Despite Ethiopian crash, air travel safer in Africa

 

 

 

 

 

Africa is usually seen as a continent with huge risk but indicators suggest otherwise when it comes aviation. Despite challenges, the region ranks higher in aviation safety, writes WOLE SHADARE

 

Steady improvement

Aviation safety in Africa continues to be a central concern for governments and aviation industry stakeholders, although the situation has been improving in recent years.

Until the recent Ethiopian Airlines accident, African airlines had gone two years without any jet hull losses or fatalities.

This demonstrates progress after decades of poor safety records in some African countries, which could be attributed to lax regulatory oversight, obsolete infrastructure, aging and poorly maintained fleets and inadequate technical training of aviation personnel.

 

Steady improvement

Aviation safety in Africa continues to be a central concern for governments and aviation industry stakeholders, although the situation has been improving in recent years.

Until the recent Ethiopian Airlines accident, African airlines had gone two years without any jet hull losses or fatalities.

This demonstrates progress after decades of poor safety records in some African countries, which could be attributed to lax regulatory oversight, obsolete infrastructure, aging and poorly maintained fleets and inadequate technical training of aviation personnel.

 

Airlines raise the bar

According to the International Air Transport Association (IATA), only 24 African states—out of about 104 states around the world—currently have a critical elements implementation score of 60 percent or above in the International Civil Aviation Organisation’s Universal Safety Oversight Audit Programme.

 

 

This program is considered the global benchmark in assessing the oversight capabilities of government entities charged with regulating civil aviation. Cape Verde, South Africa, Mauritania, Togo and Egypt rank are the top five African countries in terms of operational safety according to this metric, while countries such as Djibouti, the Central African Republic, Guinea-Bissau, Liberia and Sao Tome and Principe score below 25 percent on implementation of the critical elements.

 

 

 

 

 

 

There has been a very positive trend with regard to many of the larger African flag carriers, such as Ethiopian Airlines, South African Airways, Kenya Airways, Air Mauritius, EgyptAir and Royal Air Maroc.

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These airlines strive to maintain excellent safety records that are on par with global industry standards, and they have great reputations among the traveling public in Africa.

 

 

Smaller carriers, such as African World Airlines in Ghana and Air Peace in Nigeria, have also made strides in recent years, as demonstrated by their successes in the IATA’s industry-benchmark Operational Safety Audit.

In 2018, African carriers that successfully completed this process averaged only 1.18 accidents per million flights, while other African carriers’ average accident rate was 9.79, according to the IATA. The global average accident rate was 1.35, which roughly equates to one accident for every 740,000 flights.

 

Increased safety compliance

 

 

 

Experts are crediting increased compliance with global aviation standards, better regulation and younger fleets for the improvement.

From less than three per cent of global passenger air traffic but more than two-thirds of fatalities just over two decades ago, Africa entered new territory when it reported zero deaths attributable to a commercial jet aircraft accident in 2016. The region maintained the record with no fatalities in 2017 as well.

 

 

African Jet aircraft losses first fell from an average of 2.21 hull losses between 2012 and 2015, to zero in 2016.

That compared with 0.18 for the Asia Pacific, 013 for Europe, 0.92 for the Commonwealth of Independent States (former Soviet Union republics) and 0.41 for Latin America and the Caribbean in 2017.

 

 

While 556 people died in 15 fatal commercial airline accidents during 2018, data for the first half of the year shows that there was no fatal jet accident in the region. The only fatal accidents involved small propeller driven aircraft in which 14 people died.

 

 

One such accident was the FlySax Cessna 208 Grand Caravan that crashed into a ridge in Kenya’s Aberdare mountains killing eight passengers and two crew on June 5 and a June 24 Let410 cargo charter operated by Eagle Air Guinea in which four people died.

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Africa, Ethiopia confront challenges

 

 

 

Africa and Ethiopian Airlines are dealing with its biggest challenge in years following the crash on March 2019 of Nairobi-bound Flight 302 soon after take-off in Addis Ababa. All 157 people on-board were killed.

The crash raised serious questions about the safety of the Boeing 737 Max jet, which was involved in another fatal accident last year in Indonesia. For all the focus on the crash in Ethiopia, major African carriers and civil aviation entities have made significant strides in improving their safety records in recent years.

 

 

 

Experts’ views

 

 

 

Commenting on Africa’s high safety record in relation with Ethiopian Airlines accident, Director-General of IATA, Alexandre de Juniac said in the case of Ethiopian Airways, it was not the first reaction.

“I have heard blames on the aircraft system. I have heard blames on Ethiopian. On my point of view, you find it difficult to say anything on that until after investigation is concluded.”

 

 

The IATA DG disclosed that both ICAO and IATA work in partnership in doing workshops, training, initiatives to help the authorities and airport operators for airlines to lift up the safety standards.

“We have all that relates to airlines in IASA, IASAGO. By implementing the standards of IOSA, we say automatically we uplift compliance with ICAO recommended standards. They go hand-in-hand and ICAO has accepted the IOSA as standards to uplift countries’ standards to where they should be.”

 

 

Similarly, IATA’s African envoy for aero-political affairs, Dr. Raphael Kuuchi said, “A number of factors account for the significant improvements in safety achieved by Africa in recent times.”

Kuuchu explained that following the Abuja Declaration in 2012, there has been effort among key players and stakeholders in the industry to improve aviation safety.

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The IATA, the Civil Air Navigation Services organisation, AFRAA and the AU-based African Civil Aviation Commission have pooled technical, financial and material resources to help African states, regulators and airlines to tackle aviation safety.

 

 

Building safety capacity

 

 

 

To this end, capacity building courses as well as safety gap analyses were conducted at different points in Africa while states were continuously pushed to get their airlines to adopt the IATA Operational Safety Audit (IOSA].

Besides more airlines signing up for IOSA certification, African states invested in infrastructure and committed resources to addressing safety gaps that have been identified through ICAO safety audits.

 

 

Also, concerned about the likelihood of unsafe aircraft entering its territory, the European Union introduced its AU Safety List in the early 2000s on which airlines deemed unsafe were banned from operating in the EU. The list was dominated by African airlines with the DRC and Nigeria taking the lead. This forced African governments and airlines to invest in air safety and airlines to buy newer aircraft.

 

 

Availability of new aircraft types that fit the thin African routes better has encouraged African airlines to transit from aged to new equipment.

 

 

According to the Aviation Safety Network, the average age of the African airline fleet is less than 20 years, compared with the high 30s two decades ago.

 

 

“New aircraft have better reliability and operational efficiencies. On average, they are less susceptible to technical failures than ageing aircraft,” Kuuchi added.

 

 

 

Last line

It is important for developed nations with stronger economic resources and interests in African aviation to assist African countries in modernizing their regulatory frameworks around aviation safety.

 

 

Wole Shadare