Professional Documents
Culture Documents
AACO
CORRIDORS OF
UNCERTAINTY
W
hatever AACOs executive committee was planning for this years annual general meeting
(AGM), their agenda has been torn asunder by two catastrophic events still gripping the airline
industry.
Malaysia Airlines cruelly bore the brunt of both disasters the loss, literally, of MH370 in March,
and the shooting down of MH17 in July but all aviation stakeholders now face the grave responsibility
of plugging safety gaps and improving regulatory protocols. No region is more burdened with this
collective duty than the Middle East, whose fast-expanding airlines operate in the most volatile of
neighbourhoods.
At the same time, though, more familiar concerns still weigh heavily on the regions airlines. In
European capitals, increasingly protectionist measures are being called on to fight Gulf competition; in
Arab capitals, the 2004 Damascus Convention is falling well short of its promise to liberalise Middle
Eastern skies.
For Abdul Wahab Teffaha, the long-standing secretary general of AACO, cramming everything into
three days of meetings will be no easy task. But one starting point for the discussions, which begin on
November 18, could be separating the commercial interests of AACOs members from the overarching
responsibilities of regional governments.
Continued
We cannot deny the sovereignty of countries to rule their airspace. This is one of the
on Page 22
fundamental pillars of the Chicago Convention, Teffaha said, diving headfirst into the
21
AIR TRANSPORT
AACO
Exchange of information
Governments are the ones that declare airspace
unsafe. Associations like AACO will never be
able to recommend that airlines use a certain
corridor or not. However, what associations can
do is promote exchange of information.
What we lack today is a mechanism to
exchange information about the perception of
threat, and the level of risk that is viewed by one
airline. Other airlines are entitled to have that
information, in order to assess whether the threat
is real or not.
Calling for some sort of a central repository
that would shoot out notices to airmen
(NOTAMs) to all operators, he endorsed efforts
by the International Civil Aviation Organisation
(ICAO) and the International Air Transport
Association (IATA) to reform airspace
information sharing processes.
Together with other industry groups, ICAO
and IATA have established a task force to
investigate whether the current protocols,
whereby airlines are essentially fed regurgitated
intelligence assessment by their domestic civil
aviation authorities, are fit for purpose.
In the case of MH17, this existing framework
resulted in the same air corridor being deemed
safe by Malaysia Airlines but dangerous by, for
example, British Airways. Did Britains
intelligence agencies know something the
Malaysians did not? ICAO and IATA must
answer that question as they work towards a
mechanism that collects, sanitises and
disseminates classified intelligence reports.
22
Exchange of information
www.lufthansa-technik.com/787
AIR TRANSPORT
CONTINUED FROM PAGE 22
Competitive analyses
Despite insisting that cost is no obstacle, Teffaha
urged IATA to conduct detailed competitive
analyses of the more than 30 proposals it has
received from flight monitoring companies.
Industry-agreed standards must extend to a wide
range of manufacturers, he stressed, in order to
make sure that certain stakeholders will not take
advantage of the situation.
My heart goes out to the families of the
disappeared ones. Just imagine being in their
shoes, the secretary general added. This tragedy
should not be repeated, and it should not be
forgotten.
Amid all the talk of catastrophic hull losses, it is
easy to forget that AACO already had its hands
full with more mundane but nonetheless
pernicious regulatory problems. Europe, as
always, will feature prominently at the AGM.
Global carriers scored a significant victory in
April, when the European Union (EU) extended
until the end of 2016 the exemption of non-EU
flights from its controversial emissions trading
system (ETS).
Brussels had previously stopped the clock on
overseas implementation of the green tax in 2012,
buckling to threats of a global trade war. The new
24
AACO
UAE but there have been few noteworthy
developments ever since. Bilateral restrictions
remain the norm in the Arab world, particularly
where local airlines are ill-equipped to fend off
regional competition. For this reason, AACO
mainly sees the convention as a template or
moral tool that can guide states along the path
of liberalisation.
Teffaha praised those countries that have made
open skies declarations, singling out the UAE,
Qatar, Kuwait, Oman and Bahrain. Other states are
experimenting with measures that go beyond the
convention, he noted, citing Saudi Arabias decision
to allow foreign ownership of new operators.
Regulatory reform is always a major theme at
AACO annual meetings, and this year will be no
different. As the fastest-growing aviation market
on the planet, the Middle East needs to ensure
that its processes and protocols are maturing in
step with its traffic growth. The benefits of
deregulation, liberalisation and harmonised air
traffic management must not be overlooked.
But, in a year dominated by two heartwrenching wide-body disasters, AACOs 47th
AGM will prioritise more urgent matters.
Preventing any recurrence of MH17 and MH370
is the highest form of respect the industry can pay
to the 537 victims.
Airmotive Services
ACCL offers a comprehensive range of
engine repair facilities including Engine
Maintenance for CFM56-3 / CFM56-5B /
CFM56-7 models of engines. We also
offer cost-effective and efficient
maintenance of IAE V2500 and CF6-80
engines, besides our unparalleled
combination of e x p e r t i s e
and
e x p e r i e n c e o n CFM56 -5A / CF6-50
/ CF6-80 / PW4056/4152/4158, putting
at your disposal an efficient MRO system.
Vi s i t u s : w w w. a c c l - u a e. a e
Email: admin@accl-uae.ae
or liz@accl-uae.ae
25