability of a network to move passengers involving the minimum of transit points, which makes the trip as short as possible with optimal passenger satisfaction at the minimum price possible. The realization of seamless travel can improve overall travel experience, which in turn fuels tourism demand.

With the recent launching of the Single Africa Air Transport Market (SAATM), open skies over Africa may soon be a reality, building the necessary regulatory framework to increase international intra-Africa travel.

How do we optimize the flow of passenger traffic through the air transport system? How can we generate sufficient demand for direct air services between African sub-regions, especially between the East-West coasts?

How well do current air service agreements (ASAs) contribute to connectivity and what are the prospects of air transport liberalization? What constitute the bottlenecks and slowdowns of seamless travel in the air transport system? What regulatory schemes can be used or developed to assure essential air services to Least Developed Countries (LDCs), Landlocked Developing Countries (LLDCs) and Small Island Developing States (SIDS)?

What are the existing best practices and how could they be extended and adapted to other regions? What are the factors influencing airline choices for different market segments (the intercultural dimension)?

Funding and Financing for Development: Pragmatic measures to build a transparent, stable and predictable investment climate

Infrastructure deficiencies in the aviation and tourism sectors have long been an issue in Africa. While plans are in place to develop and modernize aviation infrastructure, relief is years away at best.

In the meantime, there will be lost opportunities for creating jobs and spurring economic growth. Another issue is the proliferation of taxes on tourism and air transport despite the fact that the industry recovers a vast majority of its own infrastructure costs through payments of user charges, rather than being financed through taxation.

Revenue raised by taxes can often be outweighed by the relinquished economic benefits as a result of dampened demand for air travel.

This Session will focus on

a) the creation of good governance and enabling the environment to build business confidence and encourage investments, and

b) the consolidation of planning and development efforts for aviation and tourism infrastructure in multi-modal and urban planning initiatives. What are the challenges of financing development projects related to the tourism and air transport sectors, particularly in LDCs, LLDCs, and SIDS?

What are the success stories in financing tourism and air transport projects? How do consumers perceive taxes, charges, and others levies and how to ensure transparency of taxes and charges to passengers and tourists?

Why is the limited volume of international public finance and assistance for development currently available for aviation and tourism infrastructure projects?

Travel Facilitation: Advancing visa facilitation in supporting economic growth 

Travel facilitation aims at maximizing the efficiency of border clearance formalities while achieving and maintaining high-quality security and effective law enforcement. Allowing passengers/tourists to cross international borders safely and efficiently contributes significantly to stimulating demand, enhancing the competitiveness of States, creating jobs and fostering international understanding.

In spite of the great strides made in recent decades in facilitating tourist travel in Africa, there is still room for considerable progress. For example, electronic visa processes and delivery could make travel more accessible, convenient, and more efficient without a diminution of national security.

States should also look into increasing cooperation on bilateral, regional and international travel facilitation regimes. How can new technologies be used to make travel more accessible, convenient and efficient? How to define and implement policies which facilitate international travel and tourism while ensuring the security and integrity of traveler identification and border controls?

How well do e-passports, e-visas and other documentation deal with emergent threats to security? How could the African States learn from other effective best practices?

Travel News | eTurboNews

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